DE102017129777A1 - Radiator module and method for controlling a refrigerant pressure or an air temperature - Google Patents

Abstract

The invention relates to a radiator module (9) for a motor vehicle with a refrigeration - cooled energy store, comprising a radiator module housing, a condenser (2) and / or a gas cooler of a refrigerant circuit (A), wherein the condenser (2) and / or the gas cooler within the A plurality of fresh air flaps (12) for regulating fresh air entering the cooler module housing and the condenser (2) and / or gas cooler, ➢ at least one recirculating air flap (13) for regulating a recirculating air flow (17), ➢ at least one through the recirculation flap (13) closable flow path within the radiator module housing, a fluid connection from the area of the air outlet of the exhaust air (15) from the condenser and / or gas cooler on the at least partially open recirculating air flap (13) back to the air inlet (18 ) into the condenser (2) and / or gas cooler, thereby opening at least partially Um recirculation damper (13) exhaust air (15) as circulating air (17) in the direction of the air inlet (18) can flow, ➢ a closable by an air damper opening for the escape of the exhaust air (15) into the environment (16). Moreover, the invention relates to a method for regulating the pressure in a region of the refrigerant circuit (A) by means of the cooler module (9) and method for controlling the air temperature at the air inlet into the condenser and / or gas cooler of the cooler module.

Description

The invention relates to a radiator module for a motor vehicle with refrigerant-cooled energy storage, which has an active circulating air regulation. Moreover, the invention relates to a method for controlling the refrigerant pressure in a region of a refrigerant circuit, that is, on its high-pressure side or its low-pressure side, by means of this cooler module. The invention also relates to a method for controlling the air temperature at the air inlet into the condenser and / or gas cooler of the cooler module.

Especially in electric vehicles, refrigerant-based battery contact coolers are used to cool the battery cells in the drive mode, the charge mode, and the quick charge mode.

While the requirements for the battery cooling often depend on the applied cell temperatures, the high pressure level and, consequently, the low pressure level in the refrigerant circuit is mainly influenced by the outside temperature. Previous vehicle applications require active battery cooling in a temperature range of -10 ° C to + 45 ° C, where the outside temperature should be approximately equal to the condenser air inlet temperature.

• → die Kondensationstemperatur auf der Hochdruckseite ist höher als die Außentemperatur,
• → die Kondensationstemperatur auf der Hochdruckseite ist höher als die Zelltemperatur,
• → die Verdampfungstemperatur auf der Niederdruckseite ist niedriger als die Außentemperatur,
• → die Verdampfungstemperatur auf der Niederdruckseite ist niedriger als die Zelltemperatur,
• → es besteht ein geringer Temperaturgradient zwischen Verdampfungstemperatur und Zelltemperatur,
• → ein hohe Saugdichte führt zu einem hohen Kältemittelmassenstrom.

For battery cooling at high outside temperatures the following conditions apply:

• → the condensation temperature on the high pressure side is higher than the outside temperature,
• → the condensation temperature on the high pressure side is higher than the cell temperature,
• → the evaporation temperature on the low pressure side is lower than the outside temperature,
• → the evaporation temperature on the low-pressure side is lower than the cell temperature,
• → there is a small temperature gradient between evaporation temperature and cell temperature,
• → a high suction density leads to a high refrigerant mass flow.

• → die Kondensationstemperatur auf der Hochdruckseite ist höher als die Außentemperatur,
• → die Kondensationstemperatur auf der Hochdruckseite ist niedriger als die Zelltemperatur,
• → die Verdampfungstemperatur auf der Niederdruckseite ist ähnlich wie die Außentemperatur,
• → die Verdampfungstemperatur auf der Niederdruckseite ist viel kleiner als die Zelltemperatur,
• → es besteht ein hoher Temperaturgradient zwischen Verdampfungstemperatur und Zelltemperatur,
• → eine niedrige Saugdichte führt zu einem niedrigen Kältemittelmassenstrom.

For battery cooling at low outdoor temperatures, the following conditions apply:

• → the condensation temperature on the high pressure side is higher than the outside temperature,
• → the condensation temperature on the high pressure side is lower than the cell temperature,
• → the evaporation temperature on the low pressure side is similar to the outside temperature,
• → the evaporation temperature on the low pressure side is much smaller than the cell temperature,
• → there is a high temperature gradient between evaporation temperature and cell temperature,
• → a low suction density leads to a low refrigerant mass flow.

