US20100319887A1 - Heat-exchanging device and motor vehicle - Google Patents

Heat-exchanging device and motor vehicle Download PDF

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Publication number
US20100319887A1
US20100319887A1 US12/813,818 US81381810A US2010319887A1 US 20100319887 A1 US20100319887 A1 US 20100319887A1 US 81381810 A US81381810 A US 81381810A US 2010319887 A1 US2010319887 A1 US 2010319887A1
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United States
Prior art keywords
flow
exhaust gas
coolant
channels
another
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Abandoned
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US12/813,818
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English (en)
Inventor
Johannes DIEM
Eberhard Pantow
Ulrich Maucher
Peter Geskes
Martin Kaemmerer
Klaus Irmler
Jens Holdenried
Michael Schmidt
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Mahle Behr GmbH and Co KG
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Behr GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Behr GmbH and Co KG filed Critical Behr GmbH and Co KG
Assigned to BEHR GMBH & CO. KG reassignment BEHR GMBH & CO. KG ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: HOLDENRIED, JENS, SCHMIDT, MICHAEL, DIEM, JOHANNES, GESKES, PETER, IRMLER, KLAUS, MAUCHER, ULRICH, PANTOW, EBERHARD, KAEMMERER, MARTIN
Publication of US20100319887A1 publication Critical patent/US20100319887A1/en
Abandoned legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
    • F28D9/00—Heat-exchange apparatus having stationary plate-like or laminated conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall
    • F28D9/0031—Heat-exchange apparatus having stationary plate-like or laminated conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall the conduits for one heat-exchange medium being formed by paired plates touching each other
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28F—DETAILS OF HEAT-EXCHANGE AND HEAT-TRANSFER APPARATUS, OF GENERAL APPLICATION
    • F28F3/00—Plate-like or laminated elements; Assemblies of plate-like or laminated elements
    • F28F3/02—Elements or assemblies thereof with means for increasing heat-transfer area, e.g. with fins, with recesses, with corrugations
    • F28F3/06—Elements or assemblies thereof with means for increasing heat-transfer area, e.g. with fins, with recesses, with corrugations the means being attachable to the element
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
    • F01N2240/02—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being a heat exchanger
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting from exhaust energy
    • F01N5/02—Exhaust or silencing apparatus combined or associated with devices profiting from exhaust energy the devices using heat
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
    • F28D21/00—Heat-exchange apparatus not covered by any of the groups F28D1/00 - F28D20/00
    • F28D2021/0019—Other heat exchangers for particular applications; Heat exchange systems not otherwise provided for
    • F28D2021/0068—Other heat exchangers for particular applications; Heat exchange systems not otherwise provided for for refrigerant cycles
    • F28D2021/0071—Evaporators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
    • F28D21/00—Heat-exchange apparatus not covered by any of the groups F28D1/00 - F28D20/00
    • F28D2021/0019—Other heat exchangers for particular applications; Heat exchange systems not otherwise provided for
    • F28D2021/008—Other heat exchangers for particular applications; Heat exchange systems not otherwise provided for for vehicles
    • F28D2021/0085—Evaporators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
    • F28D21/00—Heat-exchange apparatus not covered by any of the groups F28D1/00 - F28D20/00
    • F28D21/0001—Recuperative heat exchangers
    • F28D21/0003—Recuperative heat exchangers the heat being recuperated from exhaust gases

Definitions

  • the invention relates to a device for exchanging heat and to a motor vehicle with a device of this type.
  • Thermal energy recovery from exhaust gases of an internal combustion engine is gaining steadily in importance in the automotive sector as well.
  • thermal energy recovery by means of an exhaust gas evaporator continues to be the main focus in order to hereby achieve an increase in efficiency with respect to the operation of an internal combustion engine.
  • heat is removed from the exhaust gas and supplied to a coolant or cooling agent, which is typically evaporated in so doing.
  • the thermal energy removed from the exhaust gas can be used for a downstream Clausius-Rankine process.
  • DE 601 23 987 T2 which corresponds to U.S. Pat. No. 6,845,618. deals with this topic, in which a Rankine cycle system is described in relation to an internal combustion engine, in which a high-temperature and high-pressure vapor can be generated with use of an evaporator by means of the thermal energy from an exhaust gas of the internal combustion engine.
