CN110239308B - Air conditioning system for a motor vehicle with a heat pump and method for operating such a heat pump - Google Patents

Air conditioning system for a motor vehicle with a heat pump and method for operating such a heat pump Download PDF

Info

Publication number
CN110239308B
CN110239308B CN201910176308.4A CN201910176308A CN110239308B CN 110239308 B CN110239308 B CN 110239308B CN 201910176308 A CN201910176308 A CN 201910176308A CN 110239308 B CN110239308 B CN 110239308B
Authority
CN
China
Prior art keywords
heat
battery
heat exchanger
coolant
heat pump
Prior art date
Legal status (The legal status 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 status listed.)
Active
Application number
CN201910176308.4A
Other languages
Chinese (zh)
Other versions
CN110239308A (en
Inventor
J-C.阿尔布雷希特
C.瓦克斯姆特
B.沙尔
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Volkswagen AG
Original Assignee
Volkswagen AG
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 Volkswagen AG filed Critical Volkswagen AG
Publication of CN110239308A publication Critical patent/CN110239308A/en
Application granted granted Critical
Publication of CN110239308B publication Critical patent/CN110239308B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

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
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
    • 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
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H1/00899—Controlling the flow of liquid in a heat pump system
    • B60H1/00921—Controlling the flow of liquid in a heat pump system where the flow direction of the refrigerant does not change and there is an extra subcondenser, e.g. in an air duct
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B30/00—Heat pumps
    • F25B30/02—Heat pumps of the compression type
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/63—Control systems
    • H01M10/633—Control systems characterised by algorithms, flow charts, software details or the like
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/66—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
    • H01M10/663—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells the system being an air-conditioner or an engine
    • 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
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H2001/00307—Component temperature regulation using a liquid flow
    • 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
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H2001/00949—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices comprising additional heating/cooling sources, e.g. second evaporator
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries

Landscapes

  • Engineering & Computer Science (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

The invention relates to an air conditioning system of a motor vehicle with a heat pump, wherein the heat pump has a battery heat exchanger (6) which is thermally coupled to a battery of the motor vehicle, wherein the battery heat exchanger (6) acts as a liquefier or a gas cooler for supplying heat to the battery in an operating mode of the heat pump. The invention further relates to a method for operating such an air-conditioning device (1, 1 '').

