WO2006028253A1 - Échangeur de chaleur - Google Patents

Échangeur de chaleur Download PDF

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Publication number
WO2006028253A1
WO2006028253A1 PCT/JP2005/016864 JP2005016864W WO2006028253A1 WO 2006028253 A1 WO2006028253 A1 WO 2006028253A1 JP 2005016864 W JP2005016864 W JP 2005016864W WO 2006028253 A1 WO2006028253 A1 WO 2006028253A1
Authority
WO
WIPO (PCT)
Prior art keywords
air flow
fin
heat
collision wall
heat exchanger
Prior art date
Application number
PCT/JP2005/016864
Other languages
English (en)
Japanese (ja)
Inventor
Tatsuo Ozaki
Original Assignee
Denso Corporation
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 Denso Corporation filed Critical Denso Corporation
Priority to DE112005002177T priority Critical patent/DE112005002177T5/de
Publication of WO2006028253A1 publication Critical patent/WO2006028253A1/fr
Priority to GB0703282A priority patent/GB2431464A/en
Priority to US11/714,523 priority patent/US20070193730A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00321—Heat exchangers for air-conditioning devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • 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
    • F28D1/00—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators
    • F28D1/02—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid
    • F28D1/04—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid with tubular conduits
    • F28D1/0408—Multi-circuit heat exchangers, e.g. integrating different heat exchange sections in the same unit or heat exchangers for more than two fluids
    • 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
    • F28D1/00—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators
    • F28D1/02—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid
    • F28D1/04—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid with tubular conduits
    • F28D1/0408—Multi-circuit heat exchangers, e.g. integrating different heat exchange sections in the same unit or heat exchangers for more than two fluids
    • F28D1/0426—Multi-circuit heat exchangers, e.g. integrating different heat exchange sections in the same unit or heat exchangers for more than two fluids with units having particular arrangement relative to the large body of fluid, e.g. with interleaved units or with adjacent heat exchange units in common air flow or with units extending at an angle to each other or with units arranged around a central element
    • F28D1/0435—Combination of units extending one behind the other
    • 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
    • F28D1/00—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators
    • F28D1/02—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid
    • F28D1/04—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid with tubular conduits
    • F28D1/053—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid with tubular conduits the conduits being straight
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28F—DETAILS OF HEAT-EXCHANGE AND HEAT-TRANSFER APPARATUS, OF GENERAL APPLICATION
    • F28F1/00—Tubular elements; Assemblies of tubular elements
    • F28F1/10—Tubular elements and assemblies thereof with means for increasing heat-transfer area, e.g. with fins, with projections, with recesses
    • F28F1/12—Tubular elements and assemblies thereof with means for increasing heat-transfer area, e.g. with fins, with projections, with recesses the means being only outside the tubular element
    • F28F1/126—Tubular elements and assemblies thereof with means for increasing heat-transfer area, e.g. with fins, with projections, with recesses the means being only outside the tubular element consisting of zig-zag shaped fins
    • F28F1/128—Fins with openings, e.g. louvered fins
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28F—DETAILS OF HEAT-EXCHANGE AND HEAT-TRANSFER APPARATUS, OF GENERAL APPLICATION
    • F28F1/00—Tubular elements; Assemblies of tubular elements
    • F28F1/10—Tubular elements and assemblies thereof with means for increasing heat-transfer area, e.g. with fins, with projections, with recesses
    • F28F1/12—Tubular elements and assemblies thereof with means for increasing heat-transfer area, e.g. with fins, with projections, with recesses the means being only outside the tubular element
    • F28F1/24—Tubular elements and assemblies thereof with means for increasing heat-transfer area, e.g. with fins, with projections, with recesses the means being only outside the tubular element and extending transversely
    • F28F1/32—Tubular elements and assemblies thereof with means for increasing heat-transfer area, e.g. with fins, with projections, with recesses the means being only outside the tubular element and extending transversely the means having portions engaging further tubular elements
    • F28F1/325—Fins with openings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28F—DETAILS OF HEAT-EXCHANGE AND HEAT-TRANSFER APPARATUS, OF GENERAL APPLICATION
    • F28F13/00—Arrangements for modifying heat-transfer, e.g. increasing, decreasing
    • F28F13/06—Arrangements for modifying heat-transfer, e.g. increasing, decreasing by affecting the pattern of flow of the heat-exchange media
    • F28F13/12—Arrangements for modifying heat-transfer, e.g. increasing, decreasing by affecting the pattern of flow of the heat-exchange media by creating turbulence, e.g. by stirring, by increasing the force of circulation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/08—Air inlets for cooling; Shutters or blinds therefor

