JP2006078035A - Heat exchange device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve heat transfer performance of a heat exchanger positioned in an air flow downstream side by using turbulence of a heat exchanger positioned in an air flow upstream side. <P>SOLUTION: A perpendicularly cut and raised impact wall 12c is provided as a turbulence forming means for disturbing an air flow on at least a fin 12 of the heat exchanger 10 in the air flow upstream side of the plurality of heat exchangers 10 and 20 serially arranged in an air flowing direction. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a heat exchange device in which a plurality of heat exchangers are arranged in series in the direction of air flow, and is suitable as a heat exchange device in which a refrigerant radiator for vehicle air conditioning and a radiator for cooling a vehicle engine are arranged in series. Is.

In a conventional fin for a heat exchanger, by providing slit pieces that form segments arranged in a staggered manner with respect to the air flow, and bending the air flow upstream side of the slit pieces by about 90 ° to provide a bent portion, The heat transfer coefficient is improved by suppressing the growth of the temperature boundary layer by disturbing the air flow (for example, see Patent Document 1).
JP-A 63-83591

By the way, in the invention described in Patent Document 1, a slit piece is formed by cutting and raising a part of a thin plate-like fin, and the front end (front edge) side of the cut and raised slit piece is bent by about 90 ° and folded. Since the curved portion is formed, it has the following manufacturing problems.

In other words, in the invention described in Patent Document 1, since all the bent portions are formed by bending the front end side of the slit pieces, the bending force in the same direction continuously acts on the thin plate-like fin material. Thus, when forming the bent portion, the fin material is deformed by being biased in one direction.

Moreover, although it is necessary to provide the slit pieces regularly with a constant pitch dimension, as described above, in the invention described in Patent Document 1, since the fin material tends to gather in one direction,
It is difficult to reduce the variation in pitch dimension between the slit pieces. And when the variation in the pitch dimension between the slit pieces increases, there is a high possibility that the heat transfer rate is lowered and the desired heat exchange capability cannot be obtained.

  In order to solve the above problems, the present inventors have proposed a heat exchanger capable of improving the heat exchange performance with a simple fin shape in the patent application of Japanese Patent Application No. 2004-62236.

  In this prior application, a fin that increases the heat exchange area with the air flowing around the tube is provided on the outer surface of the tube through which the fluid flows, and a flat plate portion and a part of the flat plate portion are perpendicular to the fin. A collision wall formed by cutting up and down is provided, and a plurality of the collision walls are provided symmetrically with respect to the air flow direction.

  According to this, when the collision wall is formed, a bending force in such a direction as to cancel each other on the upstream side and the downstream side of the air flow acts on the thin plate-like fin material. Therefore, when the collision wall is formed, it is possible to prevent the fin material from being biased and deformed in one direction, so that the dimensional variation of the collision wall can be reduced.

  As a result, it is possible to improve the fin productivity by simplifying the shape of the fins while increasing the heat transfer efficiency by increasing the heat transfer coefficient between the air and the fins due to the turbulent flow effect by the collision wall.

  By the way, the prior application relates to the improvement of heat transfer performance as a single heat exchanger.

  Therefore, the present invention provides a heat exchange device in which a plurality of heat exchangers are arranged in series in the direction of air flow, and uses the turbulent flow forming structure of the heat exchanger located on the air flow upstream side to It aims at improving the heat-transfer performance of the heat exchanger located in this.

In order to achieve the above object, the invention according to claim 1 is a heat exchange device in which a plurality of heat exchangers (10, 20) are arranged in series in the air flow direction,
The plurality of heat exchangers (10, 20) are provided on the outer surfaces of the tubes (11, 21) through which the fluid flows and the tubes (11, 21), respectively, and flow around the tubes (11, 21). Fins (12, 22) that increase the heat exchange area with
Turbulent flow forming means (12c, 12g) for disturbing the air flow is provided in the fin (12) of the heat exchanger (10) on the upstream side of the air flow among the plurality of heat exchangers (10, 20). It is said.

