DE102019008771A1 - Temperature control device for temperature control of charge air for an internal combustion engine - Google Patents

Abstract

The invention relates to a temperature control device (1) for controlling the temperature of charge air (L) for an internal combustion engine (3) with a circulation system (4) carrying a cooling medium (M) with two circulation parts (4.1, 4.2). According to the invention, the circuit system (4) is fluidically coupled or can be coupled to a refrigerant circuit (16) of a vehicle air conditioning system. The invention also relates to a method for operating such a temperature control device (1).

Description

The invention relates to a temperature control device for temperature control of charge air for an internal combustion engine according to the preamble of claim 1.

The invention further relates to a method for operating such a T em periervorrichtu ng.

From the DE 10 2016 013 926 A1 a cooling device for cooling charge air for an internal combustion engine with a circulation system carrying a cooling medium is known. The circulatory system has a first heat exchanger through which the cooling medium can flow and by means of which heat can be transferred between the cooling medium and the charge air. The circulatory system also has an ejector, by means of which the cooling medium can be subjected to a negative pressure. In addition, the circulatory system has a second heat exchanger through which the cooling medium can flow parallel to the first heat exchanger and by means of which heat can be transferred between the cooling medium and the charge air. The ejector is arranged in a fluid flow direction of the circulatory system behind the first heat exchanger and the second heat exchanger. The first heat exchanger is arranged in a first circuit part of the circuit system together with a conveying device for conveying the cooling medium, the first circuit part opening into a pressure side of the ejector. The second heat exchanger is arranged together with an expansion valve in a second circuit part of the circuit system, the second circuit part opening into a suction side of the ejector. When the conveying device is operated to convey the cooling medium through the circulatory system, the interaction of the expansion valve and the ejector results in a lower fluid pressure of the cooling medium in the second circulatory part than in the first circulatory part.

The invention is based on the object of specifying a temperature control device for controlling the temperature of charge air for an internal combustion engine, which is improved over the prior art, and an improved method for operating such a temperature control device.

The object is achieved according to the invention by a temperature control device which has the features specified in claim 1, and by a method which has the features specified in claim 7.

Advantageous refinements of the invention are the subject of the subclaims.

A temperature control device for controlling the temperature of charge air for an internal combustion engine comprises a circulation system which carries a cooling medium and has two circulation parts. In a first circuit part, a first heat exchanger through which the cooling medium can flow and by means of which heat can be transferred between the cooling medium and the charge air is fluidically coupled on the inlet side to a conveying device for conveying the cooling medium and on the outlet side to a pressure side of an ejector. In a second circuit part, connected fluidically parallel to the first circuit part, a second heat exchanger, by means of which heat can be transferred between the cooling medium and the charge air, is fluidically coupled on the inlet side to an expansion valve and on the outlet side to a suction side of the ejector. In the direction of flow after an outlet of the ejector, a third heat exchanger through which the cooling medium can flow is fluidly coupled to the ejector and the circulatory system splits into the first circulatory part and second circulatory part in the direction of flow immediately after the third heat exchanger at a junction.

According to the invention, the temperature control device comprises a bypass line, which bypasses the ejector and can be switched by means of a switching unit, which is fluidically coupled on the input side to an output of the first heat exchanger and on the output side at least indirectly to an input of the conveyor device and an input of the expansion valve. Another expansion valve is arranged within the bypass line. In addition, the circuit system is fluidically coupled or can be coupled to a refrigerant circuit of a vehicle air conditioning system.

For optimized exhaust gas cleaning in internal combustion engines, a catalytic converter must reach its operating temperature as quickly as possible after a cold start of the internal combustion engine. A heating of air before it enters the internal combustion engine can lead to a reduction in the warm-up time of the exhaust gas purification due to an intensifying effect. As a result, emissions from the internal combustion engine are reduced.