  • the present exhaust gas evaporator is designed with a so-called sandwich design, in which exhaust gas layers and coolant layers are arranged alternately directly side-by-side, the exhaust gas layers can come extensively into contact with the coolant layers, so that the thermal energy transfer from the exhaust gases to the coolant can occur especially rapidly and effectively.
  • a first flow space has a first flow path for the first medium with flow path sections which can be flown through one after the other in opposite directions.
  • the flow path sections can be separated from one another by a partition wall arranged between the at least two plates of the least one plate pair.
  • two flow path sections can be flown through directly one after another and can be connected to one another via a deflection section.
  • the deflection section can be formed by a recess, for example, by an opening in the partition wall.
  • the deflection section can be formed by a gap remaining between the partition wall and a lateral boundary of the first flow space, for example, a plate pair.
  • Two or more than two partition walls can be formed together as a single piece.
  • the two or more partition walls can be formed by an auxiliary plate arranged between the at least two plates of the at least one plate pair and formed especially as a corrugated sheet.
  • At least one flow path section can have one, two, or more than two flow channels which can be flown through parallel to one another. At least two of the flow channels of the at least one flow path section can be connected to one another via the deflection section.
  • the flow channels can be closed at their front ends by a boundary of the first flow space or by one or both plates of the plate pair.
  • a first deflection section can be arranged with respect to a second flow channel at a first partition wall of a first flow channel at a first front end of the first flow channel and a second deflection section can be arranged with respect to a third flow channel, different from the second flow channel at a second partition wall of the first flow channel at a second front end, lying opposite to the first front end of the first flow channel.
  • the flow channels together with the deflection channels can form a single serpentine-like meandering flow path through the first flow space.
  • the first and the second flow space can be flown through in different main flow directions.
  • the second flow space can have a larger flow cross section than a flow path section of the flow path in the first flow space, particularly a larger flow cross section than the first flow space.
  • This type of embodiment is designed particularly for operation with a liquid, optionally evaporating first medium and a gaseous second medium.
  • the device of the invention can be used in a motor vehicle with a combustion engine and an exhaust gas line and is used for exchanging heat between a coolant, particularly of a cooling circuit of the combustion engine, and the exhaust gas or between a cooling agent of a cooling circuit of an air conditioning system and the exhaust gas, whereby the coolant or the cooling agent is evaporated particularly in the device.
  • the exhaust gas in this case can be the second medium.
  • the first flow channels are arranged essentially vertical, for example, essentially perpendicular to a base of the motor vehicle.
  • exhaust gas system can be understood here to be any component through which exhaust gases of an internal combustion engine are conducted after leaving the internal combustion engine.
  • exhaust gas system thus also comprises components of an exhaust gas recirculation system.
  • the exhaust gas evaporator described herein may be integrated into an exhaust gas recirculation system of this type.
  • coolant can describe any vaporizable working medium by means of which thermal energy can be taken up in a sufficient amount and transported.
  • Water in particular, which can also be present as water vapor, is especially highly suitable for this purpose.
  • the exhaust gas layers and the coolant layers can abut directly with their respective broadsides or the exhaust gas layers and the coolant layers are arranged separated from one another only by a highly heat-conducting partitioning device.
  • Each coolant layer can be enclosed on both sides by an exhaust gas layer in each case, so that the coolant layers are always warmed or heated from two sides.
  • an embodiment provides that the exhaust gas evaporator on the exhaust gas side can have an exhaust gas guiding device and/or on the evaporator side a coolant guiding device, which are separated spatially from one another.
  • the coolants hereby can be conducted along and in the coolant layer, when several coolant channels, running parallel to one another, such as flow channels, are arranged in each coolant layer.
  • several coolant channels, running parallel to one another, such as flow channels, are arranged in each coolant layer.
  • especially long, narrow coolant channels can be provided advantageously, in which the coolant can heat up rapidly.
  • exhaust gas channels running parallel to one another
  • these exhaust gas channels can run linearly through the exhaust gas evaporator with respect to their front ends from an exhaust gas evaporator inlet side to an exhaust gas evaporator outlet side.
  • the exhaust gas channels are opened in each case at their front ends, so that the exhaust gases can flow into the exhaust gas channels via openings in the front ends and flow out again.
  • a plurality of exhaust gas channels are arranged side-by-side in the exhaust gas layer, so that several exhaust gas channels are arranged between a first side region and a second side region.
  • the exhaust gas evaporator in this case can be constructed especially simply, when the coolant channels on the evaporator side are arranged with a similar or even identical orientation as the exhaust gas channels on the exhaust gas side.