  According to this, since the turbulent flow can be formed by disturbing the air flow in the fin (12) of the heat exchanger (10) on the upstream side of the air flow, the heat transfer coefficient of the heat exchanger (10) on the upstream side of the air flow is reduced. The heat exchange performance can be improved. In addition, the influence of the turbulent flow formation on the upstream side of the air flow is also exerted on the heat exchanger (20) on the downstream side of the air flow, and the heat exchange performance by the turbulent flow formation also on the heat exchanger (20) on the downstream side of the air flow. Can be improved.

  According to a second aspect of the present invention, in the heat exchange device according to the first aspect, the fins (22) of the heat exchanger (20) on the downstream side of the air flow among the plurality of heat exchangers (10, 20). Also, turbulent flow forming means (22c, 22g) for disturbing the air flow is provided.

  According to this, in addition to the effect of claim 1, its own turbulent flow forming action is added in the fin (22) of the heat exchanger (20) on the downstream side of the air flow. The heat exchange performance of the vessel (20) can be further improved.

  According to a third aspect of the present invention, in the heat exchange device according to the first or second aspect, a distance (L) between the plurality of heat exchangers (10, 20) is within 20 mm. To do.

  According to the inventor's experimental study, by setting the distance (L) within 20 mm as illustrated in FIG. 7 to be described later, the influence of the turbulent flow formation on the upstream side of the air flow can be reduced by the heat exchanger on the downstream side of the air flow ( 20), it was found that the heat exchange performance of the heat exchanger (20) on the downstream side of the air flow can be effectively improved.

According to a fourth aspect of the present invention, in the heat exchanging device according to any one of the first to third aspects, the fins (12, 22) are a part of a flat plate portion (12a, 22a). Having right-angled impact walls (12c, 22c) formed by cutting up at right angles;
A plurality of the right-angled collision walls (12c, 22c) are provided symmetrically in the air flow direction,
The turbulent flow forming means is constituted by the right-angled collision walls (12c, 22c).

  Thus, specifically, the turbulent flow forming means can be configured by a collision wall formed by cutting and raising the fin flat plate portion at a right angle.

  Here, by providing a plurality of right-angled collision walls (12c, 22c) symmetrically in the air flow direction, the upstream and downstream sides of the air flow cancel each other when forming the right-angled collision wall. The bending force in the proper direction acts on the thin fin material. Therefore, when the collision wall is formed, it is possible to prevent the fin material from being biased and deformed in one direction, so that the dimensional variation of the collision wall can be reduced.

According to a fifth aspect of the present invention, in the heat exchanging device according to any one of the first to third aspects, the fins (12, 22) have a portion of a flat plate portion (12a, 22a) formed thereon. It has a V-shaped collision wall (12g, 22g) formed by cutting up into a V-shaped cross section,
The V-shaped collision wall (12g, 22g) is provided such that the formation direction of the cross-sectional V shape is alternately reversed in the air flow direction,
The turbulent flow forming means is configured by the V-shaped collision wall (12g, 22g).

  Thus, specifically, the turbulent flow forming means may be constituted by a V-shaped collision wall formed by cutting and raising the fin flat plate portion into a V-shaped cross section.

  Then, by providing the V-shaped collision wall so that the formation direction of the V-shaped cross section is alternately reversed in the air flow direction, the bending stress at the time of cutting and raising the fin material is offset, and the fin has a specific direction. It is possible to avoid the occurrence of residual stress.

  Therefore, when forming the V-shaped collision wall (12g, 22g), it is possible to prevent the fin material from being biased and deformed in one direction, so that the dimensional variation of the V-shaped collision wall (12g, 22g) can be reduced. be able to.

  According to a sixth aspect of the present invention, in the heat exchange device according to any one of the first to fifth aspects, a heat exchanger upstream of the air flow among the plurality of heat exchangers (10, 20) is a vehicle. It is a refrigerant radiator (10) for air conditioning, and the heat exchanger on the downstream side of the air flow is a vehicle engine cooling radiator (20).

