EP2744675A1 - Dispositif de chauffage/refroidissement et procédé permettant de faire fonctionner un dispositif de chauffage/de refroidissement - Google Patents

Dispositif de chauffage/refroidissement et procédé permettant de faire fonctionner un dispositif de chauffage/de refroidissement

Info

Publication number
EP2744675A1
EP2744675A1 EP12743360.5A EP12743360A EP2744675A1 EP 2744675 A1 EP2744675 A1 EP 2744675A1 EP 12743360 A EP12743360 A EP 12743360A EP 2744675 A1 EP2744675 A1 EP 2744675A1
Authority
EP
European Patent Office
Prior art keywords
heat exchanger
liquid
refrigerant circuit
heating
cooperates
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP12743360.5A
Other languages
German (de)
English (en)
Inventor
Tilo SCHÄFER
Stefan Schüssler
Uwe Becker
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Magna Powertrain Bad Homburg GmbH
Original Assignee
Magna Powertrain Bad Homburg GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from PCT/DE2011/001619 external-priority patent/WO2012075975A1/fr
Application filed by Magna Powertrain Bad Homburg GmbH filed Critical Magna Powertrain Bad Homburg GmbH
Publication of EP2744675A1 publication Critical patent/EP2744675A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H1/00899—Controlling the flow of liquid in a heat pump system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3228—Cooling devices using compression characterised by refrigerant circuit configurations
    • B60H1/32284—Cooling devices using compression characterised by refrigerant circuit configurations comprising two or more secondary circuits, e.g. at evaporator and condenser side
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H2001/00928—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices comprising a secondary circuit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H2001/00942—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices comprising a plurality of heat exchangers, e.g. for multi zone heating or cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H2001/00949—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices comprising additional heating/cooling sources, e.g. second evaporator

Definitions

  • the invention relates to a heating / cooling device according to the preamble of claim 1 and a method for operating a heating / cooling device according to the preamble of claim 7.
  • Heating / cooling devices and methods for their operation are known. Heating / cooling devices are used in particular in vehicles in order to bring the internal temperature of a passenger compartment to a comfortable level, preferably to regulate it to a predetermined temperature. In this case, a separate heating and a separate cooling device is typically provided, which are activated or deactivated separately from each other as needed.
  • the cooling device comprises a refrigerant circuit which comprises a compressor, a gas cooler, an evaporator and an expansion valve arranged between the gas cooler and the evaporator. In particular, in the gas cooler and the compressor heat is released, which is discharged in known devices as waste heat, without being used to heat the passenger compartment.
  • the object of the invention is therefore to provide a heating / cooling device for vehicles in which the possible heat sources and heat sinks of the vehicle, in particular of an electric vehicle, are connected in such a way that they can be optimally utilized, resulting in considerable synergy effects and energy savings can be realized.
  • a heating / cooling device is provided with the features of claim 1.
  • the gas cooler with a first liquid refrigerant circuit and the evaporator cooperates with a second liquid-refrigerant circuit, wherein an indoor heat exchanger is the first or the second liquid-refrigerant circuit can be assigned, and wherein an outside air heat exchanger can be assigned to the first or the second liquid coolant circuit. Due to the fact that the two heat exchangers can each be assigned to the first or the second liquid coolant circuit, the various heat sources and heat sinks of the vehicle can be connected to one another and therefore optima! available.
  • a heating / cooling device is preferred in which, in a heating mode, the first liquid-refrigerant circuit interacts with the interior heat exchanger and the second liquid-refrigerant circuit interacts with the outside air heat exchanger.
  • the outdoor air heat exchanger is used as a heat source for heating operation. He is thus deprived of heat.
  • the first liquid refrigerant circuit preferably cooperates with both the indoor heat exchanger and the outdoor air heat exchanger.
  • the outdoor air heat exchanger is connected as a heat sink and can be de-iced.
  • the first liquid-coolant circuit preferably interacts with the outside-air heat exchanger and the second liquid-coolant circuit with the interior heat exchanger.
  • the evaporator can then be used as a heat sink to cool the interior.
  • the first liquid-refrigerant circuit cooperates with a valve device, by means of which the liquid coolant can be supplied to the interior heat exchanger, the outside air heat exchanger or both, depending on the operating mode.
  • the second liquid-coolant circuit preferably cooperates with a valve device, by means of which the liquid coolant can be supplied to the outside air heat exchanger, the interior heat exchanger or none of the heat exchangers, depending on the operating mode.
  • the compressor In the heating mode and in the cooling mode, the compressor is preferably associated with the liquid coolant circuit which cooperates with the outside air heat exchanger. As a result, in particular during cooling operation, its operating heat can be dissipated. In heating operation, the waste heat of the compressor is preferably included in the heating power supplied to the indoor heat exchanger.
  • a heating / cooling device is also preferred, in which the first or the second liquid-coolant circuit cooperates with a third liquid-coolant circuit. This serves for Temperature control of an electrical storage element. This can be an accumulator and / or a battery, in particular for supplying an electrical drive of the vehicle with electrical power. Since the electrical storage element reacts very sensitively to temperature changes, it makes sense to temper it or to keep its temperature as constant as possible in an optimum range.
  • a heating / cooling device is preferred in which an electric motor of the vehicle can be assigned to the first or the second liquid-coolant circuit, so that it acts in particular as a heat source or possibly as a heat sink.
  • the electric motor is therefore preferably included as a heat-releasing or optionally also heat-absorbing element in the temperature budget of the heating / cooling device.
  • a heating / cooling device is also preferred, in which the interior heat exchanger has a first interior heat exchanger element and a second interior heat exchanger element. In this case, the first heat exchanger element in the heating mode and in a dehumidifying operation is assigned to the first liquid-coolant circuit and accordingly cooperates therewith. In the cooling mode, the first indoor heat exchanger element does not cooperate with any of the liquid-refrigerant circuits.
  • the second indoor heat exchanger element cooperates in the dehumidifying operation and in the cooling operation with the second liquid-refrigerant circuit. In the heating operation, the second indoor heat exchanger element does not cooperate with any of the liquid-refrigerant circuits.
  • the division of the interior heat exchanger in a first and a second Interior heat exchanger element mainly serves to be able to realize a dehumidifying operation. In this mode, air flowing into the passenger cabin from outside via the indoor heat exchanger is dehumidified by cooling through the second indoor heat exchanger member and then heated by the first indoor heat exchanger member.