Description

Air conditioning system for a motor vehicle with a heat pump and method for operating such a heat pump
Technical Field
The invention relates to an air conditioning system (Klimatisfungsvorrcichteng) for a motor vehicle, in particular a hybrid vehicle or an electric vehicle, comprising a heat pump (W ä rmepume) which heats a battery, in particular a traction battery of the motor vehicle. The invention further relates to a method for operating a heat pump of such an air conditioning system.
Background
In the field of automobile development, the focus is now on efficient electrification of the drive train (sometimes also referred to as the drivetrain) of a motor vehicle. Electrification in particular requires the use of high-voltage batteries (HV-batteries).
In order to optimally make full use of the power of the battery and to protect the battery from aging effects and damage, the temperature of the battery should be maintained in a temperature range between 15 ℃ and 30 ℃. Thus, the high-voltage battery is typically cooled during operation in order to avoid overheating. Heating the battery may also be necessary in a cold environment.
For this reason, water cooling of high-voltage batteries is often used in combination with heaters, for example so-called PTC-heaters (PTC-positive temperature coefficients), in the water circuit. Document DE 10 2015 103 032 A1 thus discloses, for example, a system for thermal management of a motor vehicle, which has a series of cooling or coolant circuits. One of the coolant loops is used to cool the vehicle battery and additionally integrates a battery heating device, for example a 12V electrical heating device, for heating the coolant before flowing through the battery. Document DE 10 2013 114 307 A1 also describes a similar heating and cooling system.
In the case of using a heater, the entire water circuit (wasser) must be heated in addition to the battery, which reduces the efficiency of the heating method. Furthermore, the installation of the heater results in additional installation space requirements and overweight in the vehicle.
Alternatively, heating of the battery may be performed by an electrical heating element (e.g., heated pads, wires, and the like) incorporated therein. The electrical heating element within the battery in turn causes additional costs in the overall very cost-sensitive components of the high-voltage battery.
All of this heating method is often powered by the high voltage battery itself. The energy required for this is then no longer available for the driving function and the vehicle mileage is reduced as a result.
Disclosure of Invention
The object of the present invention is to provide an air conditioning system and a method for operating a heat pump of an air conditioning system, which at least partially overcome the above-mentioned disadvantages.
This object is achieved by an air conditioning device and a method for operating a heat pump described below.
According to a first aspect, the invention relates to an air conditioning system of a motor vehicle with a heat pump, wherein the heat pump has a battery heat transmitter, which is thermally coupled to a battery of the motor vehicle, wherein the battery heat transmitter in an operating mode of the heat pump acts as a liquefier or a gas cooler for giving heat to the battery.
According to a second aspect, the invention relates to a heat pump for operating an air-conditioning device of a motor vehicle, wherein a conditioning unit (stellorgani) of the heat pump is so adapted that a battery-heat exchanger of the heat pump, which is thermally coupled to a battery of the motor vehicle, acts as a liquefier or gas cooler in a first operating mode for giving heat to the battery and as an evaporator in a second operating mode for receiving heat from the battery.
Further advantageous embodiments of the invention emerge from the following description of a preferred embodiment of the invention.
The present invention relates to an air conditioning device for a motor vehicle (for example, a hybrid vehicle or an electric vehicle each having an electric drive machine). The air conditioning device comprises a heat pump, which is configured in particular as a coolant circuit. The coolant circulation is preferably flown through by a coolant, such as 2, 3-tetrafluoropropene (R1234 yf), carbon dioxide (R744) or other coolant. The heat pump has a battery-heat exchanger, which is thermally coupled to a battery of the motor vehicle. The battery may be a high-voltage battery of the motor vehicle, for example a traction battery of the motor vehicle, for supplying the electric drive machine of the motor vehicle.
The battery heat exchanger acts as a liquefier (condenser) or gas cooler in the operating mode of the heat pump, in particular at least in the first operating mode of the heat pump, for giving heat to the battery, in particular as a coolant liquefier. The battery thus forms a radiator of the heat pump at least in the first mode of operation.
The battery can thus be heated via a heat pump in the motor vehicle. The battery heat exchanger is preferably integrated directly into the coolant circuit and is not accommodated in the associated cooling circuit. Because heat pumps can generally operate with COP (coefficient of performance) > 1, such heating functions can be more efficient than pure heating according to the prior art.
In some embodiments the battery-heat exchanger may function as an evaporator for receiving heat from the battery in a further operating mode of the heat pump, in particular at least in a second operating mode of the heat pump, in particular as a coolant evaporator. Depending on the requirements, the battery can thus be heated or cooled via the same coolant circuit, depending in particular on the external temperature and the load at the battery, wherein additional heating elements for heating the battery can be dispensed with.
In some embodiments, the heat pump may have a regulating unit, for example a shut-off valve, which is arranged such that the coolant flows through the battery heat exchanger in a first position of the regulating unit such that the battery heat exchanger acts as a liquefier or a gas cooler, and the coolant flows through the battery heat exchanger in a second position of the regulating unit such that the battery heat exchanger acts as an evaporator. Preferably, the regulating unit is in its first position at least in a first operating mode of the heat pump and in its second position at least in a second operating mode of the heat pump, wherein an adjustment of the regulating unit between the first and second operating modes results in a flow reversal (Str in mulgsumkehr).