Due to the high temperature gradient associated with low refrigerant mass flows, systems with direct battery cooling at low outdoor temperatures are less efficient, less efficient and have a lower temperature distribution.

The object underlying the invention is, in particular, to regulate the pressure level on the high-pressure side of the refrigerant circuit at standstill, but also while driving, that is to be able to raise specifically when needed.

The object of the invention is achieved by a radiator module for a motor vehicle with a refrigerant-cooled energy store having the features according to claim 1. Advantageous developments are specified in the dependent claims.

• ➢ ein Kühlermodulgehäuse,
• ➢ einen Kondensator und/oder einen Gaskühler eines Kältemittelkreislaufs, wobei der Kondensator und/oder der Gaskühler innerhalb des Kühlermodulgehäuses angeordnet sind/ist,
• ➢ eine Mehrzahl von Frischluftklappen zum Regeln von in das Kühlermodulgehäuse und in den Kondensator und/oder Gaskühler eintretender Frischluft,
• ➢ mindestens eine Umluftklappe zum Regeln eines Umluftstroms,
• ➢ mindestens einen durch die Umluftklappe verschließbaren Strömungspfad innerhalb des Kühlermodulgehäuses, der eine fluide Verbindung vom Bereich des Luftaustritts der Abluft aus dem Kondensator und/oder dem Gaskühler über die zumindest teilweise geöffnete Umluftklappe zurück zum Bereich des Lufteintritts in den Kondensator und/oder Gaskühler bereitstellt, damit bei zumindest teilweise geöffneter Umluftklappe Abluft als Umluft in Richtung des Lufteintritts strömen kann,
• ➢ eine durch eine Luftklappe schließbare Öffnung für das Entweichen der Abluft die in die Umgebung.

The cooler module according to the invention comprises

• ➢ a cooler module housing,
• ➢ a condenser and / or a gas cooler of a refrigerant circuit, the condenser and / or the gas cooler being arranged inside the cooler module housing,
• ➢ a plurality of fresh air flaps for regulating fresh air entering the cooler module housing and into the condenser and / or gas cooler,
• ➢ at least one recirculation damper for regulating a circulating air flow,
• ➢ at least one flow path which can be closed by the recirculation damper within the radiator module housing, which provides a fluid connection from the region of the air outlet of the exhaust air from the condenser and / or the gas cooler via the at least partially opened recirculation damper back to the region of the air inlet into the condenser and / or gas cooler, so that at least partially open recirculation damper exhaust air can flow as circulating air in the direction of the air inlet,
• ➢ an opening that can be closed by an air damper for the escape of exhaust air into the environment.

The radiator module housing is apart from areas that are closed by active louvers can be, free from openings to the environment. According to one embodiment, the refrigerant circuit in addition to the condenser and / or the gas cooler comprises a compressor, an expansion and throttling member, a battery cooler and refrigerant lines, which connect the said components to a circuit. The refrigerant-based battery cooler is arranged to contact the battery cells for cooling as needed.

With the radiator module according to the invention, it is possible to increase the air inlet temperature in the condenser and / or gas cooler located in the radiator module and to actively regulate it. With higher condenser / gas cooler inlet temperatures, stable boundary conditions are achieved even at low outside temperatures. Especially at low outside temperatures, ie at temperatures <0 ° C, the air inlet temperature over the entire surface can be raised to> 10 ° C. The air inlet temperature can be increased by actively controlling the damper positions until the high pressure or suction pressure in the refrigerant circuit has reached the set point.

• → höheren Druckniveaus auf der Hochdruckseite und bei niedrigen Außentemperaturen auch der Niederdruckseite,
• → einem höheren Saugdruck und demzufolge einer größeren Saugdichte bei niedrigen Außentemperaturen,
• → einem niedrigeren Temperaturgradienten von den Batteriezellen zur Verdampfungstemperatur bei niedrigen Außentemperaturen.

A higher air inlet temperature leads to

• → higher pressure levels on the high pressure side and at low outside temperatures also the low pressure side,
• → a higher suction pressure and consequently a higher suction density at low outside temperatures,
• → a lower temperature gradient from the battery cells to the evaporation temperature at low outside temperatures.

Preferably, the recirculation damper is an actively controlled within the radiator module housing recirculation damper, which is adjustable in an open position and a closed position and between these positions to control the circulating air flow.