  According to this, the heat exchange performance (heat radiation performance) of the radiator (20) on the downstream side of the air flow can be effectively improved by forming the turbulent flow of the air flow in the refrigerant radiator (10) on the upstream side of the air flow.

  In addition, the code | symbol in the bracket | parenthesis of each said means shows the correspondence with the specific means as described in embodiment mentioned later.

(First embodiment)
1 to 5 and FIG. 6 (a) show a first embodiment of the present invention, which is a vehicle heat in which a refrigerant radiator for vehicle air conditioning and a radiator for cooling a vehicle engine are arranged in series. It relates to an exchange device.

  FIG. 1A is a vehicle mounting diagram of a vehicle heat exchange device according to the present embodiment, and FIG. 1B is a partial cross-sectional view of a core portion of the vehicle heat exchange device. The refrigerant radiator 10 for vehicle air conditioning and the radiator 20 for cooling the vehicle engine are arranged in series with respect to the direction a of the air flow (cooling air).

  The heat exchanger mounting structure will be described more specifically. An engine room 31 is formed below the hood 30 of the vehicle, and grill openings 32a and 32b are opened at the foremost part in the engine room 31. The refrigerant radiator 10 and the radiator 20 are arranged in series at a portion immediately after the grill openings 32a and 32b. Here, the refrigerant radiator 10 is arranged on the upstream side of the air flow, and the radiator 20 is arranged on the downstream side (vehicle rear side) of the refrigerant radiator 10.

  On the downstream side of the radiator 20, a cooling fan 22 including an axial flow fan is disposed via a shroud 21. The cooling fan 22 is an electric fan that rotationally drives an axial flow fan by an electric motor 22a.

  A vehicle running engine (internal combustion engine) 33 is mounted on the downstream side (vehicle rear side) of the cooling fan 22. The vehicle engine 33 is water-cooled, and the cooling water of the vehicle engine 33 is circulated to the radiator 20 and cooled by a water pump (not shown).

The refrigerant radiator 10 is connected to a compressor discharge side of a vehicle air conditioning refrigeration cycle (not shown), and cools the refrigerant by releasing heat of the compressor discharge refrigerant (high-pressure side refrigerant) into the air flow. In a refrigeration cycle using a normal chlorofluorocarbon refrigerant, the refrigerant discharge pressure of the compressor is less than the critical pressure of the refrigerant, so that the refrigerant radiates heat while condensing in the refrigerant radiator 10. On the other hand, in the refrigeration cycle using a refrigerant such as carbon dioxide (CO ₂ ) as the refrigerant, the refrigerant discharge pressure of the compressor becomes equal to or higher than the critical pressure of the refrigerant, so that the refrigerant does not condense in the refrigerant radiator 10 and is supercritical. Dissipate heat in the state.

  The reason for disposing the radiator 20 on the downstream side of the refrigerant radiator 10 is to ensure a temperature difference from the air in both the refrigerant radiator 10 and the radiator 20. That is, in the steady operation state of the vehicle engine 33, the temperature of the engine cooling water in the radiator 20 is considerably higher than the refrigerant temperature in the refrigerant radiator 10, so that the temperature of the air in both the refrigerant radiator 10 and the radiator 20 is In order to ensure the difference, it is advantageous to arrange the radiator 20 on the downstream side of the refrigerant radiator 10.

  FIG. 2 illustrates a specific configuration of the refrigerant radiator 10, in which a plurality of tubes 11 through which refrigerant flows are arranged in parallel at predetermined intervals, and fins 12 are provided between the plurality of tubes 11. . The fins 12 are joined to the outer surface of the tube 11 to increase the heat transfer area with air and promote heat exchange between the refrigerant and air.