For example, the shut-off valve can be arranged in the flow direction upstream of the compressor and the node of the heat pump, via which compressor an external heat exchanger, for example a condenser, is connected for receiving heat from the surroundings. In the first position of the shut-off valve, in which the shut-off valve is closed, the heated coolant can flow directly through the battery heat exchanger for heating of the battery and then through the external heat exchanger after flowing through the open first flow branch for giving heat to the internal heat exchanger at the interior space of the motor vehicle (vehicle interior space). In the first position of the shut-off valve, the second flow branch (via which the heated coolant can likewise flow into the battery heat exchanger) can be closed. In the second position of the shut-off valve, in which the shut-off valve is open, the coolant can flow for cooling of the battery after flowing through the internal heat exchanger for giving heat to the vehicle interior, via the second flow branch which is open at this time, through the battery heat exchanger and the coolant heated by the battery heat exchanger then flows directly to the compressor through the open shut-off valve. In the second position of the shut-off valve, the first flow branch is preferably closed. By adjusting the shut-off valve and the first valve in the first flow branch and the second valve in the second flow branch, a reversal of the flow direction through the battery heat exchanger (i.e. preferably in the battery or in the battery cooler) can thus occur, so that in the first position of the shut-off valve a further heat supply takes place in the battery, in both cases first after the internal heat exchanger has been flowed through.
In some embodiments the heat pump may furthermore have a compressor and an internal heat exchanger for giving heat directly or indirectly to the interior space of the motor vehicle. The heat pump may preferably be a heat pump, in particular integrated in a motor vehicle, for cabin heating in the first place and may additionally be used for heating a battery, in particular a high-voltage battery. The compressor may have an electric motor, which is preferably supplied with electric energy via an on-board network, for example a 12V-on-board network or a 400V-on-board network. The internal-heat exchanger may be a water-coolant-heat exchanger for transferring heat to a coolant loop coupled to the coolant loop, a coolant-air-heat exchanger (which gives heat directly from the coolant to the air circulating the internal-heat exchanger), or other internal-heat exchanger. The internal heat exchanger may be arranged downstream of the compressor and upstream of the battery heat exchanger in the flow direction in the coolant circuit. The coolant thus heated may first flow through an internal heat exchanger that receives a portion of the heat and cools the coolant somewhat, and then through the battery heat exchanger at a lower temperature.
In some embodiments, the heat pump may be configured such that the coolant gives up heat in the internal-heat exchanger so long until the temperature of the coolant reaches the boiling temperature of the coolant, and the coolant flows through the battery-heat exchanger immediately below the boiling temperature. Thus generating a two-part heat. Since the coolant can be superheated by compression by means of the compressor, that is to say can have a temperature above the boiling temperature, the coolant can give off heat in the internal heat exchanger so long as the temperature reaches the boiling temperature. The coolant then flows through the cell heat exchanger at the boiling temperature. Overheating of the battery can thus be prevented and the battery can be heated uniformly, since the boiling temperature is maintained for a certain time during the heat giving.
In some embodiments the heat pump may have a controllable pressure relief unit arranged between the internal-heat exchanger and the battery-heat exchanger, wherein the controllable pressure relief unit is configured to reduce the pressure in the region of the battery-heat exchanger. The pressure relief unit may be a valve, preferably a valve with a variable cross-sectional opening. The valve may be configured to reduce the pressure in the coolant loop, which results in a reduction in the boiling temperature of the coolant. This makes it possible on the one hand to achieve heating at lower temperatures and also to achieve evaporation of the coolant at lower temperatures.
The controllable pressure reduction unit may be configured to reduce the pressure in the region of the battery-heat exchanger such that the boiling temperature of the coolant lies in the range between 0 ℃ and 30 ℃, preferably in the range 20 ℃ to 30 ℃. It is thus possible to produce a two-stage heat supply, in which the internal heat exchanger gas gives heat to the cells cooled and possibly condensed at a high pressure level, in particular at a condensation temperature in the range of 40 ℃ to 80 ℃, for example at a condensation temperature of 60 ℃, and the cell heat exchanger gives heat to the cells immediately after throttling at a low pressure, in the case of a condensation temperature in the range of 20 ℃ to 30 ℃, for example at a condensation temperature of 25 ℃.
In some embodiments the heat pump may alternatively be configured such that coolant flows from the internal heat exchanger to the battery heat exchanger without being actively throttled. Preferably, no pressure reduction unit and thus no active throttling device (drosseung) is provided between the internal heat exchanger and the battery heat exchanger in this case. The pressure levels in the region of the internal heat exchanger and the battery heat exchanger can thus be substantially the same and vary only due to the pressure loss in the lines. For example, the pressure difference between the region of the internal heat exchanger and the region of the battery heat exchanger may be less than 15bar. The pressure differential may be less than 2bar when the coolant is R1234yf, and less than 10bar when the coolant is R744. An equal amount of heat can thus be produced in two stages to a certain extent, with the internal heat exchanger gas giving the heat in a cooling and partially condensing manner at a recognizable temperature difference and the battery heat exchanger giving the heat immediately condensing to the battery without a significant temperature difference. Uniform heating of the battery can thus also be achieved without a throttle device.