According to an advantageous embodiment of the invention, the fresh air flaps are coupled together via a mechanism and jointly adjustable. In order to control the flow of air into the cooler module and the condenser and / or gas cooler particularly effective, there is according to a particularly preferred embodiment of the invention on the front of the radiator module housing a grill with active, louver-like arranged lamellar rotary valves as fresh air flaps, which together in an open position and a closed position of the radiator module housing can be moved and are also adjustable between these positions. Alternatively or additionally, the fresh air flaps and the at least one recirculation flap are coupled together via a mechanism and jointly adjustable.

According to a further advantageous embodiment of the invention, there is an electric or a mechanically driven fan within the radiator module housing. The fan may be located either downstream or upstream of the condenser and / or gas cooler. The arrangement of the fan within the radiator module housing provides a baffle which assists in returning the air to the area of air entry into the condenser and / or the gas cooler.

Downstream and / or upstream of the condenser and / or the gas cooler, additional heat exchangers, for example low-temperature coolers, high-temperature coolers, oil coolers and / or intercoolers, may be arranged.

The recirculation damper can consist of one or more individual flaps. The recirculation damper can be arranged both below and above or to the side of the condenser and / or gas cooler in the cooler module. In this case, combinations between at least two of the three variants are possible. In a particularly preferred embodiment, the recirculation damper is positioned below the condenser and / or gas cooler at the bottom thereof, wherein the width of the recirculation damper corresponds to the width of the cooler module.

The recirculation damper can be positioned to combine two functions. In addition to the function of allowing or preventing the circulation air flow, it can also form the air damper, which allows or prevents the release of the warm exhaust air into the environment. Instead of a combined recirculation damper, which regulates the recirculation in the radiator module and the exhaust air from the radiator module, these functions can also be met by separate air dampers.

1. a) ein hinsichtlich einer möglichst hohen Kühlkapazität des Batteriekühlers optimaler Druck auf dem genannten Bereich des Kältemittelkreislaufs ermittelt,
2. b) die Frischluftklappen zumindest mehr geschlossen und die mindestens eine Umluftklappe zumindest mehr geöffnet, wenn der durch den Drucksensor ermittelte Kältemitteldruck in dem genannten Bereich des Kältemittelkreislaufs geringer ist als der optimale Druck des Kältemittelkreislaufs,
3. c) die Frischluftklappen zumindest mehr geöffnet und die mindestens eine Umluftklappe zumindest mehr geschlossen, wenn der durch den Drucksensor ermittelte Kältemitteldruck im Kältemittelkreislauf höher als der optimale Druck ist,
4. d) die Klappenpositionen der Frischluftklappen und der mindestens einen Umluftklappe beibehalten, wenn der durch den Drucksensor ermittelte Druck dem optimalen Druck entspricht.

A further aspect of the invention relates to a method for regulating a refrigerant pressure in a region of the refrigerant circuit by means of the cooler module according to the invention, wherein the refrigerant circuit comprises the condenser and / or gas cooler encompassed by the cooler module, an expansion and throttling device, a battery cooler and refrigerant lines containing said components to connect to a refrigerant circuit having a high pressure side and a low pressure side comprises. In this case, at least one pressure sensor for detecting the refrigerant pressure in the region of the refrigerant circuit, the high-pressure side or the low-pressure side, preferably the high-pressure side, arranged. In the process will / will be

1. a) determines an optimum pressure with respect to the highest possible cooling capacity of the battery cooler in said area of the refrigerant circuit,
2. b) the fresh air flaps are at least more closed and the at least one recirculated-air flap at least more open when the refrigerant pressure determined by the pressure sensor in the said area of the refrigerant circuit is lower than the optimum pressure of the refrigerant circuit,
3. c) the fresh air flaps are opened at least more and the at least one recirculation air flap is closed at least more when the refrigerant pressure determined by the pressure sensor in the refrigerant circuit is higher than the optimum pressure,
4. d) maintaining the flap positions of the fresh air flaps and the at least one recirculating air flap when the pressure detected by the pressure sensor corresponds to the optimum pressure.

The system can be operated essentially in three different modes, namely in the mode "fresh air" in which the at least one recirculation damper is completely closed, in the partial recirculation / fresh air mode, in which both the fresh air flaps and the at least one recirculation damper partially are open, and the mode "recirculation" with fully closed fresh air dampers.

The refrigerant cycle can be treated with any refrigerant, but especially R1234yf (2,3,3,3-tetrafluoropropene), R134a (1,2,2,2-tetrafluoroethane), R744 (carbon dioxide), R404a (44% pentafluoroethane, 4% 1 , 1,1,2-tetrafluoroethane, 52% 1,1,1-trifluoroethane), R600a (isobutane), R290 (propane), R152a (1,1-difluoroethane or R32 (difluoromethane).