  Header tanks 13 and 14 are provided at both longitudinal ends of the tube 11. The header tanks 13 and 14 extend in a direction orthogonal to the longitudinal direction of the tubes 11 and communicate with the refrigerant passages in the tubes 11. Then, side plates 15 and 16 that form reinforcing members are disposed at both ends of the core portion including the tube 11 and the fins 12 in the tube-fin stacking direction (vertical direction in FIG. 2).

  In the present embodiment, the tubes 11, fins 12, header tanks 13 and 14, and side plates 15 and 16 are all formed of an aluminum alloy that is a metal having excellent thermal conductivity, and these metal members 11 to 16 are formed. Are joined together by brazing.

  The tube 11 of the refrigerant radiator 10 is a flat multi-hole tube in which a plurality of refrigerant passage holes 11a are formed in parallel by an extrusion process or a drawing process as shown in FIGS. . The flat shape of the tube 11 is parallel to the air flow direction a.

  Further, as shown in FIG. 3, the fin 12 is a corrugated fin bent in a wave shape so as to have a flat plate portion 12a and a curved portion 12b curved so as to connect adjacent flat plate portions 12a. In this embodiment, the wavy corrugated fin 12 is formed by subjecting a thin plate metal material to a roller forming method. The curved portion 12b of the fin 12 is brazed in contact with the flat portion (plane portion) of the tube 11 as shown in FIG.

  The flat plate portion 12a of the fin 12 is formed with a plurality of collision walls 12c having a cut-and-raised shape in which a portion of the flat plate portion 12a is cut and raised at a right angle. Here, cutting up at right angles means specifically cutting up a part of the flat plate portion 12a at an angle of 90 ° with respect to the surface of the flat plate portion 12a, but the cut-up angle of the collision wall 12c. May be set to an angle in the vicinity of 90 ° obtained by increasing or decreasing the minute amount by 90 °.

  The air flowing on the surface of the fin 12, that is, the flat plate portion 12 a is collided with the collision wall 12 c to disturb the air flow flowing on the surface of the flat plate portion 12 a to increase the heat transfer coefficient between the fin 12 and the air. Yes.

  Here, among the flat plate portions 12a of the fins 12, the flat plate portion connected to the root portion of the collision wall 12c is referred to as a slit piece 12d. The slit piece 12d and the collision wall 12c form an L-shaped cross-sectional shape. And this L-shaped cross-sectional shape is formed so that it may become a mutually symmetrical relationship with respect to the virtual surface M orthogonal to the flat plate part 12a by the air flow upstream and the air flow downstream.

  Specifically, when the flat plate portion 12a is equally divided into the upstream side and the downstream side by the virtual plane M in the air flow direction, the number of the upstream collision walls 12c and the number of the downstream collision walls 12c are divided. And the air flow downstream side of the slit piece 12d is cut at a right angle on the upstream side of the air flow, while the air flow upstream side of the slit piece 12d is cut at a right angle on the downstream side of the air flow. I am waking up.

  Since the basic configuration of the vehicle radiator air-cooling radiator 10 and the vehicle engine cooling radiator 20 may be the same, the reference numerals of the components of the vehicle engine cooling radiator 20 correspond to those of the refrigerant radiator 10 of FIGS. It fills in the parenthesis of the code | symbol of a member, and the concrete description of the radiator 20 for vehicle engine cooling is abbreviate | omitted.

  However, since the pressure of the engine cooling water circulating through the vehicle engine cooling radiator 20 is significantly lower than the refrigerant pressure in the vehicle air conditioning refrigerant radiator 10, the pressure resistance strength of the tube 21 of the radiator 20 is the refrigerant radiator. There is no need to increase as with ten tubes 11. Therefore, the tube 21 of the radiator 20 has a simple flat cross-sectional shape that forms only one cooling water passage as shown in FIG.

  In the present embodiment, the fins 22 of the radiator 20 located on the downstream side of the air flow also have the collision wall 22c and the slit pieces constituting the L-shaped cross section as shown in FIG. 22d.