In some embodiments, the heat pump may furthermore have an interior space-air-coolant-heat exchanger, which is arranged in the coolant circuit of the heat pump in such a way that it runs through the coolant in parallel to the battery-heat exchanger, giving heat, at least in the first operating mode of the heat pump. The coolant flow through the heat pump can thus be used not only for effectively heating the interior of the motor vehicle but also for heating the battery.
The heat pump may also dispense with an internal heat exchanger and an internal space air coolant heat exchanger. In this case the battery-heat exchanger can be connected directly after the compressor into the coolant circuit and produce a single-stage heat output to the battery without simultaneous heating of the cabin. However, the heating of the vehicle interior space may not be effected in the same coolant circuit and, furthermore, the heating temperature and the uniformity of the heating may be effected only with difficulty.
In some embodiments the battery-heat transfer may be a phase change structure (phassenwechselstraktur) arranged in and/or at the battery or a heat exchanger for taking heat into a cooling circuit of the flow-through battery, such as a battery-cooler (battery-cooler). In the case of coolant-evaporating cooling for batteries, an evaporator structure is often introduced into the interior of the battery, in which direct evaporation of the coolant of the vehicle air conditioning system is achieved during the cooling operation. In this way, the cooling effect on the battery can be shown without an additional liquid-cooling circuit. The coolant evaporator can then be used directly also for heating the battery during the heat pump operation of the air conditioning system. Alternatively, the heat can also be brought via a separate heat exchanger (cooler) into the water circuit, which flows through the battery. Preferably, a water circuit is used here, which is always maintained for battery cooling.
The heat pump may have a further regulating unit and a further controllable pressure reducing unit. The regulating unit and the controllable pressure-reducing unit of the heat pump can be actuated by means of an electric actuator supplied with electric energy via the on-board network of the motor vehicle.
In summary, the current air conditioning system achieves a very efficient heating of the battery by means of a heat pump function with COP > 1, a division of the heating power over the cabin and the battery (thus taking into account the interior space comfort) and an adjustable temperature level for the battery by means of a two-stage operation of the heat pump, i.e. an optimal operating condition for the battery can be adjusted (temperature and temperature uniformity).
The invention further relates to a heat pump, for example a method for operating a heat pump, of an air conditioning system of a motor vehicle, as described in detail above. According to the method, the regulating unit of the heat pump is adjusted in such a way that a battery-heat transmitter of the heat pump, which is thermally coupled to a battery of the motor vehicle, acts as a liquefier or gas cooler for giving heat to the battery in a first operating mode and as an evaporator for receiving heat from the battery in a second operating mode.
In some embodiments the pressure in the region of the battery-heat exchanger in the first operating mode may be reduced such that the boiling temperature of the coolant lies in the range between 0 ℃ and 30 ℃, preferably in the range 20 ℃ to 30 ℃. For this purpose, a controllable pressure reduction unit arranged between the internal heat exchanger and the battery heat exchanger can be adjusted accordingly. Two-stage heat output can thus be achieved, wherein the internal heat exchanger gas outputs heat with cooling and possibly condensation at a high pressure level, in particular at a condensation temperature in the range of 40 ℃ to 80 ℃, for example at a condensation temperature of 60 ℃, and the battery heat exchanger outputs heat immediately after throttling at a low pressure at a condensation temperature in the range of 20 ℃ to 30 ℃, for example at a condensation temperature of 25 ℃ uniformly.
The relation between the coolant entry point into the battery-heat exchanger, i.e. into the battery or the battery-cooler, in particular between pressure, moisture content and temperature, can be given by the heat at the internal-heat exchanger and the opening cross section of the controllable pressure-reducing unit. In an ideal case, this point should be located at the dew point line (Taulinie) (condensation curve) in an enthalpy-pressure diagram, for example in a logarithmic enthalpy-pressure diagram, in such a way that as much heat as possible can enter the battery at the temperature level of the battery-heat exchanger through a phase change of the coolant without the coolant undergoing a temperature change.
The heat pump may also operate in an additional mode of operation, in which the battery-heat exchanger acts as an evaporator for receiving heat from the battery or is not in use.
Drawings
Embodiments of the present invention are now described, by way of example only, with reference to the accompanying drawings. Wherein:
fig. 1 schematically shows a first embodiment of an air conditioning device of a motor vehicle;
FIG. 2 shows a first relationship between enthalpy and pressure during a flow cycle of a coolant;
FIG. 3 shows a second relationship between enthalpy and pressure during a flow cycle of a coolant;
fig. 4 schematically shows a second embodiment of an air conditioning device of a motor vehicle; and is also provided with
Fig. 5 schematically shows a second embodiment of an air conditioning device of a motor vehicle.
REFERENCE SIGNS LIST
1, 1'' air conditioner
2. Coolant circuit
3. Compression device
4. Internal space liquefier
4' Water-Coolant-Heat transfer device
5a,5b,5c,5d relief valve
6. Battery-heat transfer device
7a,7b,7c,7d,7e shut-off valve
8. External evaporator
8' external-heat transfer device
9. Air flow
10,13,14,15,18,19 node
11,12,17 coolant circuit branches
16. Internal space heat transfer device
20. Internal heat transfer device
21. Collector (Sammler)
22. Coolant circuit
23. Electric heating element
24. Heating-heat transfer device
25. And (3) a pump.