Instead of high-pressure side pressure sensors in the refrigerant circuit, one or more low-pressure side or suction-side pressure sensors between the expansion and throttle member and the refrigerant compressor, so the low-pressure side or suction side can be provided. The regulation of the fresh air flaps and the at least one recirculation damper then takes place analogously, in which case it is not regulated to the optimum high pressure, but to the optimum suction pressure.

The refrigerant circuit may include additional parallel and / or serial condensers / gas coolers and / or evaporators and / or expansion and throttling devices.

1. a) eine hinsichtlich einer möglichst hohen Kühlkapazität des Batteriekühlers optimale Lufttemperatur am Lufteintritt in den Kondensator und/oder Gaskühler ermittelt wird,
2. b) die Frischluftklappen zumindest mehr geschlossen werden und die mindestens eine Umluftklappe zumindest mehr geöffnet wird, wenn die durch den Temperatursensor ermittelte Temperatur geringer als die optimale Temperatur ist,
3. c) die Frischluftklappen zumindest mehr geöffnet werden und die mindestens eine Umluftklappe zumindest mehr geschlossen wird, wenn die durch den Temperatursensor ermittelte Temperatur höher als die optimale Temperatur ist,
4. d) die Klappenpositionen der Frischluftklappen und der Umluftklappe beibehalten werden, wenn die durch den Temperatursensor ermittelte Temperatur der optimalen Temperatur entspricht.

Analogous to the regulation of the refrigerant pressure by means of the cooler module according to the invention can also be a method for controlling the air temperature at the air inlet into the condenser and / or gas cooler of the cooler module, wherein the condenser and / or gas cooler is part of a refrigerant circuit is / are an expansion as further components and throttle body, a battery cooler and refrigerant piping connecting said components to a refrigerant circuit having a high pressure side and a low pressure side comprises, wherein at least one temperature sensor for detecting the temperature at the location of the air inlet into the condenser and / or in the gas cooler is arranged and wherein in the method

1. a) determining an optimum air temperature at the air inlet into the condenser and / or gas cooler with regard to the greatest possible cooling capacity of the battery cooler,
2. b) the fresh air flaps are closed at least more and the at least one recirculation air flap is opened at least more when the temperature determined by the temperature sensor is lower than the optimum temperature,
3. c) the fresh air flaps are opened at least more and the at least one recirculation air flap is closed at least more if the temperature determined by the temperature sensor is higher than the optimum temperature,
4. d) the flap positions of the fresh air flaps and the recirculation flap are maintained when the temperature determined by the temperature sensor corresponds to the optimum temperature.

An essential advantage of the invention is an increase in the efficiency of the refrigeration cycle at low outside temperatures compared to the prior art.

Another advantage is a cooling capacity increase of the refrigerant circuit at low outside temperatures. So a fast charging of the battery with unchanged current is possible even at low outdoor temperatures.

Furthermore, the invention offers a considerable cost saving potential. So the design for the battery cooler must be made less robust. At lower outdoor temperatures, a lower refrigerant charge is required, which also represents a cost-saving potential, here with regard to the refrigerant. In addition, the refrigerant collector can be made smaller, which in addition to the cost advantage requires a smaller space and a lower weight.

• 1: einen Kreisprozess eines Kältemittelkreislaufs nach dem Stand der Technik bei niedrigen Außentemperaturen in einem Druck-Enthalpie-Zustandsdiagramm mit logarithmisch aufgetragenem Druck,
• 2: eine schematische Darstellung eines Kältemittelkreislaufs,
• 3: eine schematische Darstellung des Kältemittelkreislaufs mit einem Systembetrieb bei hohen Außentemperaturen,
• 4: einen typischen Kreisprozess des Kältemittelkreislaufs bei hohen Außentemperaturen im log(p), h - Diagramm,
• 5: eine schematische Darstellung des Kältemittelkreislaufs mit einem Systembetrieb bei geringen Außentemperaturen im instationären Fall, mit Zufuhr von Umluft,
• 6: einen typischen Kreisprozess des Kältemittelkreislaufs bei niedriger Außentemperatur und Zufuhr von Umluft,
• 7: eine schematische Darstellung des Kältemittelkreislaufs mit einem Systembetrieb bei geringen Außentemperaturen im stationären Fall, mit Zufuhr von einem Teil Umluft und einem Teil Frischluft,
• 8: einen typischen Kreisprozess des Kältemittelkreislaufs bei niedrigen Außentemperaturen im log(p), h - Diagramm und Zufuhr von einem Teil Umluft und einem Teil Frischluft,
• 9: die schematische Darstellung einer Regelungsstrategie für Luftklappen.