By switching from the ejector branch to the bypass line with the further expansion valve, the circulation system can be operated as a heat pump for rapid heating of the charge air, with heat from the environment being absorbed and this being released to the charge air via the cooling medium. In this case, for example, after a cold start of the internal combustion engine, by means of the further expansion valve in the event of a strong throttle loss, only a driving flow of the cooling medium is achieved, so that the charge air is heated up Entry into the internal combustion engine is possible, which leads to the operating temperature of a catalytic converter being reached more quickly. This switchover takes place in particular briefly after the cold start with a high delivery rate of the delivery device, that is, a high pump capacity in the wet steam range at high speed.

Since the delivery unit of the circulatory system is generally designed in such a way that it can only deliver the cooling medium effectively in the liquid state, an application of the delivery unit with a partially vaporous fluid, as can occur in the aforementioned heat pump operation, leads to low delivery volumes. The coupling of the circulation system with the refrigerant circuit of the vehicle air conditioning system and a possible use of a compressor of the refrigerant circuit for conveying the cooling medium in heat pump operation enables effective volume conveyance. This leads to a significantly greater amount of heat being absorbed from the ambient air and a significantly greater amount of heat being given off to the charge air of the internal combustion engine in order to heat it up. In addition, the compressor of the refrigerant circuit can be used in cases of low partial load or other downtimes of the vehicle air conditioning system.

The air can thus be heated inexpensively. This state is only required for a short time after a cold start, so that components of the temperature control device can also be operated outside of their actual design point. Intervention in an air path upstream or downstream of the internal combustion engine is particularly advantageously not necessary, so that there is no additional pressure loss there.

Due to the flow of gaseous cooling medium onto the compressor, the two-phase area can be effectively used with improved heat absorption in the charge air. Furthermore, a reduction in the pressure requirements for components of the circulation system is achieved, since a pressure equalization can be generated in a coolant line via the evaporator of the refrigerant circuit.

Embodiments of the invention are explained in more detail below with reference to drawings.

• 1 schematisch ein Schaltbild einer Temperiervorrichtung zum Temperieren von Ladeluft für eine Verbrennungskraftmaschine,
• 2 ein Druck-Enthalpie-Diagramm mit einer Kennlinie eines Druck-Enthalpie-Verlaufs der Temperiervorrichtung gemäß 1 während eines Kühlbetriebs,
• 3 schematisch ein Schaltbild einer weiteren Temperiervorrichtung zum Temperieren von Ladeluft für eine Verbrennungskraftmaschine,
• 4 schematisch ein Ersatzschaltbild der Temperiervorrichtung gemäß 4 während eines Wärmepumpenbetriebs,
• 5 ein Druck-Enthalpie-Diagramm mit einer Kennlinie eines Druck-Enthalpie-Verlaufs der Temperiervorrichtung gemäß 4,
• 6 schematisch ein Schaltbild einer weiteren Temperiervorrichtung zum Temperieren von Ladeluft für eine Verbrennungskraftmaschine während eines Wärmepumpenbetriebs und
• 7 ein Druck-Enthalpie-Diagramm mit einer Kennlinie eines Druck-Enthalpie-Verlaufs der Temperiervorrichtung gemäß 6.

Show:

• 1 schematically a circuit diagram of a temperature control device for temperature control of charge air for an internal combustion engine,
• 2 a pressure-enthalpy diagram with a characteristic curve of a pressure-enthalpy profile of the temperature control device according to FIG 1 during cooling operation,
• 3 schematically a circuit diagram of a further temperature control device for temperature control of charge air for an internal combustion engine,
• 4th schematically an equivalent circuit diagram of the temperature control device according to 4th during heat pump operation,
• 5 a pressure-enthalpy diagram with a characteristic curve of a pressure-enthalpy profile of the temperature control device according to FIG 4th ,
• 6th schematically a circuit diagram of a further temperature control device for temperature control of charge air for an internal combustion engine during heat pump operation and
• 7th a pressure-enthalpy diagram with a characteristic curve of a pressure-enthalpy profile of the temperature control device according to FIG 6th .