Detailed Description
Fig. 1 shows a first exemplary embodiment of an air-conditioning system 1 of a motor vehicle. The air conditioning device 1 comprises a coolant circuit 2, which constitutes a heat pump. The coolant circuit 2 includes a compressor 3, an internal space-liquefier 4, first and second pressure reducing valves 5a and 5b, a battery-heat transmitter 6, first, second, and third shut-off valves 7a,7b, and 7c, and an external-evaporator 8.
The compressor 3 compresses a heated coolant such as 2, 3-tetrafluoropropene (R1234 yf) or carbon dioxide (R744), which flows from the external space-evaporator 8 or from the battery-heat exchanger 6 to the compressor 3. An interior-liquefier 4, which is arranged downstream of the compressor 3 in the flow direction and extracts heat from the heated and compressed coolant and gives off to an air flow 9 flowing in the direction of the passenger cabin of the motor vehicle and heats the passenger cabin. The first pressure reducing valve 5a is arranged after the inner space-liquefier 4 in the flow direction and is used for pressure reduction of the coolant. The boiling temperature of the coolant is also reduced by the reduction of the pressure.
At a first node 10 located after the first pressure reducing valve 5a in the flow direction, the cooling cycle is divided into a first branch 11 and a second branch 12. A first shut-off valve 7a, a second node 13 and a second shut-off valve 7b are arranged in the first branch 11. The first branch 11 opens into a third node 14, where the first branch 11 merges with the second branch 12. In the second branch 12, a third shut-off valve 7c, a fourth node 15, a second pressure-reducing valve 5b and an external evaporator 8 are arranged. The battery-heat transmitter 6 is arranged between the second node 13 and the fourth node 15, so that coolant can flow from the second node 13 or the fourth node 15 to the battery-heat transmitter 6.
In the first operating mode of the air-conditioning device 1, the first shut-off valve 7a is open and the second shut-off valve 7b and the third shut-off valve 7c are closed. The coolant thus flows from the interior space liquefier 4 through the first pressure reducing valve 5a and along the first branch 11 through the first shut-off valve 7a into the battery heat exchanger 6, which withdraws additional heat from the coolant throttled in the first pressure reducing valve 5a and thus heats the battery of the motor vehicle. The battery heat exchanger 6 thus acts in the first operating mode as a liquefier and thus as a further heat sink (W ä rmesenke, sometimes also referred to as a heat sink) of the air conditioning device.
The coolant which enters superheating in the interior space-liquefier 4 is cooled by heat in the interior space-liquefier 4 to approximately the boiling temperature, here approximately 60 ℃, given the pressure in the interior space-liquefier 4. The pressure is reduced in the first pressure reducing valve 5a and the boiling temperature of the coolant is reduced to about 25 deg.c. In the case of this temperature the battery heats up equally.
The coolant then flows via the fourth node 15 through the second pressure reducing valve 5b, which reduces the pressure further, to the outside-evaporator 8. The external-evaporator 8 receives heat from the ambient air in order to heat the coolant in case of a low pressure in which the boiling temperature is reduced.
Fig. 2 shows, by way of example, a first relationship between enthalpy H and pressure during a flow cycle of coolant through a coolant circuit, wherein the pressure axis is scaled logarithmically. In this case, the enthalpy rises in the compressor 3 with increasing pressure, as indicated in a. Immediately after the first pressure p in the inner space-liquefier 4 1 The enthalpy given in the case of constant pressure (Enthalpieababe) is generated as indicated in B. In the first pressure reducing valve 5a, the pressure drops, while the enthalpy is not changed here, as indicated in C. Then in a cell heat exchanger 6 operating as a liquefier at a pressure less than the first pressure p 1 Is a second pressure p of 2 The enthalpy that results in the case of a constant pressure is given as indicated in D. Immediately after the pressure in the second pressure-reducing valve 5b drops below the second pressure p 2 Third pressure p of (2) 3 As indicated above in E. An enthalpy increase occurs in the external evaporator 8 in the case of a third pressure, as indicated in F.
Two-stage heat generation is thus provided, wherein the gas is provided with heat at a high pressure level in the interior space liquefier 4 and then the battery is heated at a low pressure level, with cooling and possibly condensation. It is thereby possible to heat the battery reliably and uniformly at a suitable temperature.
Alternatively, the first pressure relief valve may be fully opened or omitted. In this case, the coolant flows through the first shut-off valve 7a and the second node 13 into the battery heat exchanger 6 without throttling. The battery-heat transmitter 6 in turn acts as a liquefier, which gives heat to the battery and forms a further heat sink for the air-conditioning device 1.
The coolant which enters the interior space-liquefier 4 overheated is cooled by the heat given in the interior space-liquefier 4, wherein a temperature difference between the coolant flowing into the interior space-liquefier 4 and the coolant flowing out of the interior space-liquefier 4 is generated. The coolant with reduced temperature then flows through the battery heat exchanger 6, the temperature remaining substantially constant. In the case of this temperature, the battery is then heated uniformly. The further flow direction of the coolant corresponds to the direction described above through the second pressure-reducing valve 5b and the external evaporator 8.
Fig. 3 shows, by way of example, a second relationship between enthalpy and pressure during a flow cycle of coolant through the coolant circuit, wherein the pressure axis is scaled logarithmically. In this case, the enthalpy rises in the compressor 3 with increasing pressure, as indicated in a'. Immediately after the first pressure p in the inner space-liquefier 4 1 The enthalpy that results in the case of a constant pressure is given, as indicated in B'. A further enthalpy output is then produced in the case of the first pressure in the battery heat exchanger 6 operating as a liquefier, as indicated in C'. Immediately after the pressure in the second pressure-reducing valve 5b drops below the first pressure p 1 Is a second pressure p of 2 As indicated above in D'. An enthalpy increase (Enthalpizunahme) occurs in the external evaporator 8 at the second pressure, as indicated in E'.