Further details, features and advantages of embodiments of the invention will become apparent from the following description of exemplary embodiments with reference to the accompanying drawings. Show it:

• 1 FIG. 1: a cycle of a prior art refrigerant cycle at low outside temperatures in a pressure-enthalpy state diagram with logarithmic applied pressure, FIG.
• 2 : a schematic representation of a refrigerant circuit,
• 3 : a schematic representation of the refrigerant circuit with a system operation at high outside temperatures,
• 4 : a typical cycle of the refrigerant circuit at high outside temperatures in the log (p), h - diagram,
• 5 : a schematic representation of the refrigerant circuit with a system operation at low outside temperatures in the transient case, with supply of circulating air,
• 6 : a typical cycle of the refrigerant circuit at low outside temperature and supply of circulating air,
• 7 : a schematic representation of the refrigerant circuit with a system operation at low outside temperatures in the stationary case, with supply of a part of circulating air and a part of fresh air,
• 8th : a typical cycle of the refrigerant circuit at low outside temperatures in the log (p), h - diagram and supply of a part circulating air and a part fresh air,
• 9 : the schematic representation of a control strategy for air dampers.

The 1 shows a typical cycle of a refrigerant circuit at low outside temperatures (T_Umgebung) in a pressure-enthalpy state diagram with the specific enthalpy h on the axis of abscissa and the logarithmically plotted pressure on the ordinate axis, hereinafter referred to as log (p), h - called diagram. The cell temperature (T_Zelle) of the vehicle battery is at a high temperature level, usually> 25 ° C, since the cooling requirements of the prior art is coupled to the absolute battery temperature at which it has the optimum efficiency and also beneficial for the durability of the Battery is. In the prior art, the air inlet temperature in the condenser is approximately at the level of the outside temperature (T_Umgebung), resulting in a much lower high pressure and an even lower suction pressure compared to the high pressure and the suction pressure at warm outdoor temperatures. In sum, this results in a very high driving temperature difference (ΔT) between the cell temperature (T_Zelle) and the saturation temperature on the suction side in the battery cooler. Due to the significantly lower suction pressure and thus a lower suction density and a lower refrigerant mass flow at low outside temperatures, the maximum possible cooling capacity of the battery cooler is reduced compared to warm outside temperatures. In addition, the high temperature difference ΔT causes the refrigerant in the battery cooler to overheat at an early stage, which means that homogeneous battery cell cooling is not possible.

The 2 shows a schematic representation of a refrigerant circuit A , The refrigerant circuit A includes a refrigerant compressor 1 , a capacitor 2 , an expansion and throttle device 3 , which is preferably an expansion valve, a battery cooler 4 and refrigerant piping 5 ; 6 ; 7 , The battery cooler 4 is in direct contact with battery cell modules 8th to cool them as needed. The capacitor 2 is inside a cooler module 9 , which is preferably located in the area of the vehicle front. Downstream of the condenser 2 is a fan 10 in the cooler module 9 arranged. The cooler module 9 has air inlet side active fresh air flaps 12 as well as an active recirculation damper 13 on. It is possible, via the fresh air intake side air intake doors 12 and the recirculation damper 13 the cooler module 9 in the way of the environment to encapsulate that the air just inside the cooler module 9 circulated. In this case, no air flows into the cooler module from the outside 9 and no air flows from inside the cooler module 9 in the nearby areas. In particular, when the vehicle is at rest or is operated only at very low speeds, is the fan 10 downstream of the condenser in the radiator module 9 required to control the air flow as needed. The refrigerant circuit A also includes a pressure sensor either as a pressure sensor 19 in a preferred position on the refrigerant line in the refrigerant pipe section 6 between the capacitor 2 and the expansion and throttle organ 3 or as a pressure sensor 19a in an alternative position to the refrigerant line in the refrigerant piping section 5 between refrigerant compressor 1 and capacitor 2 ,

The 3 shows the refrigeration cycle A with the same components and reference numbers as in 2 and a system operation at high outside temperatures. In order to achieve a maximum cooling capacity, it is necessary to have a maximum amount of air via the radiator module 9 to achieve at the lowest possible air temperature. For this purpose, the fresh air flaps 12 open as far as possible, so that cooler fresh air 14 in the cooler module 9 can flow in. The incoming fresh air 14 takes in the flow direction over the capacitor 2 Heat from the refrigerant circuit A on. With fully closed recirculation damper 13 gets the warm exhaust air 15 in the nearby areas 16 ,