  • the coolant can take up thermal energy from the exhaust gases especially effectively, it is advantageous when the coolant can stay for a sufficiently long time in the exhaust gas evaporator.
  • this can be realized, for example, in that the coolant passes through the exhaust gas evaporator with a lower flow velocity.
  • the exhaust gas evaporator can be made longer.
  • An embodiment provides that the coolant in the exhaust gas evaporator in a coolant layer can cover an especially long stretch through the exhaust gas evaporator.
  • Such a long stretch in a coolant layer can be realized in an especially simple structural manner when the coolant channels are spatially connected to one another. By means of the spatial connection, the coolant can flow from one coolant channel to another coolant channel and thereby stay for an especially long time in the exhaust gas evaporator.
  • the coolant channels can be closed at their front ends.
  • openings at the front ends, for example, of two coolant channels directly next to one another and/or corresponding to one another must be connected to one another by suitable tubing.
  • suitable connecting openings between two coolant channels can be provided in a common partition wall.
  • an embodiment also provides that a first connecting opening to a second coolant channel can be arranged on a first partition wall of a first coolant channel at the first front end of the first coolant channel and a second connecting opening to another coolant channel is arranged on a second partition wall of the first coolant channel at a second front end of the first coolant channel.
  • all coolant channels of a coolant layer can be combined into a meandering coolant stretch.
  • such connecting openings can be provided on each partition wall. Cooling channels can also be connected in parallel, in that the connecting openings are provided in a suitable manner on the partition walls and/or at the front ends.
  • the exhaust gas evaporator has a coolant stretch and an exhaust gas stretch, whereby the coolant stretch is arranged with a different orientation in the exhaust gas evaporator than the exhaust gas stretch.
  • the exhaust gases and the coolant can flow through the exhaust gas evaporator, for example, in a crossflow. It is clear that the exhaust gases and the coolant could also flow in a counterflow to one another in suitably selected channels.
  • an object of the invention is also achieved by a method for operating an internal combustion engine of a motor vehicle, in which exhaust gases of the internal combustion engine are conducted by means of an exhaust gas unit into the environment and thermal energy is removed from the exhaust gases beforehand by means of vaporizable coolants, and in which the exhaust gases within an exhaust gas evaporator are conducted in a first main flow direction and the coolant in a main flow direction opposite to the first main flow direction through the exhaust gas evaporator, whereby the coolant is conducted through the exhaust gas evaporator in sections transverse to the main flow directions.
  • the exhaust gases and the coolant in this case are moved not only in counterflow to one another through the exhaust gas evaporator, but also in crossflow, as a result of which the coolant in particular remains for an especially long time in the exhaust gas evaporator and in so doing, can become warmed or heated especially well.
  • both the exhaust gas channels and the coolant channels can be arranged differently in the exhaust gas evaporator.
  • the coolant channels are arranged oriented essentially vertical within the exhaust gas evaporator, particularly essentially vertical to a roadway surface.
  • the connecting openings which can be arranged very close to the front end walls, it can be avoided, moreover, that collection pools for still not evaporated water arise on the bottom side of a coolant layer. In this way, the risk of a decline in performance of the exhaust gas evaporator, based on such water collection sites, are avoided.
  • coolant is ideally available in all coolant channels of the exhaust gas evaporator, so that uniform evaporation of the coolant in the coolant layers can be assured.
  • a noncritical inclination angle of the exhaust gas evaporator to be set accordingly that still avoids the situation in which, for instance, an edge coolant channel and/or an edge coolant layer is critically flooded with water, but an opposite edge coolant channel and/or an opposite edge coolant layer is not, can be reduced as a precaution by more than 5°, ideally by about 10°, so that unfavorable inclined positions, for example, based on an inclined mounting of an internal combustion engine, an exhaust gas unit in a motor vehicle, and/or an unfavorable inclined position of the motor vehicle per se, can be prevented.
  • the supplementary term “edge” can include coolant channels and/or coolant layers which are arranged outward on the exhaust gas evaporator compared with the other coolant channels or coolant layers.
  • the previously mentioned inclination angle can be measured from a vertical plane.
  • the channels of the exhaust gas evaporator can be made and designed variously.
  • the coolant channels can be made as tube bundles or with a plate design with separating webs.
  • the exhaust gas evaporator is especially simple to manufacture in terms of construction, if coolant channels of a coolant layer are formed by a corrugated sheet folded multiple times in a plane.