Two-stage heat generation is thus produced, wherein the gas gives off heat into the interior space (with temperature differences) in a cooled and partially condensed manner and then gives off heat into the battery in a condensed manner (without significant temperature differences).
In the second operating mode of the air-conditioning device 1, the first shut-off valve 7a is closed and the second shut-off valve 7b and the third shut-off valve 7c are opened. The coolant flows via the second branch 12 via the fourth node 15 to the battery-heat exchanger 6, which extracts heat from the battery and cools the battery. The battery heat exchanger 6 thus acts as an evaporator in the second operating mode and forms a cold sink (K ä evaporator, sometimes also referred to as a condenser tube) of the air-conditioning system 1.
Fig. 4 shows a second exemplary embodiment of an air-conditioning device 1' of a motor vehicle. The air conditioning device 1' is based on the principle of the air conditioning device 1 of the first embodiment. In addition, the air-conditioning device 1' comprises an interior heat exchanger 16, which is arranged in the second branch 12 upstream of the fourth node 15 and forms an air conditioner (Klimager ä t) together with the interior liquefier 4 (shown as a dashed box). Instead of the external evaporator 6, an external heat exchanger 6' is provided, which can act not only as an evaporator but also as a liquefier. Furthermore, a third pressure relief valve 5c is provided in the second branch 12 before the fourth node 15 and a fourth pressure relief valve 5d is provided between the fourth node and the battery-heat exchanger 6'.
The air-conditioning system 1 'furthermore comprises a third branch 17 which branches off at a fifth node 18 between the interior space liquefier 4 and the first pressure-reducing valve 5a and opens into the second branch 12 at a sixth node 19 between the external heat exchanger 8' and the fifth shut-off valve 7 e. A fourth shut-off valve 7d is located in the branch.
The second branch 12 runs after the second pressure-reducing valve 5b through an internal heat exchanger 19 arranged between the third node 14 and the compressor 3 and is guided immediately in the external heat exchanger 8'. A fifth shut-off valve 7e is arranged between the sixth node 19 and the third node 14 and a collector 21 is furthermore arranged between the third node 14 and the internal heat exchanger 20.
In the first operating mode, the first shut-off valve 7a and the fifth shut-off valve 7e are open, while the second shut-off valve 7b and the fourth shut-off valve 7d are closed. As in the first embodiment, the coolant flows through the inner space-liquefier 4, through the battery-heat exchanger 6, and then through the outer-heat exchanger 6'. As described in detail in view of the first embodiment, heat of two parts is also generated in the second embodiment, so that the battery can be uniformly heated at an appropriate temperature.
In the second operating mode, the first shut-off valve 7a, the fourth shut-off valve 7d and the fifth shut-off valve 7e and the second pressure-reducing valve 5b are closed and the second shut-off valve 7b is opened. The coolant flows through the interior space liquefier 4 and the interior space heat exchanger 16 and is throttled in the fourth pressure reducing valve 5d. The throttled coolant reaches the battery-heat exchanger 6 and receives heat from the battery in the battery-heat exchanger in order to cool the battery. The cooled coolant further flows through the second shut-off valve 7b, the collector 21 and the internal heat exchanger 20 to the compressor 3.
In the third operating mode, the first shut-off valve 7a, the second shut-off valve 7b and the fourth shut-off valve 7d are closed and the fifth shut-off valve 7e is open. In this operating mode, the coolant flows through the inner space liquefier 4 and the inner space heat exchanger 16, throttled in the second pressure reducing valve 5b and flows through the outer heat exchanger 8' under heat reception (W ä rmeaufnahme, sometimes also referred to as heat absorption). In this operating mode, the battery heat exchanger 6 is not flowed through by the coolant and the battery is accordingly neither cooled nor heated.
In the fourth operating mode, the first shut-off valve 7a, the second shut-off valve 7b and the fourth shut-off valve 7d are open and the fifth shut-off valve 7e and the first pressure-reducing valve 5a are closed. The coolant flows through the inner space-liquefier 4, the third branch 17 and to the external-heat exchanger 8', which extracts heat from the coolant and gives it to the environment. The cooled coolant is throttled by the second pressure reducing valve 5b and is led in parallel through the interior space heat exchanger 16 or the battery heat exchanger 6. In this operating mode, the battery heat exchanger 6 serves as an evaporator for cooling the battery. In parallel, the passenger compartment is air conditioned.
In the fifth operating mode, the first shut-off valve 7a and the fifth shut-off valve 7e and the first pressure reducing valve 5a are closed and the second shut-off valve 7b and the fourth shut-off valve 7d are opened. The coolant flows through the inner space-liquefier 4, the third branch 17 and to the external-heat exchanger 8', which extracts heat from the coolant and gives it to the environment. The cooled coolant is throttled by a second pressure reducing valve 5b and guided through a battery-heat transmitter 6. In this operating mode, the battery heat exchanger 6 again serves as an evaporator for cooling the battery.
Fig. 5 shows a third exemplary embodiment of an air-conditioning device 1″ of a motor vehicle. The air-conditioning device 1″ is based on the principle of the air-conditioning device 1' of the second embodiment. Instead of the interior space liquefier 4, a water-coolant heat exchanger 4' is provided, which gives heat to the coolant circuit 22. The coolant circuit 22 comprises an electrical heating element 23, a heating-heat transmitter 24, which together with the interior-heat transmitter 16 forms an air conditioner (shown as a dashed box) of the motor vehicle, and a pump 25.
The operation mode of the air conditioning device 1″ is similar to the first to fifth operation modes of the second embodiment.