Definitions

  • 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, a refrigerant heat radiator for vehicle air conditioning, and a vehicle engine.
  • a slit piece is formed that forms a staggered segment with respect to the air flow, and the upstream side of the air flow of the slit piece is bent about 90 ° to bend the bent portion.
  • Patent Document 1 Japanese Unexamined Patent Publication No. 63-83591
  • a slit piece is formed by cutting and raising a part of a thin plate-shaped fin, and the front end (front edge) side of the cut and raised slit piece is reduced about. Since the bent portion is formed by bending at 90 °, it has the following manufacturing problems.
  • the slit pieces must be regularly arranged with a constant pitch dimension.
  • the fin material tends to gather in the negative direction, it is difficult to reduce the variation in the pitch dimension between the slit pieces. If the variation in pitch dimension between the slit pieces increases, the heat transfer rate decreases, and there is a high possibility that the desired heat exchange capability cannot be obtained.
  • 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.
  • a fin for increasing 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 flat plate portion of the flat plate portion are provided on the fin.
  • a collision wall formed by cutting and raising a part in a rectangular shape is provided, and a plurality of the collision walls are provided symmetrically to each other in the air flow direction.
  • the collision wall 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. Accordingly, when the collision wall is formed, the fin material can be prevented from being biased and deformed in one direction, so that the size variation of the collision wall can be kept small.
  • the heat transfer efficiency between the air and the fin is increased by the turbulent flow effect due to the impingement wall, and the heat exchange efficiency is enhanced, while the fin shape is simplified and the fin productivity can be improved.
  • 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 the heat exchanger located on the upstream side of the air flow.
  • the purpose is to improve the heat transfer performance of the heat exchanger located on the downstream side of the air flow using the turbulent flow forming structure.
  • 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) and the tubes (11, 21), respectively, through which the fluid flows, and the tubes (11, 21). 21) It is equipped with fins (12, 22) that increase the heat exchange area with the air flowing around it.
  • the fin (12) of the heat exchanger (10) on the upstream side of the air flow is provided with turbulent flow forming means (12c, 12g) for disturbing the air flow .
  • the air flow can be disturbed in the fin (12) of the heat exchanger (10) upstream of the air flow to form a turbulent flow, so the heat transfer coefficient of the heat exchanger (10) upstream of the air flow To improve heat exchange performance.
  • the effect 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 formation of turbulent flow is also applied to the heat exchanger (20) on the downstream side of the air flow. Can be improved.
  • the fin (22) of the heat exchanger (20) on the downstream side of the air flow among the plurality of heat exchangers (10, 20). ) Is also provided with turbulence forming means (22c, 22g) to disturb the air flow.
  • the turbulent flow forming action is added to the fin (22) of the heat exchanger (20) on the downstream side of the air flow.
  • the heat exchange performance of the heat exchanger (20) can be further improved.
  • the heat exchange device of the first or second embodiment is within 20 mm.
  • the distance (L) is set to 20 mm or less, so that the effect of turbulent flow formation on the upstream side of the air flow can be reduced to the heat exchanger on the downstream side of the air flow ( 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.
  • the fins (12, 22) are one of the flat plate portions (12a, 22a).
  • 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).
  • the turbulent flow forming means can be specifically constituted by a collision wall formed by cutting and raising at right angles from the fin flat plate portion.
  • the fin (12, 22) is a part of a flat plate portion (12a, 22a).
  • V-shaped collision wall (12g, 22g) formed by cutting up a cross section into a V shape
  • the V-shaped collision wall (12g, 22g) is provided such that the V-shaped cross-section is alternately reversed in the air flow direction, and the turbulent flow is caused by the V-shaped collision wall (12g, 22g).
  • Forming means are configured.