  • the second interior heat exchanger element is preferably arranged in front of the first interior heat exchanger element, so that the inflowing air is first dehumidified and then heated.
  • This function is useful, especially in the cold season, to ensure efficient de-icing of the windscreen or an efficient protection against fogging of the windows, in particular the windscreen. It can be seen that, in the dehumidifying operation, both interior heat exchanger elements are active: the incoming air is cooled and thereby dehumidified by the cold liquid coolant of the second liquid coolant circuit flowing in the second interior heat exchanger element it is heated by the hot fluid coolant of the first fluid coolant circuit flowing in the first indoor heat exchanger element.
  • the functions of heating in heating mode on the one hand and cooling in cooling mode are divided between the two interior heat exchanger elements.
  • the pure heating mode only the first interior heat exchanger element of liquid coolant is flowed through by interacting with the first liquid coolant circuit.
  • the second indoor heat exchanger element is while inactive.
  • cooling mode by contrast, only the second interior heat exchanger element of liquid coolant flows through, wherein it interacts with the second liquid coolant circuit.
  • the first indoor heat exchanger element is then inactive.
  • the indoor heat exchanger is associated with both the first and second fluid coolant circuits.
  • the outside air heat exchanger is assigned to the second liquid coolant circuit in the dehumidifying operation.
  • a heating / cooling device is preferred, in which by the valve means, which cooperates with the second liquid-refrigerant circuit, liquid coolant in the dehumidifying operation, both the outside air heat exchanger and the indoor heat exchanger can be fed.
  • the liquid coolant can be supplied to the second interior heat exchanger element.
  • Both the outdoor air heat exchanger and the second interior heat exchanger element act as a heat source, so they heat is absorbed and supplied to the second liquid-refrigerant circuit and thus ultimately the refrigerant circuit.
  • the incoming air in the interior of the vehicle during dehumidification removed heat is supplied via the second indoor heat exchanger element and the second refrigerant circuit to the refrigerant circuit, where they ultimately fed via the gas cooler in turn the first liquid-refrigerant circuit is so that it is available for heating the incoming air in the first indoor heat exchanger element.
  • the heating / cooling device is therefore particularly effective and economical, because the extracted during dehumidification of the incoming air heat not discharged, but ultimately used for heating the interior.
  • the object of the invention is also to provide a method for operating a heating / cooling device according to one of claims 1 to 6, by which existing in the vehicle heat sources and heat sinks are interconnected so that they can be used optimally.
  • the outside air heat exchanger is assigned to the second liquid-refrigerant circuit as a heat source. This can - as already described - ice. Therefore, in a defrosting operation, the outside air heat exchanger is assigned to the first liquid refrigerant circuit as a heat sink. This makes it possible to defrost the outdoor air heat exchanger. In a cooling mode, the outdoor air heat exchanger is assigned to the first liquid-refrigerant circuit as a heat sink. In this way, in particular, the heat released in the gas cooler can be dissipated.
  • a method is preferred in which, in the defrosting operation, the electric motor is assigned to the second liquid-coolant circuit as the heat source.
  • the waste heat of the electric motor is then available and is included in the heating power supplied to the indoor heat exchanger.
  • the heating / cooling device is switched to the de-icing mode when icing of the outdoor air heat exchanger is detected. This is preferably detected by detecting a decrease in its capacity as a heat source.
  • an icing of the outdoor air heat exchanger is determined as follows:
  • the outdoor air heat exchanger cooperates with the second liquid refrigerant circuit as a heat source.
  • a first temporal temperature gradient is detected.
  • An alternative heat source preferably the electric motor, cooperates with the second liquid coolant circuit.
  • a second temporal temperature gradient is recorded.
  • the detected temperature gradients are compared, and icing of the outdoor air heat exchanger is detected when the first temperature gradient is steeper than the second temperature gradient.
  • the steeper course of the first gradient indicates that when the outdoor air heat exchanger is used as the heat source, the measured temperature drops faster because heat can not be absorbed quickly enough from the environment due to the insulating ice layer.
  • the de-icing operation is switched when the corresponding steeper gradient is detected.
  • measuring sensors which are used anyway for controlling the heating / cooling device. These may be associated with the liquid-refrigerant circuit or the refrigerant circuit.
  • measuring probes which are provided relatively close, preferably directly to the two heat sources investigated. As a result, their behavior can be determined very accurately.
  • the sensors are attached directly to the heat sources, it is possible to use both gradients, preferably simultaneously or parallel to one another, ie For example, temporally overlapping - to capture, while both heat sources are associated with the second liquid-refrigerant circuit.
  • At least the outside air heat exchanger is taken out of the second liquid refrigerant circuit when the temperature gradient of the alternative heat source is detected.
  • the gradients are then measured successively.
  • only that heat source is assigned to the second liquid-coolant circuit for which the temperature gradient is currently being measured. It is thus possible to measure the first and second temperature gradients successively or simultaneously or in parallel, for example overlapping in time.
  • a method is preferred in which icing of the outside air heat exchanger is determined by at least one sensor, preferably an optical sensor.
  • the optical sensor is arranged so that it can detect an ice layer on the outside air heat exchanger immediately.
  • the sensor may be provided alternatively or in addition to an evaluation of the temperature gradient.
  • a method is preferred, which is characterized in that in a dehumidifying operation, a first interior heat exchanger element of the indoor heat exchanger is assigned to the first liquid-refrigerant circuit as a heat sink, wherein at the same time a second interior heat exchanger element of the interior Heat exchanger is assigned to the second liquid coolant circuit as a heat source.
  • air flowing into the interior of the motor vehicle via the interior heat exchanger can first be used with the aid of the second air intake. cooled and thus dehumidified, wherein it is then heated by means of the first indoor heat exchanger element.
  • the heat taken from the incoming air in the second interior heat exchanger element and in particular the heat of condensation of the moisture removed from the air is the second liquid coolant circuit and thus ultimately fed via the evaporator to the refrigerant circuit, it is then in the gas cooler first liquid refrigerant circuit, where it is used via the first indoor heat exchanger element for heating the air flowing into the interior space.
  • the method enables a particularly efficient, energy-saving operation of the heating / cooling device.