  • This type of corrugated sheet can form the channels described herein, for example, in conjunction with separating webs arranged parallel to the present layers, whereby the exhaust gas channels can also be realized especially simply by means of separating webs arranged on this type of corrugated sheet.
  • smooth channel walls can be provided in another embodiment.
  • the dimensions of the cooling channels can be shaped almost without limitation by variously selected dimensioning of the channel side walls or the channel bottom walls.
  • a change in the channel width can entail a pressure loss and/or a change in the thermal energy transfer surface area.
  • the width of the channels as well can affect the number of channels in an exhaust gas evaporator and/or the total distance of a coolant stretch of a coolant layer.
  • the exhaust gas guiding device and the coolant guiding device can also be formed variously in terms of construction.
  • the thermal energy can pass into the coolant especially well from the hot exhaust gases, if the exhaust gas guiding device is formed in an exhaust gas layer in the parallel flow and the coolant guiding device in a coolant layer in the serpentine flow. Because the flow in the exhaust gas guiding device is parallel, the exhaust gases can pass the exhaust gas evaporator, for example, with a higher velocity and noncritical back pressure, whereas the coolant because of the serpentine flow can stay for a sufficiently long time in the exhaust gas evaporator, so that it can take up the thermal energy especially effectively.
  • the efficiency in this case can proceed in two optimization directions.
  • the largest possible surface area is to be available for thermal energy transfer.
  • the pressure loss that the working medium greatly reduces its density with the change of the physical state, particularly from liquid to gaseous, and this can multiply the flow velocity. A specific optimum must be found therefore between pressure loss and heat output.
  • the strength is another important topic, because the working medium, particularly a coolant, usually should be operated at working pressures above ambient pressure, in order to achieve a sufficiently good effectiveness in association with the exhaust gas evaporator. Therefore, the selected geometries of the employed components must also be able to easily absorb the compressive forces possibly arising because of the occurring working pressures. Thermal stresses, possibly caused by the temperature differences between the two working media, therefore the exhaust gases, on the one hand, and the coolant, on the other, must also be able to be absorbed.
  • the selected sheet thickness of a corrugated sheet also has a direct effect on the strength, particularly when individual sheet regions of the exhaust gas evaporator are used as tie rods. Further, the sheet thickness may have an effect on the thermal conductivity.
  • Another possibility of increasing efficiency is to provide turbulence-generating structures in the channels. This can be easily assured by the previously described structure of the present exhaust gas evaporator, particularly in view of a corrugated sheet folded multiply in a plane.
  • the exhaust gas evaporator described here can be used advantageously in almost all motor vehicles, particularly also in commercial vehicles.
  • FIG. 1 shows schematically a view of a motor vehicle with an internal combustion engine and an exhaust gas unit with an exhaust gas evaporator;
  • FIG. 2 schematically shows a perspective view of the exhaust gas evaporator of FIG. 1 ;
  • FIG. 3 schematically shows a partially cutaway view of the exhaust gas evaporator of FIGS. 1 and 2 ;
  • FIG. 4 schematically shows a perspective view of a corrugated sheet of the exhaust gas evaporator in FIGS. 1 to 3 for realizing a first coolant layer
  • FIG. 5 shows a perspective view of an alternative corrugated sheet.
  • the motor vehicle 1 shown in FIG. 1 comprises an internal combustion engine 2 with a downstream exhaust gas unit 3 , in which in this exemplary embodiment an exhaust gas evaporator 5 , a catalyst 6 , a central silencer 7 , and a rear silencer 8 are arranged in an exhaust gas line 4 .
  • Vehicle 1 stands with four wheels 9 (identified here only by way of example) on a road base 10 , which lies in the plane of the paper according to the illustration in FIG. 1 .
  • Exhaust gas evaporator 5 is shown in detail schematically in FIGS. 2 to 4 , whereby particularly in FIG. 2 the sandwich design 11 of exhaust gas evaporator 5 can be clearly seen with its many exhaust gas layers 12 (identified here only by way of example) and with its many coolant layers 13 (also identified here only by way of example). Exhaust gas layers 12 are hereby formed somewhat thicker with respect to their thickness 14 than the narrower coolant layers 13 , so that exhaust gases can pass through exhaust gas layers 12 more rapidly.