  • 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 a 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 forming the fin material is offset, and a specific fin is specified. Residual stress in the direction can be avoided.
  • the heat exchanger is a refrigerant radiator for vehicle air conditioning (10), and the heat exchanger on the downstream side of the air flow is a vehicle engine cooling raje evening (20).
  • the heat exchange performance (heat radiation performance) of the Raje evening (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.
  • FIG. 1A is a schematic cross-sectional view showing a vehicle mounted state of the heat exchange device according to the first embodiment of the present invention.
  • FIG. 1B is a partial cross-sectional view of the core portion of the heat exchange device of FIG. 1A.
  • FIG. 2 is a front view of the heat exchanger according to the first embodiment.
  • FIG. 3A is a partial perspective view of the core portion of the heat exchanger according to the first embodiment of the present invention.
  • FIG. 3B is a cross-sectional view taken along line AA in FIG. 3A.
  • FIG. 4 is a cross-sectional view showing another embodiment of the fin collision wall according to the first embodiment.
  • FIG. 5 is an enlarged cross-sectional view of the fin portion for explaining the definition of the cut and raised height H and the pitch dimension P of the L-shaped cross-sectional shape portion.
  • FIG. 6 is an explanatory diagram of air flow in various heat exchange devices in which a refrigerant radiator and a Raje evening are arranged in series.
  • Figure 7 is a graph of the ratio of heat radiation performance to Raje overnight.
  • FIG. 8 is a graph of the total ventilation resistance ratio of the refrigerant radiator and Raje overnight.
  • FIG. 9A is a partial perspective view of the core portion of the heat exchanger according to the third embodiment of the present invention.
  • FIG. 9B is a cross-sectional view taken along the line BB in FIG. 9A.
  • FIG. 1 to FIG. 5 and FIG. 6 (a) show a first embodiment of the present invention.
  • This embodiment is a vehicle in which a refrigerant radiator for vehicle air conditioning and a vehicle engine cooling raje overnight are arranged in series.
  • the present invention relates to a heat exchange device.
  • FIG. 1A is a vehicle mounting diagram of a vehicle heat exchange device according to the present embodiment
  • FIG. 1B is a partial cross-sectional view of a core portion of the vehicle heat exchange device.
  • Vehicle empty The conditioning refrigerant radiator 10 and the vehicle engine cooling raje evening 20 are arranged in series with respect to the direction a of the air flow (cooling air).
  • An engine room 31 is formed below the vehicle bonnet 30, and grill openings 32 a and 32 b are formed at the foremost part of the engine room 31. It is open.
  • the refrigerant radiator 10 and the Lager evening 20 are arranged in series at the site immediately after the drill openings 32a and 32b.
  • the refrigerant radiator 10 is arranged on the upstream side of the air flow
  • the Lager evening 20 is arranged on the downstream side (rear side of the vehicle) of the refrigerant radiator 10.
  • a cooling fan 22 comprising an axial fan is disposed on the downstream side of the Raje evening 20 via a shroud 21.
  • the cooling fan 22 is an electric fan that rotationally drives an axial flow fan by an electric motor 22a.
  • An engine (internal combustion engine) 33 for running the vehicle is mounted on the downstream side (rear side of the vehicle) 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 Raje night 20 by a water pump (not shown) for cooling.
  • 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.
  • a refrigeration cycle that uses ordinary chlorofluorocarbon (registered trademark) refrigerant
  • the refrigerant discharge pressure of the compressor is less than the critical pressure of the refrigerant, so that the refrigerant releases heat while condensing in the refrigerant radiator 10.
  • the refrigerant discharge pressure of the compressor exceeds the critical pressure of the refrigerant, so the refrigerant does not condense in the refrigerant radiator 10 and is supercritical. Dissipate heat in the state.
  • the reason for placing Laje Night 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 Raje Night 20. It is. In other words, in the steady operation state of the vehicle engine 33, the temperature of the engine cooling water in the Raje evening 20 becomes higher than the refrigerant temperature in the refrigerant radiator 10, so that both the refrigerant radiator 10 and the Raje evening 20 In order to secure a temperature difference from the air in the air, it is more advantageous to arrange a Lager evening 20 downstream 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. ing.