  • Figure 1 is a schematic representation of the liquid-refrigerant circuits of an embodiment of a heating / cooling device in a first operating state
  • Figure 2 shows the embodiment of Figure 1 in a second
  • Figure 3 shows the embodiment of Figure 1 in a third
  • FIG. 4 shows the exemplary embodiment according to FIG. 1 in a fourth operating state
  • Figure 5 shows the embodiment of Figure 1 in a fifth
  • Figure 6 is a schematic representation of the liquid-refrigerant circuits of another embodiment of a heating / cooling device in a sixth operating state, and
  • FIG. 7 shows the embodiment of Figure 5 in the third
  • FIG. 1 shows a schematic representation of the liquid coolant circuits of an embodiment of a heating / cooling device in an operating condition in which the interior of a motor vehicle is heated and preferably an electrical storage element is cooled.
  • the refrigerant circuit of the cooling device encompassed by the heating / cooling device.
  • This comprises a compressor 3, a gas cooler 5 and an evaporator 7, wherein between the gas cooler 5 and the evaporator 7, an expansion valve is arranged.
  • the refrigerant used is preferably carbon dioxide or another common refrigerant.
  • the refrigerant circuit preferably has an internal heat exchanger in which refrigerant is present under heat exchange. is conducted in countercurrent, preferably, with cold refrigerant from the evaporator 7 to the compressor 3 and at the same time warm refrigerant flows from the gas cooler 5 to the expansion valve. These refrigerant flows exchange heat with each other, so that the refrigerant flowing from the evaporator 7 to the compressor 3 receives heat from the refrigerant flowing from the gas cooler 5 to the expansion valve. This increases in a conventional manner the efficiency of the heating / cooling device.
  • the liquid-coolant circuits shown in FIG. 1 preferably comprise water and glycol, in particular a water-glycol mixture, as the liquid coolant.
  • Other liquid coolants are possible.
  • the gas cooler 5 interacts with a first liquid-refrigerant circuit 9 shown here in a high-dashed line, and the evaporator 7 cooperates with a second liquid-refrigerant circuit 11 illustrated here in dot-dash lines.
  • the heating / cooling device comprises an interior heat exchanger 17, preferably flowed through by air, which can be assigned to the first or the second liquid-coolant circuit 9, 11. It also comprises a preferably flowed through by air outside air heat exchanger 19, which is also the first or the second liquid-refrigerant circuit 9, 1 1 can be assigned.
  • a valve device which cooperates with the first liquid coolant circuit 9 such that the liquid coolant can be supplied to the indoor heat exchanger 17, the outdoor air heat exchanger 19 or both, depending on the operating mode.
  • a valve device is provided which cooperates with the second liquid coolant circuit 11 so that the liquid coolant can be supplied to the outside air heat exchanger 19, the interior heat exchanger 17 or none of the heat exchangers, depending on the operating mode.
  • valve device or the valve devices preferably comprise at least one valve, more preferably a plurality of valves.
  • various switching and switching valves are provided, which together form a valve device which provides the described functionality.
  • the number and type as well as the arrangement of the valves may vary. It is essential that the functionality explained in connection with the present exemplary embodiment is ensured.
  • the refrigerant is compressed in the compressor 3, whereby it heats up strongly. It reaches the gas cooler 5, where it gives off a large part of the heat absorbed in the compressor 3 to the liquid coolant.
  • an intermediate heat exchanger is arranged behind the gas cooler, where the refrigerant gives off heat to refrigerant flowing back to the compressor 3. From there, the compressed and pre-cooled refrigerant reaches an expansion valve, where it is released. It cools down strongly. It continues to flow to the evaporator 7, where it receives heat from the liquid coolant. From there, it preferably flows via the intermediate heat exchanger, where it receives additional heat from the refrigerant coming from the gas cooler 5, back to the compressor 3.
  • an expansion tank or tank for the refrigerant is provided behind the evaporator.
  • the fluid flowing to the pump 13 has absorbed heat from the hot, compressed refrigerant. Therefore, the hottest point of the heating / cooling device is quasi - seen in the flow direction - behind the gas cooler 5 and in front of the pump 13. From this, the liquid coolant is conveyed to a switching valve 21, which - like all the switching valves mentioned below - a Unmarked connection and two connections, one of which is marked A and the other B. In heating mode, the connection between the not marked connection and the connection marked A is enabled, while the connection B is blocked.
  • two switching states can be realized in the switching valves, wherein one of the marked terminals is connected to the non-identified terminal in the switching states, while the third terminal is blocked. At least with some switching valves, it is preferably possible also to connect the terminals marked A and B, while the unmarked connection is blocked. These valves then have three switching states. It can also be provided, at least for some valves, that all connections can be blocked.
  • the liquid coolant passes from the switching valve 21 to the indoor heat exchanger 17, where it at least partially transfers its heat to the passenger compartment, preferably to an air stream flowing to the passenger compartment. It continues to flow to a switching valve 23, the unmarked terminal is connected to the terminal A. The connection marked B is disabled. The liquid refrigerant therefore flows from the valve 23 back to the gas cooler 5, where it in turn receives heat from the compressed, hot refrigerant.
  • the liquid coolant in the second liquid coolant circuit 11 flows from the evaporator 7 via the pump 15 to a switching valve 25. It has given off heat in the evaporator 7 to the expanded, cold refrigerant. The coldest point of the heating / cooling device is therefore quasi - seen in the flow direction - behind the evaporator 7 and in front of the pump 5.
  • the unmarked terminal is connected to terminal A while terminal B is off.
  • the liquid coolant therefore continues to flow to a change-over valve 27 whose port A is connected to the unlabeled port while port B is locked. From there, the liquid coolant flows through the outside air heat exchanger 19 to a switching valve 29. Since the liquid coolant is colder here than an outside temperature, it absorbs heat in the outside air heat exchanger 19 from the environment. This therefore acts as a heat source.
  • the unmarked connection of the switching valve 29 is connected to the terminal A.
  • the liquid coolant continues to flow to a node a, where it is preferably divided into a liquid cooling jacket of an electric motor 31 and / or a control device 33, which serves to drive the electric motor 31.
  • the liquid coolant may flow only to the electric motor 31 or only to the controller 33.
  • the control device 33 is preferably designed as a pulse inverter (inverter).
  • the liquid coolant preferably absorbs waste heat from the electric motor 31 and / or the control device 33, these elements therefore acting as heat sources in the illustrated operating state.
  • the electric motor 31 and the control device 33 with respect to the liquid-refrigerant flow not - as shown in Figure 1 - parallel, but in series, that are arranged one behind the other.
  • the controller 33 is provided upstream of the electric motor 31;
  • the liquid coolant therefore preferably flows first through the liquid cooling jacket of the control device 33 and then through the electric motor 31.