Corresponding parts are provided with the same reference symbols in all figures.

In 1 is a circuit diagram of a possible embodiment of a temperature control device 1 for temperature control of charge air L. a turbocharger 2 for an internal combustion engine 3 shown.

It is known that to increase the efficiency of internal combustion engines 3 Parts of an exhaust energy via the turbocharger 2 to be recovered. With this power, air is generated before it enters the internal combustion engine 3 , ie the charge air L. , pre-compressed, whereby the density of the air increases and with the same volume a combustion chamber of the internal combustion engine 3 more oxygen can be supplied. Thus, a cubic capacity of the internal combustion engine 3 can be reduced at the same or higher power, whereby fuel consumption can be reduced. During the compression of the air, however, it heats up strongly. To ensure optimal combustion in the internal combustion engine 3 ensure, for example, to avoid so-called knocking in gasoline engines, and a temperature after the internal combustion engine 3 For reasons of component protection, the compressed charge air is restricted L. by means of the temperature control device 1 before entering the internal combustion engine 3 tempered, especially cooled.

The temperature control device 1 includes a cooling medium M. , in particular a refrigerant, leading circulatory system 4th with two circuit parts 4.1 , 4.2 .

In a first part of the cycle 4.1 is one with the cooling medium M. flowed through first heat exchanger 5 intended. By means of the first Heat exchanger 5 , for example a high temperature heat exchanger or high temperature evaporator, is heat Q between the cooling medium M. and the charge air L. transferable. Here is the first heat exchanger 5 on the input side with a conveyor 6th for conveying the cooling medium M. , for example a feed pump or a compressor, and on the output side with a pressure side 7.1 an ejector 7th fluidically coupled.

In a fluidically parallel to the first part of the circuit 4.1 switched second part of the circuit 4.2 is a second heat exchanger 8th intended. By means of the second heat exchanger 8th , for example a low temperature heat exchanger or low temperature evaporator, is heat Q between the cooling medium M. and the charge air L. transferable. Here is the second heat exchanger 8th On the inlet side with an expansion valve 9 and indirectly with a suction side on the outlet side 7.2 of the ejector 7th fluidically coupled.

That is, the first part of the cycle 4.1 and the second circuit part 4.2 open on the pressure side 7.1 or the suction side 7.2 of the ejector 7th in these and are thus connected to one another at this. Downstream of the ejector 7th are the two parts of the cycle 4.1 , 4.2 separated again.

This is where the ejector 7th operated for example according to a so-called Venturi principle, so that in the first part of the circuit 4.1 a greater fluid pressure of the cooling medium M. prevails than in the second part of the cycle 4.2 . Thus, in the second heat exchanger 8th the cooling medium M. with less pressure p (shown in 2 ) than in the first heat exchanger 5 . Because of the lower pressure p can the cooling medium M. in the second part of the cycle 4.2 and thus in the second heat exchanger 8th compared to the first heat exchanger 5 are more easily evaporated and have a lower temperature level. This provides a particularly efficient, step-by-step cooling of the charge air L. and thus a particularly efficient operation of the internal combustion engine 3 enables.

There is also the second heat exchanger 8th on the output side with a heat emission side 11.1 an integrated heat exchanger 11 fluidically coupled and the conveying device 6th is on the inlet side with a heat absorption side 11.2 of the integrated heat exchanger 11 fluidically coupled. In one possible embodiment, the integrated heat exchanger is omitted 11 .

In one operation of the temperature control device 1 occurs from the turbocharger 2 compressed charge air L. in the first heat exchanger 5 and is cooled there before it enters the internal combustion engine 3 is fed. The cooling medium M. , in particular a refrigerant, is in a further heat exchanger, in particular designed as a condenser 10 those of the charge air L. absorbed heat Q withdrawn and released into the ambient air, for example.