  • the fin 12 is 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 on both ends of the tube 11 in the longitudinal direction.
  • the header tanks 13 and 14 extend in a direction perpendicular to the longitudinal direction of the tubes 11 and communicate with the refrigerant passages in the tubes 11.
  • Side plates 15 and 16 that form reinforcing members are disposed at both ends of the tube / fin stacking direction (vertical direction in FIG. 2) of the core portion including the tube 11 and the fin 12.
  • the tube 11, the fin 12, the header tanks 13 and 14, and the side plates 15 and 16 are all formed of an aluminum alloy that is a metal having excellent thermal conductivity. Members 11 to 16 are joined together by brazing.
  • the tube 11 of the refrigerant radiator 10 has a flat, multi-layered structure in which a plurality of refrigerant passage holes 11a are formed in parallel by extrusion or drawing. It is a hole tube.
  • the flat shape of the tube 11 is parallel to the air flow direction a.
  • the fin 12 is formed in a wave shape so as to have a flat plate portion 12a and a curved portion 12b curved so as to connect the adjacent flat plate portions 12a as shown in FIG. 3A or 3B.
  • Corrugated fin This wavy
  • the corrugated fin 12 is formed by subjecting a sheet metal material to a roller forming method.
  • the curved portion 12b of the fin 12 is brazed in contact with the flat portion (planar portion) of the tube 11 as shown in FIG. 3A or 3B.
  • a plurality of collision walls 12c having a cut-and-raised shape obtained by cutting and raising a part of the flat plate portion 12a at right angles are formed.
  • cutting up at a right angle specifically means cutting up a part of the flat plate portion 12a at an angle of 90 ° with respect to the plane of the flat plate portion 12a, but cutting up the collision wall 12c.
  • the angle may be an angle around 90 ° with a slight increase or decrease from 90 °.
  • the air flowing on the surface of the flat plate portion 12a collides with the collision wall 12c, that is, the air flowing on the surface of the flat plate portion 12a, thereby disturbing the flow of air flowing on the surface of the flat plate portion 12a, and the heat transfer coefficient between the fin 12 and air. Is increasing.
  • the flat plate portion 12a of the fin 12 the flat plate portion connected to the base 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.
  • the L-shaped cross-sectional shape is formed so as to have a symmetric relationship with respect to a virtual plane M orthogonal to the flat plate portion 12a on the air flow upstream side and the air flow downstream side. .
  • the flat plate portion 12a is divided into two equal parts by the imaginary plane M on the upstream side and the downstream side, the number of the upstream collision walls 12c and the downstream collision wall 12c
  • the air flow downstream of the slit piece 12d is cut at a right angle on the upstream side of the air flow, while the air of the slit piece 12d is cut on the downstream side of the air flow.
  • the upstream side of the flow is cut and raised at a right angle.
  • the basic configuration of the refrigerant radiator 10 for vehicle air conditioning and the vehicle engine cooling radiator 20 can be the same.
  • the reference numerals of the constituent members of the evening 20 are entered in parentheses of the reference numerals of the corresponding members of the refrigerant radiator 10 in FIGS. 2, 3A and 3B, and the specific explanation of the vehicle engine cooling radiator 20 is omitted.
  • the pressure of the engine cooling water circulating through the vehicle engine cooling Raje evening 20 is significantly lower than the refrigerant pressure in the vehicle air conditioning refrigerant radiator 10, so the pressure resistance strength of the tube ⁇ of the Raje evening 20 Does not need to be increased like the tube 11 of the refrigerant radiator 10. Therefore, the tube 21 of the Laje overnight 20 has a simple flat cross-sectional shape that forms only one cooling water passage as shown in FIG. 1B.
  • the fin 22 of the Laje overnight 20 located on the downstream side of the air flow also has an L-shaped cross-sectional shape as shown in FIG. 3A or 3B, similar to the fin 12 of the refrigerant radiator 10.
  • a collision wall 22 c and a slit piece 22 d are formed.
  • the L-shaped cross-sectional shape formed by the slit piece 12d and the collision wall 12c is not limited to the shape shown in FIGS. 3A and 3B, and conversely, as shown in FIG. Collision walls 12c and 22c are formed on the upstream side of the air flow of the slits 12d and 22d in the region upstream of the air flow of the fins 12 and 22, while the slits 12d and 22d are formed on the downstream side of the air flow.