  • the preferably divided streams of liquid coolant are brought together again. From there, this flows to a liquid cooling jacket of the compressor 3, which also acts as a heat source, so that the liquid coolant absorbs its waste heat. It then arrives at a change-over valve 35 whose connection A is connected to the connection not marked, while the connection B is blocked. From there, the coolant flows back to the evaporator. 7
  • the cold liquid refrigerant coming from the evaporator 7 absorbs ambient heat in the outside air heat exchanger 19 during heating operation.
  • the coolant is supplied to the evaporator 7 again, where it gives off heat to the refrigerant of the refrigerant circuit, not shown.
  • This passes correspondingly preheated to the compressor 3. It has therefore absorbed heat that has been withdrawn from the environment by the outdoor air heat exchanger 19.
  • the refrigerant is further heated in the compressor 3 and supplied to the gas cooler 5, where it delivers at least a portion of its heat to the liquid coolant in the first liquid coolant circuit 9.
  • the heat extracted from the environment by the outside air heat exchanger 19 is therefore ultimately also available to the interior heat exchanger 17 for heating the interior space.
  • the heating / cooling device realizes a heat pump, which promotes heat from the comparatively cool outside air heat exchanger 19 to the comparatively warm interior heat exchanger 17 by supplying mechanical work in the compressor 3. Since the outside air heat exchanger 19 heat is removed, especially in the cold season by moisture, rain water, water spray, snow or other sources of moisture on the surface of an ice layer. This increasingly acts as an insulating layer, so that the outdoor air heat exchanger 19 can no longer function efficiently as a heat source. Therefore, a defrosting operation is preferably provided to remove the ice sheet from the outdoor air heat exchanger 19. This will be explained in connection with FIG.
  • a third liquid-refrigerant circuit 37 is shown in small scale liert, which cooperates either with the first or the second liquid-refrigerant circuit 9, 11 to temper an electrical storage element 39.
  • the electrical storage element 39 is cooled.
  • a change-over valve 41 is provided, the terminal A of which is connected to the unmarked terminal, while the terminal B is blocked. Therefore, cold liquid refrigerant is branched off from the liquid-refrigerant circuit 1 1 in a node c and supplied to the third liquid-refrigerant circuit 37. It passes from there to a controllable valve 43, which is controlled by a controller 45.
  • a temperature sensor 47 which detects the temperature in an inner liquid-refrigerant circuit, which flows around the electrical storage medium 39.
  • This is formed by a bypass 49, in which a pump 51 is provided, which promotes the emerging from the electric storage element 39 liquid coolant back to a coolant inlet preferably a liquid cooling jacket of the electrical storage element 39.
  • a switching valve 53 Downstream of the electrical storage element 39 and also downstream of a branch of the bypass 49, a switching valve 53 is provided, the unmarked terminal is connected in the illustrated operating state to the terminal A, while the terminal B is locked. From there, the liquid coolant reaches a node d, where it is again supplied to the second liquid-refrigerant circuit 1 1 and flows back to the evaporator 7.
  • the regulator 45 controls the variable valve 43 so that a liquid-refrigerant amount is supplied to the liquid refrigerant circulated by the pump 51 through the bypass 49, which is capable of substantially increasing the temperature in the inner circuit at a predetermined value hold.
  • the pump 51 is preferably always in operation and keeps the inner circuit running. Since the liquid coolant is substantially incompressible, preferably from the switching valve 53, an amount of the same, which corresponds to the amount supplied via the valve 43.
  • the controller 45 also controls the switching valve 53, so that the outflowing from the inner circuit liquid-refrigerant amount is regulated. In this case, it is particularly effectively possible to keep the temperature in the inner circuit constant.
  • the switching valve 53 is switched depending on the operating mode of the heating-cooling device and not regulated.
  • the outdoor air heat exchanger 19 ices under certain conditions when he as a heat source in the Heating operation of the heating / cooling device is included.
  • the heating / cooling device preferably switches over to a defrosting operation.
  • FIG. 2 shows a schematic representation of the liquid coolant circuits of the embodiment of the heating / cooling device according to Figure 1 in the deicing operation. Identical and functionally identical elements are provided with the same reference numerals, so that reference is made to the preceding description. For the sake of simplicity, only the features deviating from the operating state according to FIG. 1 will be addressed below.
  • the port A is locked, while the unmarked port is connected to the port B.
  • the warm liquid coolant flowing in from the gas cooler 5 via the interior heat exchanger 17 in the first liquid coolant circuit 9 is therefore not directed by the changeover valve 23 back to the gas cooler 5 but to the changeover valve 27. From there it flows through the outside air heat exchanger 19 to the switching valve 29. Its port A is blocked and the port B is connected to the unmarked port. The liquid coolant can thus flow back from the switching valve 29 to the gas cooler 5.
  • the port A is blocked and the port B is connected to the port not marked. Therefore, no cold liquid coolant of the second liquid-refrigerant circuit 1 1 from the evaporator 7 to the outside air Pass heat exchanger 19. Instead, the liquid coolant flows directly from the switching valve 25 to the node a.
  • the outdoor air heat exchanger 19 is assigned to the first liquid coolant circuit 9 as a heat sink in the defrost mode. It is de-iced by the warm liquid coolant.
  • the second liquid coolant circuit 1 1 must be assigned or assigned an alternative heat source accordingly.
  • This is preferably the electric motor 31.
  • the control device 33 is preferably also included as a heat source in the second liquid-coolant circuit 11.
  • the compressor 3 is a heat source.
  • the following can be seen: If the vehicle is standing or driving slowly, there is a comparatively low risk of icing on the outside air heat exchanger 19, because at least a small amount of spray water can reach its surface. In this case, therefore, the outdoor air heat exchanger 19 in the heating mode can be readily included as a heat source in the second liquid-refrigerant circuit 1 1. On the other hand, if the vehicle drives quickly, there is an increased risk of icing, so that it may be necessary to switch to the de-icing mode. At the same time, high power is required by the electric motor 31, so that correspondingly large losses occur in the form of waste heat. Therefore, it can be easily incorporated as a heat source in the second liquid-refrigerant circuit 1 1.
  • the electric motor 31 is cooled while it is deprived of heat. Its temperature drops only slightly, because it has a very high heat capacity. In particular, it preferably comprises a liquid-cooling jacket with a large volume. The electric motor 31 does not have to have a high temperature in order to operate efficiently. Its efficiency is high even at low temperature. Overall, therefore, there are no concerns in any operating state to include the electric motor 31 as a heat source in the second coolant circuit 11.
