The invention relates to a charge air cooler, in particular to a water charge air cooler for a motor vehicle.
As commonly known, power produced from naturally aspirated engines depends mostly on its efficiency and displacement. At the sea level, naturally aspirated engine is able to inhale only such amount of air, which is delivered by atmospheric force i.e. 1 bar. Moreover, atmospheric pressure decreases with elevation. However, conventional engines can be easily upgraded in order to increase its performance, thermal efficiency and fuel economy.
To overcome the limitations of an atmospheric pressure, air is pressurized (herein referred to as the “charge air”) by mechanical or electric compressors, known as superchargers or turbochargers. In the forced induction engines, power output becomes a function of how much air is delivered to the cylinders. Most commonly used methods to put these compressors into action recapture energy from gas exhaust manifold through an expansion turbine, which pressurizes air delivered to the engine, or relay part of engine's power to motorize a supercharger, usually by a set of pulleys.
Pressurizing the air leads to substantial increase of its temperature. Consequently, the density of the air decreases with temperature, because hot air is less dense than cold air.
Delivering charge air from turbocharger and/or supercharger without cooling it may significantly rise engine's operating temperature, leading to its poor performance or even malfunction. This scenario may be avoided by using charge air cooling system, which lowers the charge air temperature on the path between the turbocharger and/or supercharger and the engine.
Cooling the charge air allows greater air mass to be delivered to the combustion chamber, thus every cycle leads to higher power output and lower fuel consumption. Moreover, thanks to charge air cooling system, durability of an engine is also improved by reducing temperature in the combustion chamber and in the exhaust system. Regarding emissions, cooled charge air provides lower nitrous oxides emissions and less particulate smoke due to higher air density and a convenient air-fuel ratio.
One of the ways to supply engine with cool charge air is carried out by mounting various types of charge air coolers which solve most of previously mentioned problems. With respect to cooling medium, charge air coolers can be divided into three types: air-cooled charge air coolers (ACAC), water-cooled charge air coolers (WCAC) and an assemblies that use air conditioning refrigerant for charge air cooling.
In WCAC system used in motor vehicle the coolant fluid is principally the same as in the radiator one. Coolant fluid is circulated to cool the air crossing the charge air cooler. WCAC that uses coolant fluid to cool the charge air can be mounted in different locations of the vehicle only if location provides WCAC efficiency. Arrangement of the coolant circulation routes is crucial for proper functionality of the whole WCAC system. Typical location of ACAC is in the front of the vehicle, usually between front bumper and engine radiator, due to increased demand for air flow coming from vents usually located in the front section of the front bumper. Advantageously, WCAC can be integrated with the air intake manifold or it can be located anywhere within the engine bay as a standalone assembly. In some cases the setup of inlet and outlet of coolant fluid causes problems with respect to limited space in the engine bay. Opposite location of WCACs coolant inlet and outlet requires additional space provided for smooth circulation of coolant, without causing excessive pressure losses. It would be desirable to provide a charge air cooler that has minimal coolant flow losses and requires a little place in the engine bay.
The object of the invention is a charge air cooler comprising: a first heat exchange section comprising a first inlet manifold and a first outlet manifold connected fluidically by a plurality of stacked first coolant conduits; a second heat exchange section comprising a second inlet manifold and a second outlet manifold connected fluidically by a plurality of stacked second coolant conduits; a coolant inlet connected fluidically with the first inlet manifold and the second inlet manifold; a coolant outlet connected fluidically with the first outlet manifold and the second outlet manifold; wherein the first coolant conduits and the second coolant conduits are distanced within their stacks so that heat exchange between the coolant and the air is enabled, and are both situated between the manifolds of the first heat exchange section and the manifolds of the second heat exchange section.
Preferably, the first coolant conduits and the second coolant conduits are carried out in form of plate assemblies.
Preferably, the plate assembly comprises two plates with shaped channels, wherein the plates face each other back sides so that their shaped channels form together the first coolant conduits and the second coolant conduits, the first and second coolant conduits being separated from each other.
Preferably, the first coolant conduits and the second coolant conduits are fluidically connected by an exchange channels paved between the first and the second coolant conduits.
Preferably, the manifolds are formed by connecting protrusions protruding from the plates.
Preferably, the charge air cooler further comprises a distribution assembly configured to fluidically connect the coolant inlet and the coolant outlet with respective inlet manifolds and outlet manifolds.