  • the collision walls 12 c and 22 c may be formed on the downstream side of the air flow.
  • the collision walls 12c and 22c in the upstream area of the fins 12 and 22 should be symmetrically formed with the collision walls 12c and 22c in the downstream area of the air flow.
  • the fins 12 and 22 are connected to each other by the curved portions 12b and 22b between the adjacent flat plate portions 12a and 22a as described above.
  • Corrugated fins formed by bending, and the fin pitch Pi of the corrugated fins 12 and 22 is twice the distance between the adjacent flat plate portions 12a and 22a as shown in FIG. this Fin pitch, for example, 2.5 ⁇ .
  • the thickness t (see Fig. 5) of the corrugated fins 12 and 22 is, for example, 0.05 mm
  • the height H (see Fig. 5) of the collision walls 12c and 22 c is, for example, 0.3 mm
  • the pitch of the L-shaped cross-section P is, for example, 0.5 mm.
  • FIG. 6 (a) shows the air flow in the refrigerant radiator 10 located on the upstream side of the air flow and the air flow in the Raje evening 20 located on the downstream side of the air flow according to this embodiment.
  • the formation of the collision walls 12c and 22c and the slit pieces 12d and 22d in the fins 12 and 22 in FIG. 6 (a) is the same as in FIG.
  • the collision wall 12c In the upstream area of the air flow of the refrigerant radiator 10, the collision wall 12c has a very small size, so the inflowing air passes while maintaining almost laminar flow, but as the air flow goes downstream, the collision wall 12c The turbulence of the flow due to the flow increases gradually. For this reason, in the downstream region of the air flow of the refrigerant radiator 10, the air flow becomes a turbulent state as shown in FIG. 6 (a), and the air-side heat transfer rate can be improved.
  • the influence of the turbulent flow state in the region downstream of the air flow of the refrigerant radiator 10 is A turbulent state of airflow can also be formed in the upstream area of Raje Night 20 and also in the upstream area of Raje Night 20.
  • the ⁇ part in Fig. 6 (a) shows the influence range of the turbulent flow state in the refrigerant radiator 10.
  • the fin 22 on the side of the Laje evening 20 can form a turbulent state in both the upstream region and the downstream region of the air flow, so that the heat radiation performance on the Laje evening 20 side can be effectively improved.
  • the upstream collision walls 12c, 22c and the downstream collision walls 12c, 22c are provided so as to be symmetrical with each other in the air flow direction. The bending force in such a direction acts on the thin fin material.
  • the heat transfer efficiency between the air and the fins 12 and 22 is increased by the turbulent flow effect due to the collision walls 12 c and 22 c, and the heat exchange efficiency is improved, and the shapes of the fins 12 and 22 are simplified.
  • the productivity of fins 12 and 22 can be improved.
  • Fig. 6 (b) shows the second embodiment, in which the configuration of the fin 12 of the refrigerant radiator 10 located on the upstream side of the air flow is the same as that of the first embodiment, and is located on the downstream side of the air flow.
  • the configuration of fin 22 of Laje Night 20 is the same as the conventional technology shown in Fig. 6 (c).
  • the fin 22 of the Laje evening 20 in the second embodiment does not form the collision wall 22 c as in the first embodiment, and is slanted at a predetermined angle as in the conventional technique shown in FIG.
  • An oblique louver 22 f cut and raised is formed. This oblique louver 22 f is cut and raised on the upstream and downstream sides of the air flow in opposite directions.
  • the fin 22 of the Raje evening 20 itself does not include the turbulent flow forming means, but the influence of the turbulent flow state in the downstream region of the air flow of the refrigerant radiator 10 is Twenty airflow upstream regions can also be affected.
  • a turbulent state of the air flow can be formed in the upstream region of the Raje evening 20 as shown by a; part of FIG. 6 (b).
  • the heat transfer coefficient can be improved on the side of Raje Night 20 by the formation of turbulent air flow, so that the heat dissipation performance on the side of Raje Night 20 can be effectively improved.
  • the conventional technology shown in Fig. 6 (c) is a typical product that has been commercialized, so that it is cut at an angle at a predetermined angle into both the fin 12 of the refrigerant radiator 10 and the fin 22 of the Rajya evening.
  • the raised louvers 12 f and 22 f are formed.
  • air passes between the louvers 12 f and 22 f in a laminar flow state, so that the heat radiation performance can be improved by forming turbulent flow by the collision walls 12 c and 22 c as in the first and second embodiments. I can't.