  • the electric motor 31 is associated with the second liquid coolant circuit 1 1 as a heat source both in heating mode and in the defrost mode.
  • the defrost mode only the outside air heat exchanger 19 is taken out of the liquid-refrigerant circuit 11 as an additional heat source and assigned to the first liquid-refrigerant circuit 9 as a heat sink.
  • This procedure is readily encompassed by the formulation that the electric motor 31 and / or an alternative heat source is assigned to the second liquid-coolant circuit 11.
  • the alternative heat source does not necessarily have to be reassigned to the second liquid coolant circuit 11, but rather the formulation comprises an embodiment in which the alternative heat source remains associated with the circuit.
  • a sensor that can directly detect icing of the outdoor air heat exchanger 19.
  • an optical sensor is used.
  • icing of the outdoor air heat exchanger 19 is preferably detected alternatively or additionally via a decrease in its capacity as a heat source.
  • the outside air heat exchanger 19 cooperates with the second liquid coolant circuit 1 1 as a heat source. In doing so, a first temporal temperature gradient is detected.
  • the outside air heat exchanger 19 is removed from the second liquid coolant circuit 1 1 after a preferably predetermined measurement time, and it is detected a second temporal temperature gradient, wherein an alternative heat source, preferably the electric motor 31, with the second liquid-refrigerant circuit 1 1 cooperates.
  • the alternative heat source is either assigned to the second liquid-coolant circuit 11 or remains assigned to it. Again, preferably after a predetermined measuring time, the temperature gradients thus detected are compared with each other.
  • the heat source cooperates with the second liquid-coolant circuit 1, for which a temperature gradient is to be detected.
  • the heat sources are preferably assigned to the circuit prior to the measurement of the corresponding temperature gradient and optionally removed from the circuit after the measurement. The temperature gradients are then measured successively.
  • at least the alternative heat source for example the electric motor 31, to be used during the detection. Solution of both temperature gradients with the liquid coolant circuit 1 cooperates.
  • sensors are used to detect the temperature gradient, which are already included in the heating / cooling device.
  • This can be, for example, a temperature sensor in the passenger compartment.
  • temperature sensors directly on the outside air heat exchanger 19 and the alternative heat source, preferably the electric motor 31.
  • the method can already be switched during the detection of the second temperature gradient in the de-icing.
  • the outside air heat exchanger 19 is thus already assigned to the first liquid-refrigerant circuit 9, while the temperature gradient for the alternative heat source is detected. After comparing the temperature gradients, either the de-icing operation can then be continued or aborted.
  • the electric motor 31 Due to its high heat capacity, the electric motor 31 typically exhibits a slightly steep temperature gradient, that is to say that its temperature during use as a heat source drops only slowly over time.
  • the course of the temperature gradient of the outdoor air heat exchanger 19 is dependent on its degree of icing. The thicker the insulating ice layer is formed, the more less heat can be supplied per unit time from the outside of the outdoor air heat exchanger 19. Accordingly, its temperature during use as a heat source decreases more rapidly the more the icing has progressed. Therefore, icing of the outdoor air heat exchanger 19 can be detected if its temperature gradient is steeper than the temperature gradient of the alternative heat source or the electric motor 31. In this case, the system switches to the de-icing mode.
  • the same method can be used to determine a sufficient defrosting of the outdoor air heat exchanger 19, except that this can be switched from the defrosting operation back to the heating mode when the temperature gradient of the outdoor air heat exchanger 19 is less steep than the temperature gradient of the alternative heat source or of the electric motor 31.
  • both the interior heat exchanger 17 and the outside air heat exchanger 19 are assigned to the first liquid coolant circuit 9 as heat sinks. So it can also heated the passenger compartment and the outdoor air heat exchanger 19 are de-iced. Since the defrosting the second liquid-refrigerant circuit 1 1 a alternative heat source, preferably the electric motor 31, is available, does not reduce the power available for heating the passenger compartment available. The de-icing can thus take place without negatively affecting the occupants of the vehicle.
  • FIG 3 shows a schematic representation of the liquid coolant circuits of the embodiment of the heating / cooling device in the cooling mode. Identical and functionally identical elements are provided with the same reference symbols, so that reference is made to the preceding description. Also in this case, only the differences that result in comparison to the operating mode shown in Figure 1 will be described.
  • the unmarked connection is connected to the connection B during cooling operation, while the connection A is blocked.
  • the liquid coolant is thus conveyed by the pump 13 from the gas cooler 5 to the switching valve 35, whose terminal B is connected to the unmarked terminal. Port A is blocked.
  • the hot, coming from the gas cooler 5 liquid coolant of the first liquid-refrigerant circuit 9 enters the liquid cooling jacket of the compressor 3 and flows from this further via the node b to the liquid cooling jacket of the electric motor 31 and preferably also In the node a, the flows preferably reconnect, and the liquid coolant flows through the valve 29 whose port B is blocked while the port A is connected to the unmarked port, to the outside air. From there it reaches the switching valve 27, whose connection B is connected to the unmarked port while port A is disabled. It therefore flows back to the gas cooler 5.
  • the outside air heat exchanger 19 is included here as a heat sink in the first liquid coolant circuit 9.
  • hot liquid coolant also absorbs the waste heat of the compressor 3.
  • the liquid coolant in the outside air heat exchanger 19 at least partially releases the absorbed heat to the environment before it flows back to the gas cooler 5.
  • the compressor 3 is assigned to the liquid-coolant circuit 9, 11, which cooperates with the outside-air heat exchanger 19, both in the heating mode and in the cooling mode.
  • the operating heat of the compressor 3, insofar as it is not included in the heating power for the passenger compartment, can be dissipated via the outside air heat exchanger 19 in each operating state.
  • the second liquid-coolant circuit 11 the following appears in the cooling mode:
  • the liquid coolant coming from the evaporator 7 is conveyed by the pump 15 to the switching valve 25 whose port A is connected to the unmarked port. It flows from there to the switching valve 23, because the port A of the switching valve 27 is locked. In the switching valve 23, the port B is connected to the unmarked port. so that the liquid refrigerant flows over the indoor heat exchanger 17.
  • the cold liquid coolant takes heat from the interior, that is, the passenger compartment, and cools it so.
  • the port A of the change-over valve 21 is locked, the liquid coolant reaches a switching valve 55 which is closed in the heating and defrosting operation but open in the cooling operation. From here, the liquid coolant flows via a node e back to the evaporator 7.