Preferably, the distribution assembly is stacked onto a flat plate.
Preferably, the distribution assembly is stacked onto a terminal plate assembly.
Preferably, the distribution assembly comprises a shaped plate with shaped channels for guiding the coolant.
Preferably, the charge air cooler further comprises a first distribution assembly configured to fluidically connect the coolant inlet with respective inlet manifolds and a second distribution assembly configured to fluidically connect the coolant outlet with respective outlet manifolds wherein the first distribution assembly is arranged on the first side of the coolant conduit stacks, and the second distribution assembly is arranged on the second side of the coolant conduit stacks, opposite the first side.
Preferably, at least one of the inlet and the outlet is situated between the inlet and outlet manifolds.
Preferably, both the inlet and the outlet are situated between the inlet and outlet manifolds.
Preferably, at least the inlet or the outlet is situated in the middle between the inlet and outlet manifolds.
Preferably, both the inlet and the outlet are situated in the middle between the inlet and outlet manifolds.
In various embodiments of presented invention, conduits are situated between the manifolds of the first heat exchange section and the manifolds of the second heat exchange section. Owning to the fact that the first coolant conduits and the second coolant conduits are distanced within their stacks, heat exchange between the coolant and the air is improved.
According to an embodiment of circulation conduits, the channels can be in form of the tubular pipes meandering perpendicularly to manifolds, or they can be carried out of the two unitary plate assemblies. Circulation conduits are arranged in a parallel plane to air flow entering the charge air cooler, providing an efficient heat exchange between coolant and air, concurrently without leading to unwanted air pressure drop.
Examples of the invention will be apparent from and described in detail with reference to the accompanying drawings, in which:
Embodiments of the invention comprise a water charge air cooler 1 with two separate coolant circulation paths further called sections. Providing more than one path of circulation for the coolant increases efficiency of water charge air cooler, as the heat exchange is facilitated. Moreover, distribution of fluid (coolant) presented in embodiments significantly decreases pressure loses (referred to as the “pressure drop”) measured on the outlet of the charge air cooler.
The inlet manifolds 11 and 21 are configured to supply coolant to the first conduits 13 and second conduits 23, whereas the outlet manifolds 12, 22 are configured to collect coolant from first conduits 13 and second conduits 23. The advantage of this solution is a possibility of maintaining water charge air cooler 1 operation even if one of the cooling path gets blocked or clogged up. It reduces a possibility of engine malfunction or overly reduced performance, due to hot air entering the air intake manifold.
The first coolant conduits 13 and the second coolant conduits 23 are connected both mechanically and fluidically with the distribution assembly 40, enabling circulation of the coolant throughout the full volume of the charge air cooler 1.
Preferable positioning of coolant inlet 31 and coolant outlet 32 is between manifolds, for example in the middle of plate assemblies 50. Other positions can also be selected, depending on demanded coolant inlet 31 and coolant outlet 32 configuration and position of charge air cooler 1 in the engine bay. What follows from both examples is a flexibility in terms of placement of coolant inlet and outlet. One should take into consideration a fact that presented structure of water charge air cooler 1 allows proper functionality and heat exchange regardless of coolant circulation direction.
Possible embodiments of water charge air cooler with specific distribution assembly 40 gives a lot of flexibility with respect to production process. Further, manifolds are located at the sides of the charge air cooler 1 core, thereby allowing the air flow substantially through the whole volume of charge air cooler 1.
It is also envisaged that the charge air cooler comprises a second distribution assembly 40 instead of the closing plate 57. In such example, the first distribution assembly 40 comprises the inlet for the coolant, and the second distribution assembly 40 comprises the outlet for the coolant, with guiding channels for the coolant in the distribution removed for the missing components. Consequently, the air flow is enabled between the distribution assemblies and between the manifolds at the same time. Such design would increase flexibility in terms of inlet/outlet placement.
Other variations to the disclosed embodiments can be understood and effected by those skilled in the art in practicing the claimed invention, from a study of drawings, the disclosure, and the appended claims. The mere fact that certain measures are recited in mutually different dependent claims does not indicate that a combination of these measures cannot be used to the advantage.
Number | Date | Country | Kind |
---|---|---|---|
18461646.4 | Dec 2018 | EP | regional |
Filing Document | Filing Date | Country | Kind |
---|---|---|---|
PCT/EP2019/085297 | 12/16/2019 | WO | 00 |