  • FIG. 6 (d) is a comparative example of the present invention, in which the collision wall 22c is cut and raised at a right angle only on the fin 22 of the leeward raje evening 20.
  • a turbulent state of the air flow cannot be formed in the fin 12 of the refrigerant radiator 10 on the leeward side, so that the turbulent state of the air flow in the refrigerant radiator 10 on the leeward side is used to The heat dissipation performance of Laje Night 20 cannot be improved.
  • Fig. 8 shows the ventilation resistance according to the first embodiment.
  • the total ventilation resistance (P a) of the refrigerant radiator 10 according to the first embodiment and the Laje evening 20 and the total ventilation resistance (P a) of the refrigerant radiator 10 according to the conventional technology and the Raje evening 20 ( Figure 8 shows the ratio (%) of the total ventilation resistance according to the first embodiment when the total ventilation resistance according to the prior art is 100%.
  • the draft resistance will increase, but the increase will be negligible compared to the prior art, so there will be almost no problem in practical use.
  • FIG. 7 does not show the heat dissipation performance ratio in the case of the second embodiment.
  • the fin 22 of the Lager overnight 20 has no turbulent flow forming means.
  • the rate of improvement of the heat dissipation performance of Lager overnight 20 is smaller than that of the first embodiment, according to the experiment of the present inventor, the distance L is reduced to around 5 mm in the second embodiment as well. of It was confirmed that the heat dissipation performance can be improved to about 102% compared to the conventional technology.
  • the collision walls I2 c and 22 c are formed at right angles from the flat plate portions 12 a and 22 a of the fins 12 and 22,
  • a collision wall (collision portion) 12c is formed at right angles from the flat plate portion 12a of the fin 12 as the turbulent flow forming means in the refrigerant radiator 10.
  • a collision wall having a V-shaped cross section is formed on the fins 12 and 22, that is, FIGS. 9A and 9B show the configuration of the fins 12 and 22 according to the third embodiment.
  • a V-shaped collision wall 12 g (22g) is formed in the flat plate portions 12a and 22a of the ridges 12 and 22 so that the V-shaped cross-sectional shape extends in a direction perpendicular to the air flow direction a.
  • This V-shaped collision wall 12g (22g) forms a turbulent flow by colliding the air flow, and can be formed by cutting it with a roller forming machine.
  • the V-shaped collision wall 12g (22g) is designed so that its V-shaped cross-sectional shape is alternately inverted in the air flow direction a. Is formed.
  • 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).
  • the air flow impinges on the V-shaped collision wall 12g (22g) and disturbs the air flow to form a turbulent air flow.
  • the heat transfer coefficient can be improved.
  • a V-shaped collision wall 12 g is formed in the fin 12 of the refrigerant radiator 10 on the leeward side, and a turbulent flow of the air flow is formed in the downstream region of the fin 12, thereby A turbulent air flow can be formed in the upstream region of fin 22 overnight.
  • the heat radiation performance of the leeward lager overnight 20 can be effectively improved as in the first and second embodiments.
  • FIG. As shown, the upstream and downstream V-shaped collision walls 12 g and 22 g are formed symmetrically with respect to a virtual plane M in the air flow direction a.
  • 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 forming the fin material is offset and It is possible to avoid the occurrence of residual stress in one specific direction.
  • V-shaped collision walls 12g and 22g when forming the V-shaped collision walls 12g and 22g, it is possible to prevent the fin material from being biased and deformed in the negative direction, so that the dimensional variation of the V-shaped collision walls 12g and 22g can be kept small. it can.
  • the number of the V-shaped collision walls 12g and 22g may be an odd number or an even number. Good.
  • the refrigerant radiator 10 and the radiator 20 are arranged in series.
  • the present invention is not limited to a vehicle and may be used for various applications as long as it is a heat exchange device in which a plurality of heat exchangers are arranged in series in the air flow direction. Widely applicable.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Geometry (AREA)
  • Heat-Exchange Devices With Radiators And Conduit Assemblies (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