After exiting the further heat exchanger 10 divides the circulatory system 4th at a junction 12th in the two parts of the circuit 4.1 , 4.2 on. In the first part of the cycle 4.1 becomes part of the cooling medium M. by means of the heat absorption side 11.2 of the integrated heat exchanger 11 If this is present, cooled further and then by means of the conveyor device 6th to the first heat exchanger 5 promoted. Through the conveyor 6th experiences the cooling medium M. an increase in pressure compared to the additional heat exchanger 10 . In the first heat exchanger 5 takes the cooling medium M. the heat Q from the charge air L. on before it continues as a propellant mass flow to the ejector 7th flows. The charge air L. is determined by its maximum temperature when entering the first heat exchanger 5 cooled to a medium temperature level.

The charge air flows from there L. further into the second heat exchanger 8th the remaining heat to be dissipated Q the charge air L. to that in the second part of the cycle 4.2 guided cooling medium M. gives away. This can result in a relaxation of the cooling medium M. take place at temperatures below the ambient temperature. After the second part of the cycle 4.2 becomes the cooling medium M. in the direction of flow after the further heat exchanger 10 based on a pressure drop in the expansion valve, which can in particular be regulated 9 to a lower pressure and temperature level than on the third heat exchanger 10 relaxed. Then the cooling medium occurs M. into the second heat exchanger 8th and withdraws the charge air L. additional warmth Q . After that, the cooling medium M. by means of the heat emission side 11.1 of the integrated heat exchanger 11 If this is available, it is further heated, in particular overheated, by the ejector 7th sucked in and reunites with the cooling medium M. of the first part of the circulatory system 4.1 . A temperature level in the second heat exchanger 8th is via a throttling effect of the expansion valve 9 adjustable.

This control includes the expansion valve 9 a control unit 9.1 , which, for example, with at least one, in the flow direction immediately after an exit of the heat release side 11.1 of the integrated heat exchanger 11 arranged, not shown temperature sensor is data-coupled. The temperature of the overheated cooling medium is determined on the basis of signals from the temperature sensor M. in the direction of flow after the exit of the heat release side 11.1 determined. Depending on this temperature, its setpoint is a controlled variable for the expansion valve 9 the expansion valve is regulated 9 . This regulation takes place electrically and / or thermally, whereby it can be ensured by means of the regulation that the cooling medium M. in the integrated heat exchanger 11 completely overheated.

An achievable mass flow in combination with a desired temperature level is achieved via an adjustable suction power of the ejector 7th set. This forms the first part of the cycle 4.1 guided cooling medium M. after the first heat exchanger 5 a propellant mass flow and is used by coupling with the pressure side 7.1 of the ejector 7th as the drive source of the same. Depending on a condition of the cooling medium M. , for example as wet steam or superheated gas, a mass flow and absorbed heat Q there is a suction power of the ejector 7th a. The propellant mass flow is in a propulsion nozzle, not shown in detail, of the ejector 7th relaxes and enters the ejector at the speed of sound, for example 7th a. When it emerges from the motive nozzle, a negative pressure is created, which creates a mass flow of the cooling medium M. from the second heat exchanger 8th of the second part of the circuit 4.2 sucks in and therefore works as a jet pump. In the ejector 7th the propellant mass flow and the sucked in mass flow of the cooling medium combine M. and are before exiting the ejector 7th slowed down and relaxed to a desired pressure level.

2 shows a pressure-enthalpy diagram with a characteristic KL a pressure-enthalpy curve of the cooling medium M. inside the temperature control device 1 according to 1 during a cooling operation. There is a pressure here p of the cooling medium M. depending on the enthalpy H worn away.

The temperature control device runs during operation 1 in the circulatory system 4th a Clausius-Rankine cycle.

The cooling medium experiences this M. in the first part of the circulatory system 4.1 in the heat absorption side 11.2 of the integrated heat exchanger 11 an isobaric cooling, which is indicated in the pressure-enthalpy diagram by the points P5 and P1 is limited. This is then done, indicated by a between the points P1 and P2 located section of the characteristic KL , an adiabatic and isentropic compression of the cooling medium M. by the conveyor 6th , which is the cooling medium M. in the first heat exchanger 5 promotes. In the first heat exchanger 5 takes place, indicated by a between the points P2 and P3 located section of the characteristic KL , an isobaric heat supply, the cooling medium M. isothermally evaporated. Then the cooling medium M. to the print side 7.1 of the ejector 7th performed, with an adiabatic expansion of the cooling medium M. , indicated by one between the points P3 and P4 ' located section of the characteristic KL , he follows. This then takes place inside the ejector 7th , indicated by one between the points P4 ' and P4 located section of the characteristic KL , a first isobaric condensation of the cooling medium M. and then another isobaric condensation of the cooling medium M. in the third heat exchanger designed as a condenser 10 by cooling, indicated by one between the points P4 and P5 located section of the characteristic KL .

That is, the cooling medium M. is in the integrated heat exchanger 11 after the third heat exchanger 10 still further hypothermic, with hypothermia after the diversion 12th in front of the conveyor 6th he follows. Due to the reduced temperature in front of the conveyor 6th the cooling medium occurs M. with a lower temperature in the first heat exchanger 5 a. Due to the lower inlet temperature, the charge air can L. to a lower mean temperature after the first heat exchanger 5 be cooled down. That means it can have more heat Q in the first sub-stage in the first heat exchanger 5 from the charge air L. be withdrawn. In addition, the further subcooling makes the temperature control device 1 more robust with dynamic fluctuations in the charge air temperature and the mass flow of the cooling medium M. . Thus it is possible even if the heat dissipation in the first heat exchanger 5 is no longer sufficient by means of the integrated heat exchanger 11 In many operating states, however, a further cooling of the cooling medium M. and at least partially also a phase change of the cooling medium M. to ensure. Thus, one can face dynamic fluctuations that prevent the cooling medium M. in the third heat exchanger 10 is undercooled, a particularly robust cycle can be implemented.

In the second part of the cycle 4.2 experiences the cooling medium M. in the expansion valve 9 relaxation to a lower pressure and temperature level than on the third heat exchanger 10 , indicated by one between the points P5 and P6 located section of the characteristic KL . This then takes place in the second heat exchanger 8th , indicated by one between the points P6 and P6 ' located section of the characteristic KL , an isobaric heat supply and subsequent overheating of the cooling medium M. in the heat emission side 11.1 of the integrated heat exchanger 11 , indicated by one between the points P6 ' and P7 located section of the characteristic KL . In the ejector 7th becomes the cooling medium M. adiabatically and isentropically compressed and with the cooling medium M. of the first part of the circulatory system 4.1 merged, indicated by a between the points P7 and P4 located section of the characteristic KL . The isobaric condensation of the cooling medium then takes place M. in the further, designed as a condenser heat exchanger 10 by cooling, characterized by a between the points P4 and P5 located section of the characteristic KL .

The integration of the heat emission side 11.1 of the integrated heat exchanger 11 after the second heat exchanger 8th enables component protection for this as the cooling medium overheats M. only in the integrated heat exchanger 11 takes place. In addition, the integrated heat exchanger 11 further cooling capacity of the cooling medium at this point M. can be used, which in some operating states does not result in any further cooling of the charge air L. would be usable.

In 3 is a circuit diagram of another possible embodiment of a temperature control device 1 for temperature control of charge air L. a turbocharger 2 for an internal combustion engine 3 shown. 4th shows an equivalent circuit diagram of the temperature control device 1 according to 4th during heat pump operation and 5 a pressure-enthalpy diagram with a characteristic KL a pressure-enthalpy curve of the temperature control device 1 according to 4th .

In contrast to the in 1 The first embodiment shown is also an ejector 7th immediate, by means of a switching unit 13th , for example a valve, switchable bypass line 14th provided, which on the input side with an output of the first heat exchanger 5 and on the output side via the junction 12th indirectly with an input of the conveyor device 6th and an inlet of the expansion valve 9 is fluidically coupled. Inside the bypass line 14th is another expansion valve 15th arranged.

To immediately after a cold start of the internal combustion engine 3 rapid heating of a catalytic converter of the internal combustion engine 3 to achieve, the temperature control device 1 operated at least for a short time in a heat pump mode.

The ejector is used for this 7th by means of the switching unit 13th deactivated and the bypass line 14th is activated. The coolant flow is thus transferred to the further expansion valve 15th switched.

By interrupting the propellant mass flow in front of the ejector 7th becomes no cooling medium M. sucked in more of this, so that no mass flow through the second heat exchanger 8th can flow. Closing the expansion valve 9 in the low-pressure path is therefore to put the second heat exchanger out of operation 8th not mandatory.

The cooling medium M. becomes in the further expansion valve 15th relaxed to a temperature below ambient temperature. As a result, the environment in the third heat exchanger 10 warmth Q withdrawn, so that a steam portion and an internal energy of the cooling medium M. climb. The conveyor 6th creates a pressure increase, thereby reducing the cooling medium M. assumes a temperature above the ambient temperature. The thus heated cooling medium M. is then in the first heat exchanger 5 warmth Q withdrawn so that the through the first heat exchanger 5 flowing charge air L. warmed up.

The conveyor 6th works in this operating case in a border area in the two-phase area. Can the conveyor 6th promote a mass flow with a higher proportion of steam, there is also a coupling of heat into the charge air L. higher off.

Depending on the ambient temperature, the third heat exchanger can freeze up 10 come so that this operating state is only used for a short time during the cold start. As soon as a cooling of the charge air L. is required, hot cooling medium flows M. through the third heat exchanger 10 so that it is completely free of ice again.

In 6th is a circuit diagram of another possible embodiment of a temperature control device 1 for temperature control of charge air L. for an internal combustion engine 3 shown during heat pump operation.

In contrast to the in 3 illustrated embodiment is the circulatory system 4th with a refrigerant circuit 16 a vehicle air conditioning system fluidically coupled or can be coupled.

It also includes the circulatory system 4th not the integrated heat exchanger 11 . In a possible embodiment of the temperature control device, not shown in detail 1 can the integrated heat exchanger 11 but analogous to the one in 3 illustrated embodiment may be provided.

The refrigerant circuit 16 includes a compressor 17th and one the compressor 17th downstream capacitor 18th . The condenser 18th is a heat absorption side 19.1 an integrated heat exchanger 19th downstream, which in turn is a particularly controllable expansion valve 20th is downstream. The expansion valve 20th is a vaporizer 21 downstream and the evaporator 21 is a heat release side 19.2 of the integrated heat exchanger 19th downstream. The refrigerant circuit also includes 16 one to the vaporizer 21 via the heat emission side 19.2 of the integrated heat exchanger 19th indirectly downstream and the compressor 17th upstream switching unit 22nd , for example a switching valve. In the refrigerant circuit 16 will also the cooling medium M. , which is designed in particular as a refrigerant, out.

The switching unit 22nd of the refrigerant circuit 16 is fluidic with the branch 12th the circulatory system 4th coupled.

In the circulatory system 4th is between the conveyor 6th and the first heat exchanger 5 a coupling point 23 educated. It is also in the refrigerant circuit 16 between the compressor 17th and the capacitor 18th a coupling point 24 educated. The two coupling points 23 , 24 are fluidically coupled or can be coupled to one another.

Between the two coupling points 23 , 24 is a check valve 25th arranged.

Furthermore is between the conveyor 6th and the coupling point 23 the circulatory system 4th a check valve 26th arranged.

To improve the heating of the charge air L. compared to the in 3 illustrated embodiment of the temperature control device 1 to achieve in particular at low ambient temperatures, are in the heat pump operation of the circulatory system 4th the two coupling points 23 , 24 and by means of the switching unit 22nd the compressor 17th and the junction 12th fluidically coupled to one another. The switching unit locks 22nd the fluidic connection between an inlet of the compressor 17th and the heat release side 19.2 of the integrated heat exchanger 19th . So it is only part of the cycle K1 the temperature control device 1 active.

Will the compressor 17th activated, it is used as a delivery device for the gaseous cooling medium M. used. The switching unit 22nd prevents the refrigerant circuit from starting up 16 . In addition, the check valve avoids 26th a backflow of the cooling medium M. to the conveyor 6th in heat pump operation. The check valve 25th prevents the cooling medium from flowing back M. from the circulatory system 4th into the refrigerant circuit 16 in the cooling mode of the circulatory system 4th or the temperature control device 1 .

Since the heat pump operation is usually only activated at low ambient temperatures, when heat from the environment can effectively be used for heating, there is usually no air conditioning of the vehicle interior by means of the vehicle air conditioning system. Thus the compressor receives 17th further functionality without its actual function being impaired.

7th shows a pressure-enthalpy diagram with a characteristic KL a pressure-enthalpy curve of the temperature control device 1 according to 6th during heat pump operation.

Compared to the in 3 illustrated embodiment can be in heat pump operation due to the described interconnection of the circulatory system 4th with the refrigerant circuit 16 the two-phase area can be used significantly better.

The compressor 17th promotes gaseous cooling medium M. so that a significantly larger heat flow can be extracted from the environment. As a result, more heat is transferred to the charge air L. submitted.

The cooling medium M. is in the expansion valve 15th relaxed below the ambient temperature. Then in the third heat exchanger 10 the circulatory system 4th warmth Q taken from the environment and the cooling medium M. supplied, whereupon this is evaporated and overheated.

The compressor 17th conveys the overheated gaseous cooling medium M. to a higher pressure and temperature level at which the heat Q in the first heat exchanger 5 the circulatory system 4th to the charge air L. is delivered. This preheating of the charge air L. leads to an intensifying effect in the combustion chamber of the internal combustion engine 3 to a faster warming up of the catalytic converter. As the operating temperature is reached more quickly, pollutants can be neutralized more quickly and emissions from combustion are reduced.

Another effect of the interconnection of the circulatory system 4th with the refrigerant circuit 16 represents the larger volume in both circuits. The evaporator 21 of the refrigerant circuit 16 experiences a maximum of 75 ° C, so that the pressure of the cooling medium M. in the line is limited. If there are higher air temperatures in an engine compartment, e.g. B. during a so-called reheating by the internal combustion engine 3 after the vehicle has been parked, the temperature-dependent pressure of the cooling medium M. in the area of the evaporator 21 escape. This creates a pressure balance between the circulatory system 4th with the refrigerant circuit 16 enables. As a result, the components of the circulatory system 4th be dimensioned for a lower compressive strength.

List of reference symbols

1

Temperature control device

2

turbocharger

3

Internal combustion engine

4th

Circulatory system

4.1

Circulatory part

4.2

Circulatory part

5

Heat exchanger

6th

Conveyor

7th

Ejector

7.1

Print side

7.2

Suction side

8th

Heat exchanger

9

Expansion valve

9.1

Control unit

10

Heat exchanger

11

integrated heat exchanger

11.1

Heat release side

11.2

Heat absorption side

12th

Junction

13th

Switching unit

14th

Bypass line

15th

Expansion valve

16

Refrigerant circulation

17th

compressor

18th

capacitor

19th

integrated heat exchanger

19.1

Heat absorption side

19.2

Heat release side

20th

Expansion valve

21

Evaporator

22nd

Switching unit

23

Coupling point

24

Coupling point

25th

check valve

26th

check valve

H

Enthalpy

KL

curve

K1

Circulatory part

L.

Charge air

M.