The 4 shows one of the illustration in 3 corresponding typical cycle of the refrigerant circuit at high outside temperatures in the log (p), h diagram. Here, the saturation temperature on the high pressure side is well above the outside temperature (T_Umgebung) and the saturation temperature on the suction side is well below the cell module temperature (T_Zelle) of the vehicle battery. The latter temperature difference is marked separately with ΔT. Not shown separately is the air inlet temperature of the fresh air 14 in the condenser 2 , This temperature is approximately at the outside temperature level (T_Environment).

The 5 shows the refrigerant circuit A with the same components and reference numerals as in the figures 2 and 3 and a system operation at low outside temperatures. Especially in the transient case, when the system is being started and the air inlet temperature at the air inlet 18 in the condenser 2 and the air outlet temperature of the exhaust air 15 are at the level of the outside temperature, the temperature level inside the cooler module 9 be raised as fast as possible to the high pressure level in the refrigerant circuit A to increase. The air inlet temperature at the air inlet 18 is increased by the flow of fresh air into the radiator module 9 by closing the fresh air flaps 12 is prevented. At the same time by fully opening the recirculation damper 13 prevents over the capacitor 2 heated exhaust air 15 flows into the environment. By the operation of the fan 10 turns airside downstream of the fan 10 a higher total pressure in the area of the exhaust air 15 as in the area of the air intake 18 , Due to this pressure gradient can heated exhaust air 15 as circulating air 17 through the opened recirculation damper 13 in the direction of air intake 18 flow, so that the air inlet temperature at the air inlet 18 gradually increased.

The 6 shows a typical cycle of the refrigerant circuit at low outside temperature (T_Umgebung) in the log (p), h diagram at a time t> t_Start, which means that the system has already been operated for a while. The cell temperature (T_Zelle) is at a similar high temperature level at low outside temperature as at high outside temperatures, as the cooling requirement for the battery is usually coupled to the absolute cell temperature (T_cell). Increasing the air inlet temperature at the air inlet 18 by sucking in the exhaust air 15 with the warmer air outlet temperature causes the air inlet temperature (T_Kondensatoreintritt) can be raised to a temperature level that is well above the outside temperature (T_Umgebung). As a result, the saturation temperature on the high pressure side of the refrigerant circuit rises to a level higher than the air inlet temperature (T_capacitor inlet) and significantly higher than the ambient temperature (T_environment). It is advantageous on the one hand that thereby the suction pressure level and thus the suction density, the maximum refrigerant mass flow and thus the maximum cooling capacity increases and on the other the driving temperature difference .DELTA.T smaller, causing the refrigerant in the battery cooler later overheated and a more homogeneous cooling of the battery cells is possible.

The 7 shows the refrigerant circuit A with the same components and reference numerals as in the figures 2 . 3 and 5 and a system operation at low outside temperatures. In the stationary case, when the system has been operated for a long time and the air inlet temperature at the air inlet 18 in the condenser 2 above the outside temperature, which is the temperature of the fresh air flow 14 corresponds, is, is the air inlet temperature 18 be kept at a constant level. The temperature level to be controlled depends on that through the pressure sensor 19 or. 19a measured high pressure level in the refrigerant circuit. To the air inlet temperature at the air inlet 18 To keep at a constant level, both the fresh air flaps 12 slightly open, so that cool fresh air can flow in, as well as the recirculation damper 13 slightly closed, allowing warm exhaust air 15 in the nearby areas 16 can escape. The air inlet temperature at the air inlet 18 then results as a mixture temperature from the warm circulating air flow 17 and the fresh air flow 14 , When the vehicle drives, it turns at the air intake 18 a higher dynamic pressure than in the case when the vehicle is at rest. So that nevertheless a constant Umluftrate in the radiator module 9 adjusts, must in a moving vehicle, the fresh air flaps 12 in the ratio further closed and the recirculation damper 13 be opened further.

The 8th shows a typical cycle of the refrigerant cycle at low outside temperatures in the log (p), h diagram at a time t »t_Start, which means that the system has already been running for a while. In contrast to the representation in 6 has only changed that the air inlet temperature (T_Condenser inlet) at the air inlet 18 itself as a mixture temperature from the air mass flows and air mass temperatures of the exhaust air 15 and the fresh air 14 result. The air mass temperature of the exhaust air 15 corresponds to the condenser outlet temperature (T_condenser outlet), that of the fresh air 14 the ambient temperature (T_Environment).