L’invention a pour but d’améliorer les performances de transmission de chaleur d’un échangeur de chaleur positionné en aval d’une circulation d’air en utilisant un écoulement turbulent d’un échangeur de chaleur positionné en amont de la circulation d’air. Une pluralité d’échangeurs de chaleur (10, 20) sont agencés en série dans un sens d’écoulement d’air. Au moins une ailette (12) de l’échangeur de chaleur (10) en amont de la circulation d’air est installée avec une paroi de déflection (12c) découpée de façon qu’elle se tienne à la verticale d’un moyen produisant l’écoulement turbulent servant à perturber la circulation d’air.
PCT/JP2005/016864 2004-09-08 2005-09-07 Échangeur de chaleur WO2006028253A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DE112005002177T DE112005002177T5 (de) 2004-09-08 2005-09-07 Wärmetauschervorrichtung
GB0703282A GB2431464A (en) 2004-09-08 2007-02-20 Heat exchanger
US11/714,523 US20070193730A1 (en) 2004-09-08 2007-03-06 Heat exchanger device

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2004260740A JP2006078035A (ja) 2004-09-08 2004-09-08 熱交換装置
JP2004-260740 2004-09-08

Related Child Applications (1)

Application Number Title Priority Date Filing Date
US11/714,523 Continuation US20070193730A1 (en) 2004-09-08 2007-03-06 Heat exchanger device

Publications (1)

Publication Number Publication Date
WO2006028253A1 true WO2006028253A1 (fr) 2006-03-16

Family

ID=36036532

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Application Number Title Priority Date Filing Date
PCT/JP2005/016864 WO2006028253A1 (fr) 2004-09-08 2005-09-07 Échangeur de chaleur

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US (1) US20070193730A1 (fr)
JP (1) JP2006078035A (fr)
CN (1) CN101010555A (fr)
DE (1) DE112005002177T5 (fr)
GB (1) GB2431464A (fr)
WO (1) WO2006028253A1 (fr)

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Also Published As

Publication number Publication date
CN101010555A (zh) 2007-08-01
GB0703282D0 (en) 2007-03-28
US20070193730A1 (en) 2007-08-23
DE112005002177T5 (de) 2007-07-05
GB2431464A (en) 2007-04-25
JP2006078035A (ja) 2006-03-23

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