Cooling medium

p

print

P1

Point

P2

Point

P3

Point

P4, P4 '

Point

P5

Point

P6, P6 '

Point

P7

Point

Q

warmth

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• DE 102016013926 A1 [0003]

Claims (8)

Temperature control device (1) for controlling the temperature of charge air (L) for an internal combustion engine (3) with a cooling medium (M) leading circuit system (4) with two circuit parts (4.1, 4.2), wherein - in a first circuit part (4.1) one with the Cooling medium (M) through which the first heat exchanger (5) can flow, by means of which heat (Q) can be transferred between the cooling medium (M) and the charge air (L), on the inlet side with a conveying device (6) for conveying the cooling medium (M) and on the outlet side with a The pressure side (7.1) of an ejector (7) is fluidically coupled, - in a second circuit part (4.2) connected fluidically parallel to the first circuit part (4.1), a second heat exchanger (8), by means of which heat (Q) between the cooling medium (M) and the charge air (L) is transferable, is fluidically coupled on the inlet side to an expansion valve (9) and on the outlet side to a suction side (7.2) of the ejector (7) and - in the flow direction to an outlet of the ejector (7) a third heat exchanger (10) through which the cooling medium (M) can flow is fluidly coupled to the ejector (7) and the circulatory system (4) in the flow direction immediately after the third heat exchanger (10) at a branch (12) into the first circulatory part ( 4.1) and the second circuit part (4.2), characterized in that - a bypass line (14) which bypasses the ejector (7) and can be switched by means of a switching unit (13), which on the input side connects to an output of the first heat exchanger (5) and on the output side at least indirectly is fluidically coupled to an input of the delivery device (6) and an input of the expansion valve (9), - a further expansion valve (15) is arranged within the bypass line (14) and - the circulatory system (4) with a refrigerant circuit (16) ) is fluidically coupled or can be coupled to a vehicle air conditioning system. Temperature control device (1) according to Claim 1 , characterized in that the refrigerant circuit (16) - a compressor (17), - a condenser (18) connected downstream of the compressor (17), - an expansion valve (20) connected at least indirectly downstream of the condenser (18), - an expansion valve ( 20) downstream evaporator (21), - comprises a switching unit (22) connected at least indirectly downstream of the evaporator (21) and upstream of the compressor (17). Temperature control device (1) according to Claim 2 , characterized by an integrated heat exchanger (19), - whose heat absorption side (19.1) is connected directly downstream of the condenser (18) and - whose heat output side (19.2) is connected directly downstream of the evaporator (21). Temperature control device (1) according to Claim 2 or 3 , characterized in that - the switching unit (22) of the refrigerant circuit (16) is fluidically coupled to the branch (12) of the circulatory system (4), - in the circulatory system (4) between the conveying device (6) and the first heat exchanger (5) a coupling point (23) is formed, - a coupling point (24) is formed in the refrigerant circuit (16) between the compressor (17) and the condenser (18) and - the two coupling points (23, 24) are fluidically coupled or can be coupled to one another. Temperature control device (1) according to Claim 4 , characterized in that a check valve (25) is arranged between the two coupling points (23, 24). Temperature control device (1) according to Claim 3 or 4th , characterized in that a check valve (26) is arranged between the conveying device (6) and the coupling point (23) of the circulatory system (4). Method for operating a temperature control device (1) according to one of the preceding claims, characterized in that in a heat pump operation of the temperature control device (1) in the circulation system (4) - the ejector (7) is deactivated by means of the switching unit (13), - the bypass line ( 14) is activated by means of the switching unit (13) and - the cooling medium (M) is expanded in the further expansion valve (15) and in the refrigerant circuit (16) - by means of the switching unit (22) a fluidic connection between the compressor (17) and the evaporator (21) is closed and - the compressor (17) is activated. Procedure according to Claim 7 , characterized in that the heat pump operation is carried out immediately after a cold start of the internal combustion engine (3).

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