The 9 shows a control strategy for the fresh air flaps 12 and the recirculation damper 13 for the in 7 shown refrigerant circuit A according to an embodiment of the present invention. At the fresh air flaps 12 means "fully open" that the fresh air 14 from the outside into the cooler module 9 can flow in, "fully closed" means that no air from the outside into the radiator module 9 can flow in. At the recirculation damper 13 means "fully open", that warm exhaust air 15 as circulating air 17 can flow forward and the air inlet temperature at the air inlet 18 is increased. At the same time no exhaust air 15 escape into the environment. "Completely closed" means that the entire exhaust air 15 in the nearby areas 16 escapes. The regulatory strategy provides that the fresh air flaps 12 closed and the recirculation damper 13 when opened by the pressure sensor 19 ; 19a determined high pressure in the refrigerant circuit A less than the optimum high pressure. On the other hand, the fresh air flaps 12 opened and the recirculation damper 13 closed when passing through the pressure sensor 19 ; 19a determined high pressure in the refrigerant circuit A higher than the optimum high pressure. When passing through the pressure sensor 19 ; 19a determined high pressure in the refrigerant circuit A corresponds to the optimum high pressure, the flap positions of the fresh air flaps 12 and the recirculation damper 13 maintained.

Also advantageous is a pilot control of the flap positions as a function of the vehicle speed, so that when using pressure sensor 19 ; 19a regulated high pressure (p_HD_opt = p_HD_ist) in the refrigerant circuit A with increasing vehicle speed, the fresh air flaps 12 be closed further and additionally the recirculation damper 13 continues to open. When reducing the vehicle speed are analogous to the fresh air flaps 12 further open and recirculation damper 13 closed further.

LIST OF REFERENCE NUMBERS

A

Refrigerant circulation

1

Refrigerant compressor

2

capacitor

3

Expansion and throttle organ

4

battery cooler

5

Refrigerant line, refrigerant line section between refrigerant compressor 1 and capacitor 2

6

Refrigerant line, refrigerant line section between condenser 2 and throttle body 3

7

Refrigerant line, refrigerant line section between battery cooler 4 and refrigerant compressor 1

8th

Battery cell module

9

cooler module

10

Fan

12

Fresh air flaps

13

recirculation damper

14

Fresh air, fresh air flow

15

exhaust

16

Surroundings

17

Circulating air, circulating air flow

18

air inlet

19

pressure sensor

19a

pressure sensor

Claims (14)