  The L-shaped cross-sectional shape formed by the slit piece 12d and the collision wall 12c is not limited to the form shown in FIG. 3, but conversely, the air flow of the fins 12 and 22 as shown in FIG. In the upstream area, the collision walls 12c, 22c are formed on the upstream side of the air flow of the slit pieces 12d, 22d, while in the downstream area of the air flow, the collision walls 12c, 22c are formed on the downstream side of the air flow of the slit pieces 12d, 22d. You may make it do.

  In short, the collision walls 12c and 22c in the air flow upstream region of the fins 12 and 22 and the collision walls 12c and 22c in the air flow downstream region may be formed symmetrically.

  Next, specific examples of dimensions of the fins 12 and 22 will be described. The fins 12 and 22 are corrugated formed by bending the adjacent flat plate portions 12a and 22a into curved shapes by connecting the curved portions 12b and 22b. The fin pitch Pf of the corrugated fins 12 and 22 is twice the distance between the adjacent flat plate portions 12a and 22a, as shown in FIG. 5 mm.

  The thickness t (see FIG. 5) of the corrugated fins 12 and 22 is, for example, 0.05 mm, and the height H (see FIG. 5) of the collision walls 12c and 22c is, for example, 0.3 mm. P is, for example, 0.5 mm.

  Moreover, it is preferable to set the distance L (refer FIG.1 (b), FIG. 6) between the two heat exchangers 10 and 20 before and behind an air flow to a short distance within 20 mm, and more specifically, distance. The vicinity of L = 5 mm is preferable.

  Next, the effect of this embodiment is demonstrated. FIG. 6A shows an air flow in the refrigerant radiator 10 located on the upstream side of the air flow and an air flow in the radiator 20 located on the downstream side of the air flow according to the present embodiment. In addition, the formation form of the collision walls 12c and 22c and the slit pieces 12d and 22d in the fins 12 and 22 in FIG. 6A is the same as that in FIG.

  In the upstream region of the air flow of the refrigerant radiator 10, the collision wall 12 c has a minute size, so that the inflowing air passes while maintaining a substantially laminar flow state, but the flow by the collision wall 12 c as the air flow goes downstream. The disturbance effect increases gradually. For this reason, in the downstream area of the air flow of the refrigerant radiator 10, the air flow becomes a turbulent state as shown in FIG. 6A, and the air-side heat transfer coefficient can be improved.

  Here, since the distance L between the two heat exchangers 10 and 20 before and after the air flow is set to a short distance within 20 mm, the influence of the turbulent flow state in the air flow downstream region of the refrigerant radiator 10 is A turbulent state of the air flow can also be formed in the upstream region of the radiator 20 by affecting the upstream region of the radiator 20. The part α in FIG. 6A indicates the influence range of the turbulent flow state in the refrigerant radiator 10.

  As described above, in the fins 22 on the radiator 20 side, a turbulent state can be formed in both the upstream region and the downstream region of the air flow, so that the heat dissipation performance on the radiator 20 side can be effectively improved.

  In the present embodiment, the upstream collision walls 12c and 22c and the downstream collision walls 12c and 22c are provided so as to be symmetrical with each other in the air flow direction, so that they are offset in the fin forming process. The bending force acts on the thin fin material.

  Therefore, when the collision walls 12c and 22c are formed, it is possible to prevent the fin material from being biased and deformed in one direction, so that the dimensional variation of the slit pieces 12d and 22d and the collision walls 12c and 22c can be suppressed to be small. it can.

As a result, the shape of the fins 12 and 22 is simplified while the heat transfer efficiency between the air and the fins 12 and 22 is increased by the turbulent flow effect by the collision walls 12c and 22c, and the heat exchange efficiency is enhanced. Productivity can be improved.
(Second Embodiment)
FIG. 6B shows the second embodiment, in which the configuration of the fins 12 of the refrigerant radiator 10 located on the upstream side of the air flow is the same as that of the first embodiment, whereas it is located on the downstream side of the air flow. The structure of the fins 22 of the radiator 20 is the same as that of the prior art shown in FIG.