  • the sandwich design 11 selected here, the two outer layers are exhaust gas layers 12 , so that it is assured that all coolant layers 13 are surrounded on both sides by exhaust gas layers 12 . As a result, the coolant in coolant layers 13 can be heated especially rapidly.
  • Both coolant layers 13 and exhaust gas layers 12 are arranged in a vertical orientation 15 in exhaust gas evaporator 5 , whereby the bottom side 16 of exhaust gas evaporator 5 faces the road base 10 .
  • a coolant layer 13 follows an exhaust gas layer 12 .
  • the coolant which in this exemplary embodiment is water or in the heated state water vapor 17 (see FIG. 3 ), reaches a coolant channel 19 via an inlet opening 18 (see FIG. 4 ) according to a main flow direction 20 .
  • the coolant meanders in coolant layers 13 through exhaust gas evaporator 5 and hereby takes up more and more thermal energy from the exhaust gases, which flow essentially linearly through exhaust gas layers 12 according to the main flow direction 21 .
  • coolant flows along a coolant stretch 22 meandering through coolant layer 13 , it reaches in each case other coolant channels 25 (identified here only by way of example) of coolant layers 13 via connecting openings 23 (identified here only by way of example) through individual partition walls 24 (identified here only by way of example) and thus snakes along the main flow direction 20 .
  • All coolant channels 19 and 25 are essentially parallel to one another and arranged essentially in the vertical orientation 15 in the respective coolant layer 13 .
  • cooling channels 19 and/or 25 are flown through either in a first side flow direction 26 or in a second side flow direction 27 , which run transverse to the two main flow directions 20 and 21 .
  • a coolant guiding device 28 can include a corrugated sheet 29 with a flat fin geometry 30 .
  • the coolant guiding device 28 is provided especially simply in terms of construction. It is understood that depending on how the flat fin geometry 30 is selected with respect to a fin width 31 and/or a fin height 32 , the total length of the coolant stretch 22 and the number the coolant channels 19 , 25 can be varied. In this case, the fin height 32 determines in particular the coolant channel height and the fin width 31 the coolant channel width, both of which are not explicitly illustrated, because they result essentially from the fin height 32 or the fin width 31 .
  • Coolant channels 19 , 25 are closed at their front ends 33 , 33 A (not shown here, but identified by way of example), so that the coolant can flow only via connecting openings 23 from a coolant channel 19 into the other coolant channels 25 , until the coolant again leaves coolant layer 13 via an outlet opening 34 of the coolant guiding device 28 .
  • connecting openings 23 a deflection of the coolant is achieved along the coolant stretch 22 within coolant layer 13 .
  • a first connecting opening 23 A to a second coolant channel 19 B is arranged at a first partition wall 24 A of a first coolant channel 19 A at the first front end 33 of the first coolant channel 19 A and a second connecting opening 23 B to another coolant channel 19 C is arranged at a second partition wall 24 B of the first coolant channel 19 A at a second front end 33 A of the first coolant channel 19 A.
  • An exhaust gas guiding device is not shown in the present case, because it essentially has structurally linearly formed exhaust gas channels, whose front ends are not closed, so that the exhaust gases can flow over them into the exhaust gas channels and also flow out again of the exhaust gas channels.
  • the exhaust gas guiding device can also be made of a corrugated sheet, but without the previously described connecting openings 23 . Because several exhaust gas channels are connected parallel to the exhaust gas guiding device, the exhaust gas guiding device in this exemplary embodiment is designed as multiflow.
  • coolant channels 19 , 25 are connected in series to coolant guiding device 28 , because the coolant flows sequentially through all coolant channels 19 , 25 .
  • coolant guiding device 28 is constructed as single-flow in this exemplary embodiment.
  • a partition base (not shown here) is arranged between the exhaust gas guiding device and coolant guiding device 28 , to separate spatially in this way the specific exhaust gas layers 12 and coolant layer 13 , particularly the exhaust gas channels and the coolant channels 19 , 25 , from one another.
  • exhaust gas evaporator 5 gains a very high strength in an especially advantageous manner in connection with the sandwich design 11 .
  • exhaust gas evaporator 5 represents only a first exemplary embodiment, but is not to be understood as limiting with respect to the invention.
  • FIG. 5 shows an additional plate made as a corrugated sheet 41 , which is used in a device, not shown further, for the exchange of heat according to the present invention.
  • Corrugated sheet 41 has partition walls 42 , 42 a , which are formed as a single piece with one another and separate flow channels 43 , 44 , 45 , 46 , 47 , 48 , 49 , 50 from each other.