Claims (10)

1. An air conditioning device for a motor vehicle with a heat pump, wherein the heat pump has a battery-heat exchanger (6) which is thermally coupled to a battery of the motor vehicle,
wherein the battery heat exchanger (6) acts as a liquefier or a gas cooler for giving heat to the battery in the operating mode of the heat pump, wherein the heat pump furthermore has a compressor (3) and an internal heat exchanger (4, 4 ') for giving heat to the interior of the motor vehicle, wherein the internal heat exchanger (4, 4 ') is arranged downstream of the compressor (3) and upstream of the battery heat exchanger (6) in the flow direction, wherein in the operating mode of the heat pump a coolant flows firstly through the internal heat exchanger (4, 4 ') and then through the battery heat exchanger (6) for two-stage heat giving.
2. An air conditioning unit according to claim 1, wherein the battery-heat exchanger (6) acts as an evaporator for receiving heat from the battery in a further mode of operation of the heat pump.
3. An air conditioning device according to claim 2, wherein the heat pump has a regulating unit (7 b) which is arranged such that the coolant flows through the battery-heat transmitter (6) in a first position of the regulating unit (7 b) such that the battery-heat transmitter (6) acts as a liquefier or a gas cooler, and the coolant flows through the battery-heat transmitter (6) in a second position of the regulating unit (7 b) such that the battery-heat transmitter (6) acts as an evaporator.
4. An air-conditioning device according to any of the preceding claims, wherein the heat pump is configured such that the coolant gives heat in the internal-heat exchanger (4, 4') so long that the temperature of the coolant reaches the boiling temperature of the coolant, and the coolant then flows through the battery-heat exchanger (6) in the case of the boiling temperature.
5. An air conditioning device according to any of the preceding claims 1-3, wherein the heat pump has a controllable pressure reducing unit (5 a) arranged between the internal-heat-exchanger (4, 4') and the battery-heat-exchanger (6), wherein the controllable pressure reducing unit (5 a) is configured for reducing the pressure in the region of the battery-heat-exchanger (6).
6. An air conditioning unit according to any of the preceding claims 1-3, wherein the heat pump is configured such that the coolant flows from the internal-heat exchanger (4, 4') to the battery-heat exchanger (6), where it is not actively throttled.
7. An air-conditioning unit according to any of the preceding claims 1-3, wherein the heat pump furthermore has a further interior space-air-coolant-heat exchanger (16) which is arranged such that it flows through the coolant in parallel to the battery-heat exchanger (6) given heat.
8. An air conditioning device according to any of the preceding claims 1-3, wherein the battery-heat transmitter (6) is a phase change structure arranged in and/or at the battery or is a heat exchanger for introducing heat into a cooling circuit flowing through the battery.
9. A method for operating a heat pump of an air-conditioning device (1, 1',1 ") of a motor vehicle, wherein a conditioning unit (7 b) of the heat pump is adjusted in such a way that a battery-heat transmitter (6) of the heat pump thermally coupled to a battery of the motor vehicle acts as a liquefier or gas cooler for giving heat to the battery in a first operating mode and as an evaporator for receiving heat from the battery in a second operating mode, wherein the heat pump furthermore has a compressor (3) and an internal-heat transmitter (4, 4') for giving heat to an interior space of the motor vehicle, wherein in the first operating mode the internal-heat transmitter (4, 4 ') is arranged after the compressor (3) and before the battery-heat transmitter (6) in a flow direction, wherein in the first operating mode a coolant flows first through the internal-heat transmitter (4, 4') and then through the battery-heat transmitter (6) for giving heat in two stages.
10. The method according to claim 9, wherein in the first operating mode the pressure in the region of the battery-heat exchanger (6) is reduced such that the boiling temperature of the coolant lies in the range between 0 ℃ and 30 ℃.
CN201910176308.4A 2018-03-08 2019-03-08 Air conditioning system for a motor vehicle with a heat pump and method for operating such a heat pump Active CN110239308B (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018203540.7A DE102018203540A1 (en) 2018-03-08 2018-03-08 Air conditioning device of a motor vehicle with a heat pump and method for operating such a heat pump
DE102018203540.7 2018-03-08