  That is, the fins 22 of the radiator 20 in the second embodiment do not form the collision wall 22c as in the first embodiment, but are obliquely cut and raised at a predetermined angle as in the prior art shown in FIG. 6C. A louver 22f is formed. This oblique louver 22f is cut and raised between the upstream side and the downstream side of the air flow, and the directions are opposite.

  According to the second embodiment, the fins 22 themselves of the radiator 20 are not provided with turbulent flow forming means. However, the influence of the turbulent flow state in the downstream region of the air flow of the refrigerant radiator 10 is affected by the upstream of the air flow of the radiator 20. Can also affect the area. As a result, a turbulent state of the air flow can also be formed in the upstream region of the radiator 20 as indicated by a part α in FIG.

  Thereby, since the heat transfer rate can be improved by the turbulent flow of the air flow also on the radiator 20 side, the heat dissipation performance on the radiator 20 side can be effectively improved.

  The conventional technology shown in FIG. 6 (c) is a typical product, and is an oblique louver that is cut and raised at a predetermined angle at both the fin 12 of the refrigerant radiator 10 and the fin 22 of the radiator 20. 12f and 22f are formed. In this prior art, since air passes between the louvers 12f and 22f in a laminar flow state, the heat radiation performance cannot be improved by turbulent flow formation by the collision walls 12c and 22c as in the first and second embodiments.

  FIG. 6D is a comparative example of the present invention, in which the collision wall 22c is cut and raised at right angles only on the fins 22 of the leeward radiator 20. FIG. In this comparative example, since the turbulent state of the air flow cannot be formed in the fins 12 of the leeward refrigerant radiator 10, the leeward radiator is utilized by utilizing the turbulent state of the air flow in the leeward refrigerant radiator 10. The heat dissipation performance of 20 cannot be improved.

  Next, the effect by 1st Embodiment is demonstrated concretely based on the experimental result shown in FIG. 7, FIG. As experimental conditions shown in FIGS. 7 and 8, the dimensions of the fins 12 and 22 according to the first embodiment are the same as the above-described dimension examples. That is, the fin plate thickness t = 0.05 mm, the fin pitch Pf = 2.5 mm, the height H of the collision walls 12c and 22c = 0.3 mm, and the pitch P of the L-shaped cross-sectional shape portion = 0.5 mm.

  The inlet air temperature is 25 ° C. (room temperature), the inlet cooling water temperature of the radiator 20 is 80 ° C., the cooling air wind speed is 4 m / s, and the cooling water circulation flow rate to the radiator 20 is 40 L / min. The heat radiation performance (KW) of the radiator 20 according to the first embodiment and the heat radiation performance (KW) of the radiator 20 according to the prior art shown in FIG. FIG. 7 shows the ratio (%) of the heat dissipation performance of the radiator 20 according to the first embodiment when the heat dissipation performance of the radiator 20 according to the prior art is 100%.

  Of course, the core dimensions of the radiator 20 according to the first embodiment and the radiator 20 according to the prior art are set to the same size.

  In the radiator 20 according to the first embodiment, when the distance L is reduced to about 20 mm, the heat dissipation performance can be improved to about 102% as compared with the prior art.

  It was confirmed that when the distance L was reduced to about 5 mm, the heat dissipation performance of the radiator 20 could be improved to about 104% compared to the conventional technology.

  Next, FIG. 8 shows the influence of the ventilation resistance according to the first embodiment. The total ventilation resistance (Pa) of the refrigerant radiator 10 and the radiator 20 according to the first embodiment, and the refrigerant radiator 10 and the radiator according to the prior art. FIG. 8 shows the ratio (%) of the total ventilation resistance according to the first embodiment when the total ventilation resistance (Pa) of 20 is measured and the total ventilation resistance according to the prior art is 100%.

  According to the first embodiment, when the distance L is set to 20 mm or less, turbulent flow is formed in the air flow in the leeward radiator 20 by forming turbulent air flow in the leeward refrigerant radiator 10, so that the ventilation resistance However, since the degree of increase is a slight value compared with the prior art, there is almost no problem in practical use.

  FIG. 7 does not show the heat dissipation performance ratio in the case of the second embodiment, but in the second embodiment, the fins 22 of the radiator 20 are not provided with turbulent flow forming means, so Compared with the prior art, when the distance L is reduced to about 5 mm in the second embodiment, the heat dissipation performance of the radiator 20 is compared with the prior art. It was confirmed that it could be improved to about 102%.

  By the way, according to the experimental study by the present inventor, the dimension range of the fins 12 and 22 having the right-angled collision walls 12c and 22c is as follows: fin plate thickness t = 0.01 to 0.1 mm, collision walls 12c and 22c. Height H = 0.1 to 0.5 mm, and the pitch P of the L-shaped cross-section is about 1.5 to 5 times the height H. From the viewpoint of performance improvement, fin formability, fin strength, etc. To preferred.

(Third embodiment)
In the first embodiment, the collision walls 12c and 22c are formed at right angles from the flat plate portions 12a and 22a of the fins 12 and 22 as turbulent flow forming means in the refrigerant radiator 10 and the radiator 20, and in the second embodiment, the refrigerant heat is radiated. As a turbulent flow forming means in the vessel 10, a collision wall (collision part) 12c is formed perpendicularly from the flat plate portion 12a of the fin 12, but in the third embodiment, the turbulent flow forming means has a V-shaped cross-sectional shape. Are formed on the fins 12 and 22.

  9A and 9B show the configuration of the fins 12 and 22 according to the third embodiment. The flat plate portions 12a and 22a of the fins 12 and 22 have a V-shaped cross-sectional shape in the air flow direction a. A V-shaped collision wall 12g (22g) extending in the orthogonal direction is formed. The V-shaped collision wall 12g (22g) forms a turbulent flow by colliding the air flow and can be cut and raised by a roller molding machine or the like.

  To describe the shape of the V-shaped collision wall 12g (22g) more specifically, the V-shaped collision wall 12g (22g) is formed so that the formation direction of the V-shaped cross-sectional shape is alternately turned upside down in the air flow direction a. Has been.

  Here, the top of the V-shaped cross-sectional shape is located on the flat plate portions 12a and 22a, and the bifurcated tip portion of the V-shaped cross-sectional shape is located on the side away from the flat plate portions 12a and 22a.

  Such V-shaped collision walls 12g (22g) are formed so as to be arranged in a staggered manner across flat plate portions 12a and 22a (in other words, the fin material surface S before being cut and raised).

  According to the third embodiment, the air flow collides with the V-shaped collision wall 12g (22g) to disturb the air flow and form a turbulent flow of the air flow. The transmission rate can be improved.

  Then, a V-shaped collision wall 12g is formed on the fin 12 of the leeward refrigerant radiator 10, and a turbulent flow of air flow is formed in the downstream region of the fin 12, so that the upstream side of the fin 22 of the leeward radiator 20 is formed. Air flow turbulence can be formed in the region. As a result, the heat dissipation performance of the leeward radiator 20 can be effectively improved in the third embodiment as in the first and second embodiments.

  Also in the third embodiment, as shown in FIG. 9B, the upstream and downstream V-shaped collision walls 12g and 22g are formed symmetrically with respect to the virtual plane M in the air flow direction a. . Since the V-shaped cross-sectional shape of the V-shaped collision wall 12g (22g) is alternately turned upside down in the air flow direction a, the bending stress at the time of cutting and raising the fin material is offset to identify the fin. It is possible to avoid the occurrence of residual stress in one direction.

  Accordingly, when the V-shaped collision walls 12g and 22g are formed, it is possible to prevent the fin material from being biased and deformed in one direction, so that the dimensional variation of the V-shaped collision walls 12g and 22g can be reduced.

  In addition, since the individual cross-sectional shapes of the V-shaped collision walls 12g and 22g themselves are symmetrical with a V shape, the number of the V-shaped collision walls 12g and 22g may be an odd number or an even number.

(Other embodiments)
In the above-described embodiment, the vehicle heat exchange device in which the refrigerant radiator 10 and the radiator 20 are arranged in series has been described. However, the present invention is a heat exchange device in which a plurality of heat exchangers are arranged in series in the air flow direction. If it exists, it is applicable not only for vehicles but also for various uses.

(A) is typical sectional drawing which shows the vehicle mounting state of the heat exchange apparatus by 1st Embodiment of this invention, (b) is a partial cross section figure of the core part of the heat exchange apparatus of (a). It is a front view of the heat exchanger by a 1st embodiment. (A) is a fragmentary perspective view of the core part of the heat exchanger by 1st Embodiment of this invention, (b) is AA sectional drawing of (a). It is sectional drawing which shows another form of the collision wall of the fin by 1st Embodiment. It is a fin part expanded sectional view explaining the definition of the pitch dimension P of the cut-and-raised height H and the L-shaped cross-sectional shape part. It is air flow explanatory drawing in the various heat exchange apparatus which has arrange | positioned the refrigerant | coolant heat radiator and the radiator in series. It is a graph of a radiator heat dissipation performance ratio. It is a graph of the total ventilation resistance ratio of a refrigerant radiator and a radiator. (A) is a fragmentary perspective view of the core part of the heat exchanger by 3rd Embodiment of this invention, (b) is BB sectional drawing of (a).

Explanation of symbols

10: Refrigerant radiator (heat exchanger on the upstream side of the air flow),
20 ... Radiator (heat exchanger on the downstream side of the air flow), 11, 21 ... Tube,
12, 22 ... Fins, 12c, 12g, 22c, 22g ... Collision walls (turbulent flow forming means).

Claims (6)

A heat exchange device in which a plurality of heat exchangers (10, 20) are arranged in series in the air flow direction,
The plurality of heat exchangers (10, 20) are provided on the outer surfaces of the tubes (11, 21) through which the fluid flows and the tubes (11, 21), respectively, and flow around the tubes (11, 21). Fins (12, 22) that increase the heat exchange area with
Turbulent flow forming means (12c, 12g) for disturbing the air flow is provided in the fin (12) of the heat exchanger (10) on the upstream side of the air flow among the plurality of heat exchangers (10, 20). Heat exchange device. Of the plurality of heat exchangers (10, 20), the fins (22) of the heat exchanger (20) on the downstream side of the air flow are also provided with turbulent flow forming means (22c, 22g) for disturbing the air flow. The heat exchange device according to claim 1, wherein the heat exchange device is a heat exchanger. The heat exchanger according to claim 1 or 2, wherein a distance (L) between the plurality of heat exchangers (10, 20) is within 20 mm. The fin (12, 22) has a right-angled collision wall (12c, 22c) formed by cutting and raising a part of a flat plate-shaped plate portion (12a, 22a) at a right angle,
A plurality of the right-angled collision walls (12c, 22c) are provided symmetrically in the air flow direction,
The heat exchange device according to any one of claims 1 to 3, wherein the turbulent flow forming means is constituted by the right-angled collision walls (12c, 22c). The fins (12, 22) have V-shaped collision walls (12g, 22g) formed by cutting and raising a part of a flat plate portion (12a, 22a) into a V-shaped cross section,
The V-shaped collision wall (12g, 22g) is provided such that the formation direction of the cross-sectional V shape is alternately reversed in the air flow direction,
The heat exchange device according to any one of claims 1 to 3, wherein the turbulent flow forming means is configured by the V-shaped collision wall (12g, 22g). Of the plurality of heat exchangers (10, 20), the heat exchanger on the upstream side of the air flow is a refrigerant heat radiator (10) for air conditioning of the vehicle, and the heat exchanger on the downstream side of the air flow is a radiator for cooling the vehicle engine (20). The heat exchange apparatus according to any one of claims 1 to 5, wherein

Images