  • flow channels 43 and 45 form a first flow path section
  • flow channels 44 and 46 a second flow path section
  • flow channels 47 and 49 a third flow path section
  • flow channels 48 and 50 a fourth flow path section.
  • the first and third flow path sections in this case are flown through, for example, toward the viewer, whereas the second and the fourth flow path section are flown through away from the viewer.
  • the first flow path section 43 , 45 in this case is connected with the second flow path section 44 , 46 via a deflection section formed by a recess 51 .
  • the second flow path section 44 , 46 is connected with the third flow path section 47 , 49 via a deflection section, which is not shown.
  • the third flow path section 47 , 49 is connected in turn with the fourth flow path section 48 , 50 via a deflection section formed by a recess 52 .
  • Gaps forming the deflection sections result, due to recesses 51 , 52 , between partition walls 42 and a side wall of the first flow space in which corrugated sheet 51 is arranged, said side wall which is not shown and closes the flow channels on its front end facing the viewer.
  • Partition walls 42 a are connected to the side wall, so that the flow path sections are flown through in the mentioned sequence and alternately in the opposite flow directions.
  • a single serpentine-like meandering flow path through the first flow space which is formed by the series connection of the flow path sections, forms for the first medium.
  • an exhaust gas unit with an exhaust gas evaporator which is mounted downstream of an internal combustion engine of a motor vehicle, whereby the exhaust gas evaporator has a sandwich design, in which exhaust gas layers and coolant layers are arranged alternately directly side-by-side, whereby the exhaust gas evaporator preferably has an exhaust gas guiding device on the exhaust gas side and a coolant guiding device on the evaporator side, which are separated spatially from one another, whereby preferably in each of the coolant layers several coolant channels running parallel to one another are arranged, which are connected particularly spatially one below the other, whereby the coolant channels are preferably closed at their front ends.
  • a first connecting opening to a second coolant channel is arranged on a first partition wall of a first coolant channel at a first front end of the first coolant channel and a second connecting opening to another coolant channel is arranged on a second partition wall of the first coolant channel at a second front end of the first coolant channel, whereby the coolant channels preferably together form a single meandering coolant stretch through the exhaust gas evaporator and/or are arranged essentially oriented vertically within the exhaust gas evaporator, particularly essentially vertical to a road surface, whereby the exhaust gas evaporator preferably has a coolant stretch and an exhaust gas stretch, whereby the coolant stretch is arranged with a different orientation in the exhaust gas evaporator than the exhaust gas stretch.
  • coolant channels of a coolant layer are formed by means of a corrugated sheet, folded multiply in the coolant layer, and/or the exhaust gas guiding device is formed as multiflow and the coolant guiding device as single-flow.
  • the object of the invention is achieved in particular also by a method for operating an internal combustion engine of a motor vehicle, in which exhaust gases of the internal combustion engine are conducted by means of an exhaust gas unit into the environment and thermal energy is removed from the exhaust gases beforehand by means of vaporizable coolants, whereby the exhaust gases within an exhaust gas evaporator are conducted in a first main flow direction and the coolants in a main flow direction opposite to the first main flow direction through the exhaust gas evaporator, whereby the coolants are conducted through the exhaust gas evaporator transverse to the main flow directions in sections.
US12/813,818 2007-12-13 2010-06-11 Heat-exchanging device and motor vehicle Abandoned US20100319887A1 (en)

Applications Claiming Priority (3)

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DEDE102007060523.6 2007-12-13
DE102007060523A DE102007060523A1 (de) 2007-12-13 2007-12-13 Abgasanlage mit einem Abgasverdampfer, Verfahren zum Betreiben einer Brennkraftmaschine eines Kraftfahrzeuges
PCT/EP2008/010662 WO2009089885A1 (de) 2007-12-13 2008-12-15 Vorrichtung zum austausch von wärme und kraftfahrzeug

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US (1) US20100319887A1 (de)
EP (1) EP2232186A1 (de)
JP (1) JP2011511238A (de)
DE (1) DE102007060523A1 (de)
WO (1) WO2009089885A1 (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20100282452A1 (en) * 2009-03-12 2010-11-11 Behr Gmbh & Co. Kg Device for the exchange of heat and motor vehicle
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US8826663B2 (en) 2010-10-06 2014-09-09 Behr Gmbh & Co. Kg Heat exchanger

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