  • the coolant flows, which come from the switching valve 55 on the one hand and from the node d on the other hand, when the electrical storage element 39 is cooled.
  • no coolant reaches from the node d to the node e when the electric storage element 39 is heated. In this case, namely, the connection A of the switching valve 53 is blocked.
  • FIG. 4 shows a schematic representation of the Fiüsstechniks- coolant circuits of an embodiment of a heating / cooling device in the heating mode, wherein at the same time the electric storage element is heated. Identical and functionally identical elements are provided with the same reference numerals, so that reference is made to the preceding description. Also with respect to Figure 4, only the differences are explained, which result in comparison to the operating state shown in Figure 1.
  • the heating operation shown in FIG. 4 essentially corresponds to the switching state illustrated in FIG.
  • the indoor heat exchanger 17 is associated with the first liquid-refrigerant circuit 9 as a heat sink.
  • the outdoor air heat exchanger 19 is associated with the second liquid-refrigerant circuit 11 as a heat source.
  • the first and the second liquid-coolant circuit 9, 11 run as described in connection with FIG.
  • the electrical storage element 39 is not cooled in the operating state according to FIG. 4, but is heated.
  • the terminal B is connected to the unmarked terminal, while the terminal A is locked.
  • hot liquid coolant which has already delivered heat to the passenger compartment in the interior heat exchanger 17, flows via a node f to the switching valve 41 and from there to the controllable valve 43.
  • the regulator 45 which thus supplies to the internal circuit formed by the pump 51 and the bypass 49 around the electric storage element 39 an amount of warm liquid coolant suitable for controlling the temperature in the internal circuit and thus also keeping the temperature of the electric storage element 39 constant.
  • the temperature of the electrical storage element 39 is preferably set at a predetermined value.
  • the port B is connected to the unmarked port while the port A is blocked. Coolant therefore flows via the port B to a node g where it is combined with the liquid-refrigerant flow from the indoor heat exchanger 17 and flows back to the gas cooler 5.
  • the third liquid-refrigerant circuit 37 interacts with the first liquid-refrigerant circuit 9. He is connected to this almost like a bypass in parallel. Warm liquid coolant is taken from the first liquid-coolant circuit 9 for a temperature control of the electrical storage element 39 at the node f and finally fed back to the node g.
  • the electric storage element 39 acts as a heat sink.
  • the third liquid-coolant circuit 37 interacts with the second liquid-coolant circuit 11. He is connected to this almost like a bypass in parallel. Cold liquid refrigerant is taken from the second liquid refrigerant circuit 11 at the node c and fed back to it at the node d.
  • the electric storage element 39 acts as a heat source.
  • the node f is preferably arranged behind the interior heat exchanger 17, as seen in the flow direction.
  • the liquid coolant has already given off heat to the passenger compartment.
  • the electrical storage element 39 is therefore not directly with the coming of the gas cooler 5, hot liquid coolant but exposed to a lowered temperature compared to this. This is useful because the electrical storage element 39 is sensitive to temperature and in particular should not be operated at too high a temperature.
  • the node f - to be arranged in the flow direction - in front of the indoor heat exchanger 17, in particular when the supply of the liquid coolant to the electric storage element 39 via the controllable valve 43 is controlled by the controller 45. Even with this rule can namely be avoided that the electrical storage element 39 is acted upon with too hot liquid coolant.
  • Figure 5 shows a schematic representation of the liquid coolant circuits of the embodiment of a heating / cooling device in a passive operation. Identical and functionally identical elements are provided with the same reference numerals, so that reference is made to the preceding description.
  • the refrigerant circuit of the heating / cooling device is deactivated, that is, in particular the compressor 3 is switched off. At the same time, preferably, the refrigerant circuit, not shown, comes to a standstill.
  • the second liquid-coolant circuit 1 in particular the pump 15 is deactivated. This then preferably represents a sufficiently large flow resistance, in particular for optionally flowing against its conveying direction liquid coolant. Accordingly, the Strö- in the second liquid-refrigerant circuit 11 to stop.
  • the first liquid-refrigerant circuit 9 and in particular the pump 13 are active. Therefore, liquid refrigerant flows from the gas cooler 5 via the pump 13 to the switching valve 21. However, since the compressor 3 is deactivated, the liquid refrigerant does not absorb heat in the gas cooler 5. In this respect, this preferably acts as a passive element, ie it is neither a heat source nor a heat sink for the first liquid-coolant circuit 9.
  • the terminal A is connected to the unmarked terminal while the terminal B is off.
  • the liquid refrigerant therefore continues to flow to a node h formed in the present operating state because the switching valve 55 is opened.
  • the liquid refrigerant flows to the switching valve 35 whose port A is connected to the unlabeled port while the port B is locked.
  • the liquid coolant continues to flow to the liquid cooling jacket of the deactivated and remote passive compressor 3, from which it preferably passes via the node b to the liquid cooling jacket of the electric motor 31 and / or that of the control device 33.
  • the branched coolant streams rejoin downstream of these elements again in node a. From there flows the cooling center!
  • the outside air heat exchanger 19 is associated with the first liquid coolant circuit 9. Waste heat of the electric motor 31 and / or the control device 33 is discharged via the outside air heat exchanger 19 to the environment.
  • the passive operation in the fall and spring can be used when the outside temperature on the one hand is not so hot that the outdoor air heat exchanger 19 would act as a heat source or that in the cooling mode of the heating / cooling device would have to be switched, on the other hand not is so cold that in the heating mode of the heating / cooling device would have to be switched.
  • the interior heat exchanger 17 is associated with the first liquid coolant circuit 9. However, it is - seen in the flow direction - arranged behind the node h. From it, liquid refrigerant flows to the switching valve 41. This is fed to the third liquid-refrigerant circuit 37 because the port B of the switching valve 41 is connected to the unlabeled port while the port A is locked.
  • the third liquid-coolant circuit 37 thus interacts here with the first liquid-coolant circuit 9.
  • the mode of operation of the third fluid-coolant circuit 37 or the temperature control of the electrical storage element 39 identical to the already described operation.
  • the unmarked connection is connected to the connection A, so that the liquid coolant is supplied again via the node d to the first liquid / coolant circuit 9 and from there to the changeover valve 35.
  • the electric storage element 39 is preferably cooled. Its waste heat is released via the outside air heat exchanger 19.
  • FIG. 6 shows a further exemplary embodiment of a heating / cooling device in a dehumidifying operation.
  • the liquid-coolant Kreisiäufe shown schematically.
  • the refrigerant circuit is not shown.