Publications (2)

Publication Number Publication Date
CN110239308A CN110239308A (en) 2019-09-17
CN110239308B true CN110239308B (en) 2023-05-30

Family

ID=67701705

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201910176308.4A Active CN110239308B (en) 2018-03-08 2019-03-08 Air conditioning system for a motor vehicle with a heat pump and method for operating such a heat pump

Country Status (2)

Country Link
CN (1) CN110239308B (en)
DE (1) DE102018203540A1 (en)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2790264A1 (en) * 2013-04-09 2014-10-15 Nobel Plastiques Device for controlling the temperature in an electric battery of a motor vehicle and motor vehicle provided with such a device
DE102013021360A1 (en) * 2013-12-05 2015-06-11 Audi Ag Thermal management system of a motor vehicle and corresponding method for operating a thermal management system of a motor vehicle
DE102016203045A1 (en) * 2016-02-26 2017-08-31 Bayerische Motoren Werke Aktiengesellschaft Tempering device for tempering an interior of a vehicle and method for operating such a tempering device

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090071178A1 (en) * 2007-09-14 2009-03-19 Gm Global Technology Operations, Inc. Vehicle HVAC and Battery Thermal Management
DE102009043316A1 (en) * 2009-09-28 2011-03-31 Valeo Klimasysteme Gmbh Method for controlling the interior temperature of an electrically operated vehicle and air conditioning system
DE102010042127B4 (en) * 2010-10-07 2020-09-17 Audi Ag Refrigerant circuit of an air conditioning system of a motor vehicle
DE102010062869A1 (en) * 2010-12-10 2012-06-14 Robert Bosch Gmbh An air conditioning apparatus, an air conditioning unit, a method of air conditioning an interior, and a method of operating an air conditioning unit
DE102013106209B4 (en) * 2012-09-20 2020-09-10 Hanon Systems Air conditioning device of a motor vehicle with a heat exchanger arrangement for absorbing heat
US9452659B2 (en) 2012-12-31 2016-09-27 GM Global Technology Operations LLC Method and apparatus for controlling a combined heating and cooling vapor compression system
US9914338B2 (en) 2014-03-06 2018-03-13 GM Global Technology Operations LLC Thermal management system for a vehicle
DE102014104969B4 (en) * 2014-04-08 2019-11-21 Hanon Systems Air conditioning system for a motor vehicle
CN206186733U (en) * 2016-11-03 2017-05-24 江苏索尔新能源科技股份有限公司 Car temperature control system

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2790264A1 (en) * 2013-04-09 2014-10-15 Nobel Plastiques Device for controlling the temperature in an electric battery of a motor vehicle and motor vehicle provided with such a device
DE102013021360A1 (en) * 2013-12-05 2015-06-11 Audi Ag Thermal management system of a motor vehicle and corresponding method for operating a thermal management system of a motor vehicle
DE102016203045A1 (en) * 2016-02-26 2017-08-31 Bayerische Motoren Werke Aktiengesellschaft Tempering device for tempering an interior of a vehicle and method for operating such a tempering device

Also Published As

Publication number Publication date
DE102018203540A1 (en) 2019-09-12
CN110239308A (en) 2019-09-17

Similar Documents

Publication Publication Date Title
US11919360B2 (en) Vehicle heat management system
US11104205B2 (en) Vehicle air-conditioning device
CN111094028B (en) Air conditioner for vehicle
CN106470858B (en) Method for carrying out the heat pump system of air conditioning to vehicle and for running such heat pump system
JP5860361B2 (en) Thermal management system for electric vehicles
JP5403766B2 (en) Vehicle cooling system
JP5678137B2 (en) Apparatus and method for heat dispersion in automobiles
CN109383226B (en) Circuit system for a vehicle and method therefor
JP5646681B2 (en) Refrigerant circuit of air conditioner with heat pump and reheating function
JP5960127B2 (en) Automotive thermal conditioning system
US11833887B2 (en) Vehicular air conditioner
CN112585021A (en) Air conditioner for vehicle
JP6051984B2 (en) Thermal management system for vehicles
WO2013157214A1 (en) Onboard device temperature adjusting apparatus
JP2012506820A (en) Thermodynamic air conditioning loops built into heating, ventilation, and / or air conditioning equipment on electric propulsion vehicles
CN114144320A (en) Temperature adjusting device for vehicle equipped with heating equipment and vehicle air conditioning device comprising same
US20170217287A1 (en) Air conditioning device for vehicle
CN113474190A (en) Thermal management system
JP2014037182A (en) Thermal management system for electric vehicle
CN115023359A (en) System for air-conditioning the air of a passenger compartment and for heat transfer through components of a drive train of a motor vehicle and method for operating the system
CN111670127B (en) Method for controlling a heat treatment system of a component of an electric traction chain of a vehicle
US20090191804A1 (en) Heating, ventilating, and air conditioning system having a thermal energy exchanger
US20220185072A1 (en) Thermal Management System for a Motor Vehicle, Method for the Thermal Management of a Motor Vehicle, and Motor Vehicle Having a Thermal Management System
CN110239308B (en) Air conditioning system for a motor vehicle with a heat pump and method for operating such a heat pump
KR102171163B1 (en) Climate control system for conditioning the air of a passenger compartment of a vehicle and method for operating the climate control system

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant