US20160348982A1

US20160348982A1 - Heat exchanger with flexible port elevation and mixing

Info

Publication number: US20160348982A1
Application number: US14/727,082
Authority: US
Inventors: Christopher J. Hauer; Brian Johnson; Leonard A. Jones
Original assignee: GM Global Technology Operations LLC
Current assignee: GM Global Technology Operations LLC
Priority date: 2015-06-01
Filing date: 2015-06-01
Publication date: 2016-12-01
Also published as: CN106197071A; DE102016209194A1

Abstract

A heat exchanger for transferring heat from a fluid to a coolant includes a core, an entry tank, and an exit tank. The core has a first port in fluid communication with a second port. The fluid flows between the first and second ports. The entry end tank forms an entry port and is attached to and in fluid communication with the first port. The exit end tank forms an exit port and is attached to and in fluid communication with the second port. One of the end tanks includes a duct therein attached to and in fluid communication with the respective port and configured to control the flow of the fluid in the end tank. The duct may be configured to allow the port to be positioned at any desired elevation on the end tank and/or to improve dispersion or mixing of the fluid in the end tank.

Description

TECHNICAL FIELD

This disclosure relates to a heat exchanger with flexible port elevation and mixing.

BACKGROUND

A vehicle typically includes a heat exchanger or radiator for removing heat from a fluid that flows through the heat exchanger. The fluid may be an engine coolant, a transmission fluid, a differential fluid, or any other fluid used in the vehicle. The heat exchanger may be a one-pass heat exchanger or any other heat exchanger used in a vehicle. The heat exchanger may use air as a coolant to cool the fluid. The fluid typically flows through the heat exchanger in a direction perpendicular to the direction of travel of the vehicle. The air typically flows across the heat exchanger in a direction parallel to and opposite of the direction of travel of the vehicle.
The heat exchanger typically includes an entry end tank, a core, and an exit end tank. The fluid enters the heat exchanger at an entry port on the entry end tank located at or near the top of the entry end tank. The fluid then flows out of the entry end tank and into and through the core. The fluid then flows out of the core and into the exit end tank. The fluid exits the exit end tank through an exit port located at or near the bottom of the exit end tank. The core may include a plurality of tubes arranged perpendicular to the direction of vehicle travel at a plurality of heights or elevations relative to the ground. The tubes may have fins or other features to promote removal of heat by the air flowing across the heat exchanger.
For efficient function of the heat exchanger, the hot fluid typically enters the heat exchanger through the entry port located at or near the top of the entry end tank and the cooled fluid typically exits the heat exchanger through the exit port located at or near the bottom of the exit end tank. Inefficient mixing or dispersion of the hot fluid entering the entry end tank and/or the cooled fluid exiting the exit tank may reduce heat exchanger efficiency and/or may cause thermal gradients in the heat exchanger.

SUMMARY

A heat exchanger and a vehicle are provided herein. The heat exchanger transfers heat from a fluid to a coolant. The heat exchanger includes a core, an entry end tank, and an exit end tank. The core has a first port in fluid communication with a second port. The fluid flows between the first and second ports. The entry end tank forms an entry port and is attached to and in fluid communication with the first port of the core. The exit end tank forms an exit port and is attached to and in fluid communication with the second port of the core. At least one of the end tanks includes a duct therein attached to and in fluid communication with the respective port and configured to control the flow of the fluid in the end tank. The duct may be configured to allow the port to be positioned at any desired elevation on the end tank. The duct may form an open end within the end tank at an elevation that simulates a standard port elevation for efficient transfer of heat from the fluid to the coolant. The duct may form a plurality of openings at a plurality of elevations for fluid communication between the port and the end tank.
The vehicle includes a fluid and a heat exchanger. The heat exchanger transfers heat from the fluid to air. The heat exchanger includes a core, an entry end tank, and an exit end tank. The core has a first port in fluid communication with a second port. The fluid flows between the first and second ports. The entry end tank forms an entry port and is attached to and in fluid communication with the first port of the core. The exit end tank forms an exit port and is attached to and in fluid communication with the second port of the core. At least one of the entry end tank and the exit end tank includes a duct therein attached to and in fluid communication with the respective port and configured to control the flow of the fluid in the end tank. The duct may be configured to allow the port to be positioned at any desired elevation on the end tank. The duct may form an open end within the end tank at an elevation that simulates a standard port elevation for efficient transfer of heat from the fluid to the air. The duct may form a plurality of openings at a plurality of elevations for fluid communication between the port and the end tank.
The heat exchanger and the vehicle provide flexibility in entry and exit port elevation on the end tanks The heat exchanger and the vehicle also provide improved dispersion or mixing of the hot fluid entering the entry end tank and/or the cooled fluid exiting the exit tank. The heat exchanger and the vehicle may improve heat exchanger efficiency and may reduce thermal gradients in the heat exchanger. This disclosure applies to any heat exchanger in any machine or manufacture for removing heat from any fluid with air or with any other coolant. This disclosure also applies to any heat exchanger that removes heat from air with a coolant.
The above features and advantages and other features and advantages of the present teachings are readily apparent from the following detailed description of the best modes for carrying out the present teachings when taken in connection with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a fragmentary schematic plan view illustration of a vehicle having a heat exchanger including a core, an entry end tank, an exit end tank, and a duct configured to control the flow of the fluid in one of the end tanks

FIG. 2 is a schematic perspective illustration of the heat exchanger of FIG. 1, without the duct.

FIG. 3 is a fragmentary schematic perspective illustration of the heat exchanger of FIG. 2, viewed in the direction of arrow 3 of FIG. 2.

FIG. 4 is a fragmentary schematic perspective illustration of the heat exchanger of FIG. 1, viewed in a direction similar to FIG. 3.

FIG. 5 is a schematic perspective illustration of the inside of the exit end tank of FIG. 4, disassembled from the core.

FIG. 6 is a schematic perspective cross-sectional illustration of the heat exchanger of FIG. 4 taken at line 6-6 of FIG. 4.

FIG. 7 is a schematic perspective illustration of the inside of an entry end tank having a duct configured to control the flow of fluid in the entry end tank, disassembled from the core.

DETAILED DESCRIPTION

Referring to the drawings, wherein like reference numbers refer to like components throughout the views, FIG. 1 shows a vehicle 10 including an engine 12, a heat exchanger or radiator 14, and a fluid 16. The heat exchanger or radiator 14 is for transferring heat from the fluid 16 that flows inside of the heat exchanger 14 to a coolant 18 that flows outside of the heat exchanger 14. The fluid 16 may be an engine cooling fluid, as shown, a transmission fluid (not shown), a differential fluid (not shown), or any other fluid used in the vehicle 10.
The heat exchanger 14 may be a one-pass heat exchanger, as shown, or any other type of heat exchanger, as understood by those skilled in the art. The coolant 18 may be air, as shown, or any other suitable coolant. The vehicle 10 has a direction of travel (arrow T). The coolant or air 18 may flow across the heat exchanger 14 in a direction of coolant flow (arrow C), substantially parallel and opposite to the direction of travel (arrow T) of the vehicle 10. The fluid 16 may flow through the heat exchanger 14 generally in a fluid flow direction (arrow F), substantially perpendicular to the direction of travel (arrow T) of the vehicle 10.
The heat exchanger 14 includes a core 20, an entry end tank 22, and an exit end tank 24. The core 20 is for transferring the heat from the fluid 16 to the coolant 18. The core 20 has a first port 26 for entry of the fluid 16 and a second port 28 for exit of the fluid 16. The first port 26 is in fluid communication with the second port 28. The fluid 16 flows between the first port 26 and second port 28 of the core 20. The core 20 may include a plurality of tubes or passages (not shown) arranged substantially perpendicular to the direction of vehicle travel (arrow T) at a plurality of heights or elevations relative to the ground. The tubes or passages may have fins or other features to promote removal of heat by the coolant or air 18 flowing across the heat exchanger 14.
The entry end tank 22 forms an entry port 30 and is attached to and in fluid communication with the first port 26 of the core 20. An entry hose or tube 32 may be connected to the entry port 30 to supply the flow of hot fluid 16 to the heat exchanger 14 for cooling. The exit end tank 24 forms an exit port 34 and is attached to and in fluid communication with the second port 28 of the core 20. An exit hose or tube 36 may be connected to the exit port 34 to remove the flow of cooled fluid 16 exiting the heat exchanger 14.
At least one of the end tanks 22, 24 includes a duct 38 attached to and in fluid communication with the respective port 30, 34. The duct 38 is configured to control the flow of the fluid 16 in the end tank 22, 24. The duct 38 may be a tube, a canal, a pipe, or a conduit by which the fluid 16 is transferred, conducted, or conveyed within the end tank 22, 24. The duct 38 may be integrated into the end tank 22, 24. The duct 38 may include one or more flow changing elements to control the flow and dispersion of the fluid 16 which enters or exits the end tank 22, 24 through the respective port 30, 34. The one or more flow changing elements may include one of an opening 48, 52 formed in the duct 38, a baffle 58, and a chamber 62, as best seen in FIGS. 4-7 and as described below in reference to FIGS. 4-7. Other flow changing elements may be used as appropriate.
Referring now to FIG. 2, for efficient operation of the heat exchanger 14, the hot fluid 16 typically enters the heat exchanger 14 at a standard high entry port elevation 40 on the entry end tank 22 and the cooled fluid 16 typically exits the heat exchanger 14 at a standard low exit port elevation 42 on the exit end tank 24. The standard port elevations 40, 42 may include a range of elevations, as shown.
The duct 38 may form an open end 48 within the end tank 22, 24 at an elevation that simulates the standard port elevation 40, 42 for efficient transfer of heat from the fluid 16 to the coolant 18. The duct 38 may be configured to simulate an optimal port elevation (not shown) regardless of the port 30, 34 elevation. The optimal port elevation is defined as the port elevation on the end tank 22, 24 that results in the most efficient operation of the heat exchanger 14. The duct 38 may allow the exit port 34 to be positioned at an upper or alternative exit port elevation 46 on the exit end tank 24. The duct 38 may allow the entry port 30 to be positioned at a lower or alternative entry port location 44 on the entry end tank 22. The alternative port elevations 44, 46 may include a range of elevations, as shown.
Referring now to FIGS. 3 and 4, FIG. 3 shows the heat exchanger 14 exit end tank 24 without the duct 38. The heat exchanger 14 has the standard low exit port elevation 42 on the exit end tank 24. The cooled fluid 16 has an internal flow (arrows FF) out of the core 20, through the exit end tank 24, and out of the exit port 34.
In the embodiment shown in FIG. 4, the duct 38 is configured so that the exit port 34 may be positioned at the upper or alternative exit port elevation 46. The duct 38 may form an open end 48. The fluid 16 internal flow (arrows FF) is out of the core 20, into the exit end tank 24, into the duct 38 at the open end 48, through the duct 38, and out of the exit port 34. This duct 38 configuration simulates the standard low exit port elevation 42 by locating the open end 48 of the duct 38 at or near the standard low exit port elevation 42. The exit port 34 may be located at any desired upper or alternative exit port elevation 46 by configuring the duct 38 such that its open end 48 is located at or near the standard low exit port elevation 42.
Referring now to FIGS. 5-7, inefficient mixing or dispersion of the hot fluid 16 entering the entry end tank 22 and/or the cooled fluid 16 exiting the exit tank 24 may reduce heat exchanger 14 efficiency and/or may cause thermal gradients in the heat exchanger 14. The duct 38 may be configured to improve dispersion and/or mixing of the fluid 16 that flows into or out of the end tank 22, 24. The duct 38 may form one or more openings 52 at one or more elevations such that the fluid 16 that flows into the entry tank 22 is dispersed at a plurality of elevations in the entry end tank 22. The duct 38 may form one or more openings 52 at one or more elevations such that the fluid 16 that flows out of the exit end tank 24 is mixed from a plurality of elevations in the exit end tank 24. The duct 38 may form one or more openings 52 at one or more elevations for fluid communication between the port 30, 34 and the end tank 22, 24. The duct 38 may be configured to allow the fluid 16 to flow into or out of the duct 38 at a plurality of elevations in the end tank 22, 24 at one or more of the openings 52 and the open end 48.
Referring now to FIGS. 4-6, in this embodiment, the duct 38 may be a molded plastic tube attached inside the exit end tank 24, as shown. The duct 38 may be a blow molded plastic tube attached inside the exit end tank 24. The duct 38 may be made of other non-metallic and metallic materials and may be made using other molding and forming processes. The duct 38 may include a plurality of selectable opening features 50 for selection of one or more openings 52 at one or more elevations. The selectable opening features 50 may be molded in the duct 38 and may be trimmed so that the duct 38 forms the one or more openings 52. The one or more openings 52 may be round, as shown, or may be any other suitable shape. The one or more openings 52 may be formed by other methods, including but not limited to drilling, punching, molding, cutting, and machining.
The exit end tank 24 and the duct 38 may form a clearance 54 between them. The clearance 54 may allow the fluid 16 to flow within the exit end tank 24 before entering the duct 38 at the one or more openings 52 and/or at the open end 48. The duct 38 configuration shown in FIGS. 4-6 may also be used in an entry end tank 22 to enable the entry port 30 to be located at the lower or alternative entry port elevation 44 and/or to improve dispersion and/or mixing of the hot fluid 16 as it enters the entry end tank 22. In the entry end tank 22, the duct 38 may be oriented such that the open end 48 and/or the one or more openings 52 are located above the entry port 30.
Referring now to FIG. 7, in this embodiment, the duct 38 may be formed by duct features 56 molded or formed in the entry end tank 22 and a baffle 58 attached to the entry end tank 22 at an attachment 60. The attachment 60 may be via a heat stake, as shown, or may be via any other suitable attachment method, including but not limited to welding, mechanical fastening, and adhesive bonding. The duct 38 may form an open end 48. The duct 38 may include a chamber 62 formed by the duct features 56 and the baffle 58. The duct 38 may form one or more openings 52. The one or more openings 52 may be slots formed by the duct features 56 molded into the entry end tank 22, as shown. The one or more openings 52 may be any other suitable shape and may be formed by any other suitable method, including but not limited to drilling, punching, machining, cutting, and molding.
In this embodiment, the fluid 16 internal flow (arrows FF) is from the entry port 30 into the duct 38 and is dispersed into the entry end tank 22 at a plurality of elevations. The duct 38 configuration shown in FIG. 7 may also be used in the exit end tank 24 to enable the exit port 34 to be located at the upper or alternative exit port elevation 46 and/or to improve mixing and/or dispersion of the cooled fluid 16 as it exits the exit end tank 24.
While the best modes for carrying out the many aspects of the present teachings have been described in detail, those familiar with the art to which these teachings relate will recognize various alternative aspects for practicing the present teachings that are within the scope of the appended claims.

Claims

1. A heat exchanger that transfers heat from a fluid to a coolant, comprising:

a core having a first port in fluid communication with a second port wherein the fluid flows between the first and second ports;

an entry end tank that forms an entry port and is attached to and in fluid communication with the first port of the core; and

an exit end tank that forms an exit port and is attached to and in fluid communication with the second port of the core;

wherein one of the end tanks includes a duct therein attached to and in fluid communication with the respective port and configured to control the flow of the fluid in the end tank.

2. The heat exchanger of claim 1, wherein the duct is further configured to allow the respective port to be positioned at any elevation on the end tank.

3. The heat exchanger of claim 1, wherein the duct forms an open end within the end tank at an elevation that simulates a standard port elevation for efficient transfer of heat from the fluid to the coolant.

4. The heat exchanger of claim 3, wherein the duct allows the exit port to be positioned at an upper exit port elevation on the exit end tank.

5. The heat exchanger of claim 3, wherein the duct allows the entry port to be positioned at a lower entry port elevation on the entry end tank.

6. The heat exchanger of claim 1, wherein the duct forms a plurality of openings at a plurality of elevations such that the fluid that flows into the entry tank is dispersed at a plurality of elevations in the entry end tank.

7. The heat exchanger of claim 1, wherein the duct forms a plurality of openings at a plurality of elevations such that the fluid that flows out of the exit end tank is mixed from a plurality of elevations in the exit end tank.

8. The heat exchanger of claim 1, wherein the duct forms a plurality of openings at a plurality of elevations for fluid communication between the port and the end tank.

9. The heat exchanger of claim 1, wherein the duct includes a plurality of selectable opening features for selection of one or more opening elevations for fluid communication between the port and the end tank.

10. The heat exchanger of claim 1, wherein the duct is a blow molded tube attached inside the end tank.

11. The heat exchanger of claim 1, wherein the duct includes a baffle.

12. The heat exchanger of claim 12, wherein the duct forms a chamber.

13. A vehicle, comprising:

a fluid;

a heat exchanger that transfers heat from the fluid to air, including:

wherein one of the entry end tank and the exit end tank includes a duct therein attached to and in fluid communication with the respective port and configured to control the flow of the fluid in the end tank.

14. The vehicle of claim 13, wherein the duct is further configured to allow the port to be positioned at any elevation on the end tank.

15. The vehicle of claim 13, wherein the duct forms an open end within the end tank at an elevation that simulates a standard port elevation for efficient transfer of heat from the fluid to the air.

16. The vehicle of claim 13, wherein the duct forms a plurality of openings at a plurality of elevations for fluid communication between the port and the end tank.

17. The vehicle of claim 13, wherein the duct includes a plurality of selectable opening features for selection of one or more opening elevations for fluid communication between the port and the end tank.

18. A heat exchanger having opposed end tanks, each end tank including a port for respectively receiving or discharging a fluid, the heat exchanger comprising:

a transfer duct installed in one of the end tanks and connected to the port;

wherein the transfer duct includes a flow changing element to control the flow and dispersion of the fluid which enters or exits the end tank through the port.

19. The heat exchanger of claim 18, wherein at least one of the ports is an alternative, rather than a standard, elevation port.

20. The heat exchanger of claim 18, wherein the flow changing element is one of an opening formed in the transfer duct, a baffle, and a chamber.