  • not all valves and lines of the liquid-refrigerant circuits are shown.
  • all operating states or operating modes that were previously described in connection with FIGS. 1 to 5 can be realized.
  • the same and functionally identical elements are also provided with the same reference numerals, so that reference is made in this respect to the preceding description. Since the functionality of the exemplary embodiment according to FIG. 6 otherwise corresponds to the exemplary embodiment illustrated in FIGS.
  • the interior heat exchanger 17 has a first interior heat exchanger element 17 'and a second interior heat exchanger element 17 ", which are preferably designed as air-liquid heat exchangers through which air flows.
  • the liquid refrigerant in the first liquid-refrigerant circuit 9 is conveyed by the pump 13 from the gas cooler 5 to the switching valve 21 where the unmarked port is connected to the port A. Port B is locked.
  • the liquid coolant heated in the gas cooler thus flows via the connection A of the changeover valve 21 to the interior heat exchanger 17 and there in particular through the first interior heat exchanger element 17 'to the changeover valve 23.
  • the unmarked connection to the connection A is connected while port B is disabled.
  • the liquid coolant therefore flows back to the gas cooler 5 via the node g.
  • the dehumidifying operation corresponds to the heating operation when heat is taken from the gas cooler 5 by the first liquid coolant circuit 9, which is the interior heat exchanger 17, here the first interior -Wärme (2004)- element 17 'is supplied for heating the interior.
  • the pump 15 conveys in the second liquid coolant circuit 1 1 cold liquid coolant from the evaporator 7 via a in the embodiment shown in Figure 6 from there, the liquid coolant flows to an additionally provided change-over valve 57, from which a port marked A is connected to an unmarked port while a port indicated by B is blocked, from here the liquid coolant flows via a node k to the switching valve 27, where the port marked A is connected to the port not shown, while the port indicated by B is The liquid coolant then flows through the outer space heat exchanger 19 in a manner already described in connection with FIG.
  • the second indoor heat exchanger element 17 " is passed through by cold liquid refrigerant of the second liquid refrigerant circuit 11, while the first indoor heat exchanger element 17 'is replaced by warm liquid refrigerant of the first liquid refrigerant.
  • Circulation 9 flows in. Air flowing into a vehicle interior initially flows through the second interior heat exchanger element 17 ', where it is cooled and dehumidified, and moisture contained in the air preferably condenses The air then flows through the first interior heat exchanger element 17 ', where it is heated and finally supplied to the interior of the motor vehicle Available, which is particularly advantageous if vehicle windows enteist or fogging, so on the discs condensed moisture to be freed.
  • the liquid refrigerant of the second liquid refrigerant circuit 1 1 receives heat from the air flowing into the vehicle interior in the second indoor heat exchanger element 17 "At the same time, it absorbs condensation heat from the condensing moisture The heat absorbed here is ultimately supplied in the evaporator 7 to the refrigerant circuit as additional heat, being transported by the refrigerant into the gas cooler 5. The refrigerant there then has a correspondingly elevated temperature, so that the additional heat is supplied here to the first liquid coolant circuit 9 and ultimately into the first interior heat exchanger element 17 'for heating the previously cooled and dehumidified air and thus also is available for heating the interior.
  • the heat removed during the dehumidification is not simply dissipated, but with involved in heating operation.
  • the heating / cooling device is very economical.
  • the switching valve 57 is formed as a control valve. This makes it possible to set the degree of dehumidification in the second inner-room heat exchanger element 17 "and to extract only as much heat from the air flowing into the inner space as is just necessary of the coolant flow conveyed by the pump 15 via the changeover valve 25, namely its port marked A and the port not marked, as well as via the port of the changeover valve 57 marked B. Here, it merges with the port marked A flowing coolant flow and flows together with this via the unmarked connection of the Umschaltven- tils 57 on to the node k and the Umschaltventii 27.
  • Both marked A and B ports of the switching valve 57 are then partially opened and connected to the unmarked port
  • at least one additional Ie line in the second liquid coolant circuit 1 1 as a bypass to the indoor heat exchanger 17 and the second indoor heat exchanger element 17 "provide, preferably at least one further valve, preferably a control valve, is provided to a scheme to effect the dehumidifying function.
  • at least one further valve preferably a control valve
  • the pump power of the pump 15 is controllable, preferably controllable.
  • the heating / cooling device then works in pure heating mode.
  • the liquid refrigerant flows from the node i to the switching valve 25 whose unmarked port is connected to the port labeled A while port B is locked. From there it flows via the port B of the switching valve 57 to its unmarked port and via the node k to the switching valve 27.
  • the switching valve 23 is related to 2, the unmarked input is connected to the connection B, so that the liquid coolant flows from there via the node k to the switching valve 27.
  • the connection labeled A is connected to the connection not marked, so that the hot liquid coolant of the first liquid cooling medium-circuit 9 flows through the outside air heat exchanger 19 to the switching valve 29.
  • the unmarked port marked B Connection connected and the liquid coolant finally flows back via the node g to the gas cooler. 5
  • the terminals of the changeover valve 57 marked with A and B are connected to one another, while there the unmarked terminal is blocked.
  • Such a switching state is therefore preferably provided in the switching valve 57.
  • the liquid coolant flowing out of the second interior heat exchanger element 17 "then flows, via the switchover valve 57, to the connection of the switchover valve 25 marked A, which here is preferably connected to the connection marked B, so that the cold liquid coolant of the second liquid-refrigerant circuit 11 on to the node a and from there via the electric motor 31 and the Steuerungsein device 33, the node b and the compressor 3 to the switching valve 35 and ultimately back to the evaporator 7 can flow
  • a connection of the connections A, B is therefore also preferably provided in the case of the changeover valve 25.
  • the changeover valves 25, 57 are particularly preferably designed as 3/3-way valves.
  • the first interior heat exchanger element 17 ' is associated with the first liquid coolant circuit 9 and accordingly becomes hot liquid Coolant flows through. Air flowing into the interior of the motor vehicle is therefore heated, so that the vehicle interior is also heated in all the operating modes described.
  • the embodiment of the heating / cooling device shown in FIG. 6 essentially differs from the exemplary embodiment illustrated in FIGS.
  • the interior heat exchanger 17 has the first interior heat exchanger element 17 'and the second interior heat exchanger element 17 ", and that a dehumidifying operation can thus also be implemented, also with the aid of the additional node i and the additional changeover valve 57.