Radiator module (9) for a motor vehicle with a refrigerant-cooled energy storage, comprising ➢ a cooler module housing, ➢ a condenser (2) and / or gas cooler of a refrigerant circuit (A), the condenser (2) and / or gas cooler being arranged inside the cooler module housing, ➢ a plurality of fresh air flaps (12) for regulating fresh air entering into the radiator module housing and into the condenser (2) and / or gas cooler, ➢ at least one circulating air flap (13) for regulating a circulating air flow (17), ➢ at least one by the recirculation flap (13) closable flow path within the radiator module housing, a fluid connection from the area of the air outlet of the exhaust air (15) from the condenser (2) and / or gas cooler on the at least partially open recirculating air flap (13) back to the area the air inlet (18) in the condenser (2) and / or gas cooler provides, so that at least partially open recirculating air flap (13) exhaust air (15) can flow as circulating air (17) in the direction of the air inlet (18) ➢ an opening which can be closed by an air flap for the escape of the exhaust air (15) into the environment (16). Cooler module (9) after Claim 1 , characterized in that the fresh air flaps (12) are coupled together via a mechanism and are adjustable together. Cooler module (9) after Claim 1 , characterized in that the fresh air flaps (12) and the at least one recirculation flap (13) are coupled together via a mechanism and are adjustable together. Cooler module (9) after one of Claims 1 to 3 , characterized in that the recirculation flap (13) consists of a plurality of individual flaps. Cooler module (9) after one of Claims 1 to 4 , characterized in that the recirculation flap / circulating air flaps (13) below / and / or above and / or laterally of the condenser (2) and / or gas cooler in the cooler module (9) is / are arranged. Cooler module (9) after Claim 5 , characterized in that the recirculation flap (13) below the condenser (2) and / or gas cooler is positioned at the bottom thereof and the width of the recirculating air flap (13) corresponds to the width of the cooler module (9). Cooler module (9) after one of Claims 1 to 6 , characterized in that the recirculating air flap (13) is designed and arranged within the cooler module (9), that with it the circulating air (13) and the flow of the exhaust from the cooler module (9) in the environment (16) effluent (15 ) combined is controllable. Cooler module (9) after one of Claims 1 to 6 , characterized in that separate louvers for the control of the circulating air (17) in the radiator module (9) on the one hand and from the radiator module (9) in the environment (16) effluent exhaust air (15) on the other hand are formed. Cooler module (9) after one of Claims 1 to 8th , characterized in that one or more fans (10) are arranged downstream and / or upstream of the condenser (2) and / or gas cooler. Cooler module after one of Claims 1 to 9 , characterized in that additional heat exchangers are arranged in the cooler module downstream and / or upstream of the condenser (2) and / or gas cooler. Method for regulating the refrigerant pressure in a region of a refrigerant circuit (A) by means of a cooler module (9) according to one of Claims 1 to 10 in which the refrigerant circuit (A) comprises the condenser (2) and / or gas cooler enclosed by the cooler module (9), an expansion and throttling device (3), a battery cooler (4) and refrigerant lines (5; 6; Connecting components to a refrigerant circuit (A) with a high pressure side and a low pressure side comprises, wherein at least one pressure sensor (19; 19a) for detecting the refrigerant pressure on the high pressure side or the low pressure side of the refrigerant circuit is arranged and wherein in the method a) with respect to a b) the fresh air flaps (12) are closed at least more and the at least one recirculating air flap (13) is opened at least more, if at least one recirculating air flap (13) is opened at least as high cooling capacity of the battery cooler optimal refrigerant pressure in the area of the refrigerant circuit (A), the high pressure side or the low pressure side the refrigerant pressure (19) determined by the pressure sensor (19; 19a) is lower than the optimal one e refrigerant pressure is, c) the fresh air flaps (12) are opened at least more and the at least one recirculation flap (13) is at least closed more when the by the pressure sensor (19; 19a) is higher than the optimum refrigerant pressure, d) the flap positions of the fresh air flaps (12) and the recirculation flap (13) are maintained when the refrigerant pressure determined by the pressure sensor (19; 19a) corresponds to the optimum refrigerant pressure. Method according to Claim 11 , characterized in that a pilot control of the flap positions of the fresh air flaps (12) and the at least one recirculating air flap (13) takes place as a function of the vehicle speed, so that when using pressure sensor (19; 19a) adjusted high pressure (p_HD_opt = p_HD_ist) in the refrigerant circuit A with increasing Vehicle speed, the fresh air flaps (12) are closed further and additionally the recirculation flap (13) is opened further, and that when reducing the vehicle speed, the at least one fresh air flap (12) opened further and at least one recirculation flap (13) is closed further. Method for controlling the air temperature at the air inlet into the condenser and / or gas cooler of a cooler module according to one of Claims 1 to 10 wherein the condenser and / or gas cooler is part of a refrigerant circuit (A), which as further components, an expansion and throttle member (3), a battery cooler (4) and refrigerant lines (5; 6; 7), the said components to connect to a refrigerant circuit with a high pressure side and a low pressure side comprises, wherein at least one temperature sensor for detecting the temperature at the location of the air inlet into the condenser and / or in the gas cooler is arranged and wherein in the method a) with respect to a high cooling capacity of Battery cooler optimal air temperature at the air inlet into the condenser and / or gas cooler is determined, b) the fresh air flaps (12) are closed at least more and the at least one recirculation flap (13) is opened at least more, if the temperature determined by the temperature sensor is lower than the optimum temperature, c) the fresh air flaps (12) are opened at least more and the at least one recirculation flap (13) is closed at least more if the temperature determined by the temperature sensor is higher than the optimum temperature in that the flap positions of the fresh air flaps (12) and the recirculating air flap (13) are maintained when the temperature determined by the temperature sensor corresponds to the optimum temperature. Method according to one of Claims 11 to 13 , characterized in that the refrigerant circuit (A) with any refrigerant, but in particular R1234yf (2,3,3,3-tetrafluoropropene), R134a (1,2,2,2-tetrafluoroethane), R744 (carbon dioxide), R404a ( 44% pentafluoroethane, 4% 1,1,1,2-tetrafluoroethane, 52% 1,1,1-trifluoroethane), R600a (isobutane), R290 (propane), R152a (1,1-difluoroethane or R32 (difluoromethane) ,

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