EP1591285B1 - Klimaanlage für ein Kraftfahrzeug und damit ausgerüstetes Kraftfahrzeug - Google Patents

Klimaanlage für ein Kraftfahrzeug und damit ausgerüstetes Kraftfahrzeug Download PDF

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Publication number
EP1591285B1
EP1591285B1 EP05103484A EP05103484A EP1591285B1 EP 1591285 B1 EP1591285 B1 EP 1591285B1 EP 05103484 A EP05103484 A EP 05103484A EP 05103484 A EP05103484 A EP 05103484A EP 1591285 B1 EP1591285 B1 EP 1591285B1
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EP
European Patent Office
Prior art keywords
engine
vehicle
auxiliary
passenger compartment
air
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Application number
EP05103484A
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English (en)
French (fr)
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EP1591285A1 (de
Inventor
Eugenio Pippione
Domenico Bellero
Mauro Giovine
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Iveco SpA
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Iveco SpA
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Publication of EP1591285A1 publication Critical patent/EP1591285A1/de
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/165—Controlling of coolant flow the coolant being liquid by thermostatic control characterised by systems with two or more loops
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • F01P2005/105—Using two or more pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/08—Cabin heater
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/14—Condenser
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B63/00—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices
    • F02B63/04—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices for electric generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/02—Aiding engine start by thermal means, e.g. using lighted wicks
    • F02N19/04—Aiding engine start by thermal means, e.g. using lighted wicks by heating of fluids used in engines
    • F02N19/10—Aiding engine start by thermal means, e.g. using lighted wicks by heating of fluids used in engines by heating of engine coolants

Definitions

  • the present invention relates to an air-conditioning system for a vehicle, in particular for an industrial vehicle, that is capable of operating even when the engine is not running.
  • Air-conditioning systems for vehicles are known in the prior art, that comprise a refrigerant circuit provided with a compressor directly driven by the vehicle's engine. Examples of known systems are disclosed in the patent US 5 333 678 and in the patent application US 2003/034147 . However, such systems cannot operate when the engine is not running, as required in certain applications, such as in the case of industrial vehicles.
  • one such solution consists of using the cooling circuit to freeze a mass of liquid while the vehicle is running so that, when the vehicle is parked, said frozen mass melts and in doing so removes the heat from the passenger compartment.
  • drawbacks of this solution are the dimensions and additional weight involved.
  • Patent IT1308784 suggests providing a conventional air-conditioning system with an electric motor that drives the compressor of the refrigerant circuit, once this has been disconnected from the engine of the vehicle, when the latter is at a standstill, or an auxiliary compressor comprised in said circuit.
  • This system which has the advantage of being compact and integrated with the vehicle's normal air-conditioning system, has the disadvantage that the vehicle's batteries must be used to supply energy to the electric motor. This restricts the amount of power that is actually available for the air-conditioning system and may lead to inadequate cooling. Moreover, even when appropriately oversized batteries are used, the system can only be used for a limited period of time if the engine is not running and, in any case, there is always a risk of running the batteries down, with all the inconvenience that this entails. Therefore, the solutions described above are unsatisfactory and completely inadequate in case of vehicles that are required to stop (when air-conditioning is needed) for several hours, or perhaps even days.
  • the need is also felt for an air-conditioning system for the passenger compartment of an industrial vehicle capable of operating for long periods of time with the engine turned off without any of the drawbacks described above.
  • the system should preferably integrate as fully as possible with the air-conditioning system that is used when the vehicle is running. Ideally the system should also be capable of both cooling and heating the passenger compartment when the engine is not running, without any significant increase in the dimensions and complexity of the system.
  • the system also comprises a refrigerant circuit comprising a compressor, suitable for being driven by said main engine, a condenser, expansion means and an evaporator; an electric motor suitable for being powered by said generator.
  • Said main engine is preferably the engine used to drive the vehicle.
  • Said electric motor drives said compressor, or an auxiliary compressor that is also part of said refrigerant circuit.
  • Said auxiliary generator may be of any known type, for example a dynamo or an alternator, preferably an alternator.
  • the invention also relates to a vehicle equipped with a system as described above.
  • Figure 1 is a schematic view of the lay-out of an air-conditioning system according to a possible embodiment of this invention.
  • the system comprises a main internal combustion engine 1, which may be a diesel engine, and is the engine that drives the vehicle.
  • a main internal combustion engine 1 which may be a diesel engine, and is the engine that drives the vehicle.
  • the system according to the present invention comprises a generator unit 9, comprising an auxiliary engine 10, preferably an internal combustion engine.
  • the auxiliary engine runs on the same fuel as the main engine.
  • the generating set comprises an auxiliary electric generator 11, that may, according to a preferred embodiment, be an alternator.
  • Said auxiliary generator supplies power to the vehicle's various electrical systems, such as the electric motor 8 that drives a compressor 3, that is part of a refrigerant circuit 2, to cool down the passenger compartment, when the main engine 1 is not running and cannot drive the compressor 3.
  • the auxiliary engine 10 can thus be started when the main engine is not running and electricity or air-conditioning is required in the passenger compartment.
  • the auxiliary generator 11 is also suitable for recharging the batteries 12 of the vehicle and supplying energy to other users as necessary or desirable (means such as fans, to circulate the cooled or, as explained below, heated, to be circulated in the passenger compartment for conditioning it).
  • the auxiliary generator 11 generates current at the same voltage as that generated by generating units that are normally present in the vehicle, such as for example a main generator driven by the main engine 1 when the vehicle is running, as in conventional systems.
  • the system may, according to an embodiment of the invention, comprise a transformer 13, powered by the auxiliary generator, in order to supply current at a different voltage to that generated (for example 220 V) to devices that may be used in the vehicle, such as equipment that is often used inside the passenger compartment when the vehicle is parked.
  • the auxiliary generator may be installed in an appropriate position in the vehicle, for example to reduce to a minimum the length of the electric lines (generally indicated by means of the dotted lines 14) operating at the voltage being generated (usually low voltage, for example 12 or 24 V), and thus as close as possible to the electric motor 8, the batteries 12, and the transformer 13, consistently with other construction requirements.
  • the generator unit can be used, for example, with the main engine 1 turned off, to supply heat to the passenger compartment, by means of resistors, and/or by means of its own cooling system, as explained below. In that case, of course, no power is supplied to the electric motor 8, which can be disconnected by means of the appropriate means, such as switches. As usual, the passenger compartment can be heated while the vehicle is running by using the cooling system of the main engine.
  • the auxiliary engine 10 is preferably provided with cooling means that can comprise, for example, air or water. According to an embodiment of the invention, said cooling means can be used to heat the passenger compartment when required.
  • the auxiliary engine is air-cooled and the heat generated by the cooling system can be transferred into the passenger compartment, preferably via a specific heating circuit (usually a circuit through which water or a suitable heat exchange liquid can flow) generally referred to with the reference numeral 25, comprising a heater (usually a heat exchanger of the radiator type) 17 to heat the air to be circulated inside the passenger compartment if required.
  • a specific heating circuit usually a circuit through which water or a suitable heat exchange liquid can flow
  • a heater usually a heat exchanger of the radiator type
  • the heat may be transferred from the air to the cooling circuit of the auxiliary engine 10 to the circuit 15 by means of a heat exchanger 22, through which the cooling air flow is directed, said flow being generated by a specific device 24 (such as a fan).
  • Means 23 for regulating the amount of heat dissipated to the heat exchanger 22 may be foreseen.
  • said means may consist of a deflector 23 capable, depending on its position, of directing the air flow to the heat exchanger 22 (as illustrated) or diverting it to the outside so that it does not enter the heat exchanger 22 (dotted line). It may also be able to assume positions so as to regulate the flow, to control the amount of heat that is sent to the passenger compartment.
  • a series of suitably structured air ducts may complete the system, to conduct the air diverted by the deflector; said series of ducts may be implemented according to the specific requirements and expertise of the person skilled in the art.
  • Other methods of controlling the amount of heat dissipated into the air in the passenger compartment may also be conceived, such as the controlled switching off and switching on of the auxiliary engine 10, provided there are no requests by other devices.
  • the heating circuit 25 is connected to the cooling circuit 21 so that the two circuits share the heater 17 of the passenger compartment.
  • the heater may be connected alternatively to one of the two circuits by means of the appropriate means, such as the three-way valves 18 (that may be appropriately controlled solenoid valves).
  • the rest of the cooling circuit 21 may be of a known type, and comprise flow regulating means, liquid circulation means (pump), and a radiator, for the heat to be dissipated towards the outside.
  • the heating circuit 25 may preferably have its own liquid circulation means 26, such as a pump, or a pump may be incorporated in the shared part of the engine cooling circuit 21.
  • the circuits 25 and 21 are separate.
  • the heating circuit 21 thus has its own circulating means 26; the heater 17 is separate from the heater 17' of the cooling circuit 21, or these may be integrated in a single body, but with separate circuits on the liquid side.
  • an air-cooled auxiliary engine as described above, has some significant advantages.
  • the engine is simpler and more versatile and, given the dimensions involved in the specific case, it is more readily available on the market.
  • regulating the flow of heat to the passenger compartment, or to be dispersed, as described above is achieved much more easily than with a water-cooled auxiliary engine.
  • the heating circuit is easier to implement, since it is separate from the actual auxiliary engine and does not require a radiator to dissipate unused heat in correspondence the vehicle's radiator.
  • a water-cooled auxiliary engine is used.
  • the heating circuit 25' that is used to cool the auxiliary engine and, when required, to heat the passenger compartment, should preferably be separate from the cooling circuit 21 of the main engine; the heater 17 is separate from the heater 17' of the cooling circuit 21, or these may be integrated into a single body, but with separate circuits on the liquid side. Separating the circuits enables the temperature inside the passenger compartment to be controlled in an optimal and straightforward manner, to achieve trouble-free operation even during phases when simultaneous operation of the two circuits is desirable, such as immediately after starting the vehicle and the main engine. Moreover, there is a reduced risk of any possible interference between the two circuits, such as overheating, unbalanced circuits or malfunctioning, and maintenance operations, such as filling and emptying the circuits, are made easier.
  • the circuit 25' has liquid circulation means 26', and, preferably, a radiator 27. It must be possible to cool the auxiliary engine even when no heat is required inside the passenger compartment, or only a part of the heat is required. Connecting devices, such as the three-way valves 28, distribute the liquid circulating in the auxiliary engine between the heater 17 and the radiator 27, or exclude the flow of said liquid alternatively to one or the other, thus regulating the flow as required. It is evident that the flow may be regulated, if possible, by controlling the switching on and switching off of the auxiliary engine 10.
  • the generator unit 9, the auxiliary engine of which is anyway cooled powers an electric heater 17", for example via the line 14.
  • the auxiliary engine is preferably air-cooled, for the reasons described above.
  • the electric heater 17" is separate from the heater 17' of the cooling circuit 21, or these may be integrated in a single body.
  • the system may also be used to cool the passenger compartment when the vehicle is parked.
  • a refrigerant circuit of a known type, comprising a compressor 3, a condenser 4, connected to the outlet of the compressor 3, a refrigerant expansion device, such as a common expansion valve 5, an evaporator 6, connected to the compressor intake, to close the circuit.
  • a liquid refrigerant can flow through the circuit; the evaporator 6 is suitable to remove heat from the passenger compartment of the vehicle by evaporation of said liquid refrigerant.
  • the evaporator may cool the air in the passenger compartment, or a stream of air supplied to the passenger compartment, as in conventional systems.
  • the compressor 3 may be driven by the engine 1 by means of the transmission means 7.
  • Said transmission means are preferably disengageable, so that the compressor 3 can freely turn when the engine 1 is not running. They may comprise, for example, a belt drive connected to a pulley which can be coupled to a shaft of the compressor 3 by means of an electromagnetic clutch, as described in patent IT1308784 with reference to the diagram in figure 2 of said document, or they may be of any other known type.
  • the compressor 3 can be adapted to be driven by the electric motor 8.
  • the electric motor 8 can drive an auxiliary compressor (not illustrated), that may be included in the refrigerant circuit 2, for example in parallel with the compressor 3 (which in that case may be permanently connected to the main engine 1), for replacing the latter when the engine is turned off, in order to operate the refrigerant circuit, according to the diagram (appropriately modified) in figure 1 of patent IT1308784 .
  • an auxiliary compressor not illustrated
  • An advantage of the system described above is that, when the engine is turned off during vehicle stops, the passenger compartment can be both cooled or heated using the same heat exchange means (evaporator 6 and heat exchanger 17) that are used when the engine 1 is running, and as a consequence the system also uses the same air circulation systems that are normally present in the passenger compartment (fans, ducts, vents).
  • the system can advantageously be used to heat the passenger compartment by means of its cooling system, while at the same time generating electricity for the various devices. Moreover, a portion of the electric current can be used to heat the passenger compartment more quickly, for example by means of suitable resistors that may be set in the air circuits of the passenger compartment or by means of electric heaters, thus eliminating the drawback due to the typical slowness of conventional heating systems (heaters) that use the engine cooling circuit to transfer heat.
  • the system according to the present invention is a valid solution to the problem of air-conditioning in the passenger compartment of a vehicle, when the engine is not running during vehicle stops; unlike conventional systems it can also be used to cool the passenger compartment for an unlimited period of time, without running the vehicle batteries down, but using the same fuel that is used to drive the vehicle. It enables the integration of the winter and summer air-conditioning systems, without the use of heaters or other devices that take up additional space. Moreover, if suitably dimensioned it enables generating electricity for other users, also at the normal supply voltage, which is an advantage on long journeys during which the driver must sleep in the passenger compartment, which is a common occurrence in case of industrial vehicles.
  • a generator unit capable of generating 2.2 kW of electricity can be installed in an industrial vehicle.
  • approximately 1.5 can be used by the electric motor, to supply 1 kW of mechanical power to the compressor, in order to remove approximately 2 kW of heat from the passenger compartment, a result that is generally considered adequate, with the vehicle at a standstill.
  • the electric power that is not used by the electric motor can be used to charge the batteries and by other users, also at the voltage used by the normal distribution networks (for example lighting, televisions, microwave ovens...used in the passenger compartment).
  • the auxiliary engine is capable of supplying approximately 3 kW of heat via the cooling system.
  • the electric power that is generated and not used by other users, when the electric motor 8 is disconnected can be used, as described above, via the resistors, for heated blankets and other such devices.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Air-Conditioning For Vehicles (AREA)

Claims (16)

  1. Klimaanlage für ein Kraftfahrzeug, umfassend:
    - einen Hauptverbrennungsmotor (1);
    - eine Generatoreinheit (9), umfassend einen Hilfsverbrennungsmotor (10) und einen Hilfselektrogenerator (11), die geeignet sind, Strom zu erzeugen, um den Innenraum des Kraftfahrzeuges zu heizen, wobei der Hilfsmotor Luftgekühlt ist, dadurch gekennzeichnet, dass sie einen Heizkreislauf für eine Wärmetauscherflüssigkeit (25), der einen Heizer (17), der geeignet ist, den Innenraum zu heizen, und einen Wärmetauscher (22) umfasst, der geeignet ist, die Wärme von der Luft in dem Hilfsmotor-Kühlkreislauf aufzunehmen.
  2. System nach Anspruch 1, dadurch gekennzeichnet, dass es einen Kühlmittelkreislauf (2) umfasst, der einen Kompressor (3), der geeignet ist, durch den Hauptmotor angetrieben zu werden, einen Kondensator (4), Expansionsmittel (5) und einen Verdampfer (6) umfasst, und einen Elektromotor (8) umfasst, der durch die Generatoreinheit mit Strom versorgt wird.
  3. System nach Anspruch 1, dadurch gekennzeichnet, dass es ein Bauteil (23) umfasst, um die Wärmemenge, welche zu dem Wärmetauscher (22) übertragen wird, zu regulieren.
  4. System nach Anspruch 3, dadurch gekennzeichnet, dass das Bauteil ein Luftleitblech (23) ist.
  5. System nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass der Heizkreislauf mit einem Kühlkreislauf (21) des Hauptmotors verbunden ist, und dass der Heizer (17) für beide Kreisläufe gemeinsam ist.
  6. System nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass der Heizkreislauf von dem Kühlkreislauf (21) des Hauptmotors getrennt ist.
  7. System nach Anspruch 1, dadurch gekennzeichnet, dass es eine elektrische Heizung (17") umfasst, die geeignet ist, den Innenraum zu heizen, welche durch die Generatoreinheit mit Strom versorgt werden kann.
  8. System nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Hauptmotor verwendet wird, um das Kraftfahrzeug anzutreiben.
  9. System nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Hauptmotor und der Hilfsmotor mit dem gleichen Kraftstoff laufen.
  10. System nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Hauptmotor ein Dieselmotor ist.
  11. System nach Anspruch 2, dadurch gekennzeichnet, dass der Elektromotor geeignet ist, um den Kompressor anzutreiben.
  12. System nach einem der Ansprüche 1 bis 10, dadurch gekennzeichnet, dass der Elektromotor geeignet ist, um einen Hilfskompressor anzutreiben, welcher auch Teil des Kühlmittelkreislaufes ist.
  13. System nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Hilfsgenerator ein Wechselstromgenerator ist.
  14. System nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass es einen Transformator (13) umfasst.
  15. System nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Hilfsgenerator geeignet ist, um die Batterie (12) des Kraftfahrzeuges zu laden.
  16. Kraftfahrzeug, dadurch gekennzeichnet, dass es ein System nach einem der vorhergehenden Ansprüche umfasst.
EP05103484A 2004-04-30 2005-04-28 Klimaanlage für ein Kraftfahrzeug und damit ausgerüstetes Kraftfahrzeug Active EP1591285B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT000872A ITMI20040872A1 (it) 2004-04-30 2004-04-30 Impianto di climatizzazione per veicolo e veicolo dotato di tale impianto
ITMI20040872 2004-04-30

Publications (2)

Publication Number Publication Date
EP1591285A1 EP1591285A1 (de) 2005-11-02
EP1591285B1 true EP1591285B1 (de) 2010-11-03

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP05103484A Active EP1591285B1 (de) 2004-04-30 2005-04-28 Klimaanlage für ein Kraftfahrzeug und damit ausgerüstetes Kraftfahrzeug

Country Status (5)

Country Link
EP (1) EP1591285B1 (de)
AT (1) ATE486737T1 (de)
DE (1) DE602005024475D1 (de)
ES (1) ES2355633T3 (de)
IT (1) ITMI20040872A1 (de)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006048821A1 (de) * 2006-10-09 2008-04-10 Bitzer Kühlmaschinenbau Gmbh Kühlsystem
CN109747383A (zh) * 2019-01-29 2019-05-14 上海金鹏科技有限公司 冷热电联供系统及其方法

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3844130A (en) * 1973-07-09 1974-10-29 M Wahnish Automobile air conditioning system employing auxiliary prime motor
US4448157A (en) * 1982-03-08 1984-05-15 Eckstein Robert J Auxiliary power unit for vehicles
US4682649A (en) * 1986-06-02 1987-07-28 Greer J Rex Auxiliary air conditioning, heating and engine warming system for trucks
DE3843673C2 (de) * 1988-12-23 1998-02-26 Bayerische Motoren Werke Ag Stromversorgungsanlage für Personenkraftwagen
US5333678A (en) 1992-03-06 1994-08-02 Onan Corporation Auxiliary power unit
DE19703209C1 (de) * 1996-06-12 1998-07-16 Sadi Uz Standklimaanlage für Kraftfahrzeuge
DE19754430C2 (de) * 1997-12-08 2001-02-01 Daimler Chrysler Ag Kraftfahrzeugklimaanlage mit einem Kompressoraggregat
IT1308784B1 (it) 1999-07-02 2002-01-10 Iveco Fiat Impianto di condizionamento per un abitacolo di un autoveicolo.
US20030034147A1 (en) 2001-05-31 2003-02-20 Houck Glenn M. Apparatus which eliminates the need for idling by trucks
JP2003211950A (ja) * 2002-01-25 2003-07-30 Toshiba Kyaria Kk 車両用空気調和機

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Publication number Publication date
EP1591285A1 (de) 2005-11-02
ATE486737T1 (de) 2010-11-15
ITMI20040872A1 (it) 2004-07-30
ES2355633T3 (es) 2011-03-29
DE602005024475D1 (de) 2010-12-16

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