  • the first interior heat exchanger element 17 ' is operated in heating mode, in the operating mode. icing and in the dehumidifying operation with the first liquid-refrigerant circuit 9 cooperates.
  • the second indoor heat exchanger element 17 "cooperates in the pure heating mode with none of the liquid-refrigerant circuits 9, 11. In the dehumidifying operation, it interacts with the second liquid-refrigerant circuit 11.
  • FIG. 7 shows the exemplary embodiment according to FIG. 6 in cooling mode.
  • the same and functionally identical elements are provided with the same reference numerals, so that reference is made to the previous description.
  • liquid coolant coming from the gas cooler 5 is conveyed in the first liquid-refrigerant circuit 9 from the pump 13 to the change-over valve 21, in which the non-marked connection is connected to the connection marked B.
  • the liquid coolant flows from there to the switching valve 35, in which the unmarked connection is connected to the connection marked B.
  • the connection marked A is blocked both in the switching valve 21 and in the switching valve 35.
  • the liquid coolant then flows further through the liquid cooling jackets of the compressor 3, the electric motor 31 and the control device 33, via the node a to the switching valve 29.
  • the unmarked connection is connected to the connection marked A, while the port marked B is disabled.
  • the liquid coolant thus flows on to the outside air heat exchanger 19 and from there to the switching valve 27, in which the connection marked B is connected to the unmarked connection, while the connection marked A is blocked. Therefore, the liquid refrigerant overflows this valve further on the node g to the gas cooler 5 back.
  • the first liquid-coolant circuit 9 corresponds exactly to the first liquid-coolant circuit 9 in the exemplary embodiment according to FIG.
  • the interior heat exchanger 17 is flowed through by the cold liquid refrigerant in the cooling mode quasi in the reverse direction than in the heating mode of the hot liquid-refrigerant circuit, is such a circuit in the embodiment of Figure 7 is not required.
  • the second indoor heat exchanger element 17 " is provided exclusively for cold liquid coolant and can therefore be flowed through in the same direction as in the dehumidifying mode from the evaporator 7 via the node i to the interior heat exchanger 17 and here especially to the second interior heat exchanger element 17 ".
  • the liquid-coolant strand which has the switching valve 55, in the embodiment of Figure 7 arranged differently than in the embodiment of Figure 3.
  • the identical arrangement results: namely, this flows from the interior heat exchanger 17, in this case especially the second interior heat exchanger element 17 ", via the open switching valve 55 to the node e, from where it returns to the evaporator 7.
  • the interior heat exchanger 17, here the second interior heat exchanger element 17 " is thus assigned to the second liquid-refrigerant circuit 11 in the cooling operation, wherein the second interior heat exchanger element 17" is flowed through by cold liquid coolant.
  • incoming air is cooled in the interior of the motor vehicle, so that ultimately a cooling or air conditioning function is provided for the interior.
  • the waste heat of the gas cooler 5, the compressor 3, the electric motor 31 and the controller 33 are discharged as in the embodiment of FIG 3 via the outdoor air heat exchanger 19 in the first liquid-refrigerant circuit 9.
  • the first indoor heat exchanger element 17 ' does not interact with any of the liquid-refrigerant circuits 9, 1. Since the ports A of the switching valves 21, 23, 57 and 27 are shut off, no liquid coolant can flow through the first indoor heat exchanger element 17 '.
  • the second interior heat exchanger element 17 "cooperates in the cooling operation with the second liquid coolant circuit 11 to realize a cooling or air conditioning function for the interior of the motor vehicle.
  • An exemplary embodiment of the heating / cooling device preferably has all the functions described in conjunction with FIGS. 1 to 7 and beyond, and corresponding means for their realization, in particular coolant strands or lines and valves.
  • the heating / cooling device and the method for operating the heating / cooling device enables an efficient connection and thus optimum utilization of the heat sources and heat sinks present in the vehicle, in particular in the vehicle with electric drive.
  • the use of waste heat of the compressor 3 for heating the interior and the inclusion of the outdoor air heat exchanger 19 as a heat source in the heating operation for the passenger compartment allows a very efficient operation.
  • the heating / cooling device consumes much less energy than if electrical resistance heating were provided.
  • a vehicle with an electric drive thus achieves a range which is preferably greater by up to 30% than with a conventional heating / cooling device.
  • De-icing of the outdoor air heat exchanger 19 is possible at the same time as the heating operation. Even a very efficient dehumidifying operation using heat taken from the incoming air for heating purposes is feasible.

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  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

L'invention concerne un dispositif de chauffage/refroidissement pour véhicules, en particulier pour véhicules automobiles à entraînement électrique, doté d'un circuit de fluide frigorigène comprenant un compresseur (3), un refroidisseur de gaz (5), un évaporateur (7) et une soupape de détente disposée entre le refroidisseur de gaz (5) et l'évaporateur (7). Le dispositif de chauffage/de refroidissement se caractérise par le fait que le refroidisseur de gaz (5) coopère avec un premier circuit de réfrigérant liquide (9) et l'évaporateur (7) coopère avec un deuxième circuit de réfrigérant liquide (11), un échangeur de chaleur d'espace intérieur (17) pouvant être associé au premier ou au deuxième circuit de réfrigérant liquide (9, 11) et un échangeur de chaleur d'air extérieur (19) pouvant être associé au premier ou au deuxième circuit de réfrigérant liquide (9, 11).
EP12743360.5A 2011-08-16 2012-02-24 Dispositif de chauffage/refroidissement et procédé permettant de faire fonctionner un dispositif de chauffage/de refroidissement Withdrawn EP2744675A1 (fr)

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Application Number Priority Date Filing Date Title
PCT/DE2011/001619 WO2012075975A1 (fr) 2010-08-24 2011-08-16 Dispositif de chauffage/refroidissement et son procédé de fonctionnement
PCT/DE2012/000169 WO2013023631A1 (fr) 2011-08-16 2012-02-24 Dispositif de chauffage/refroidissement et procédé permettant de faire fonctionner un dispositif de chauffage/de refroidissement

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Publication number Priority date Publication date Assignee Title
DE102014226346A1 (de) * 2014-12-18 2016-06-23 Bayerische Motoren Werke Aktiengesellschaft Wärmesystem für ein Elektro- oder Hybridfahrzeug
DE102015222267A1 (de) 2015-11-11 2017-05-11 Mahle International Gmbh Klimaanlage
DE102016009460A1 (de) * 2016-08-03 2018-02-08 Daimler Ag Klimatisierungseinrichtung für ein Fahrzeug und Fahrzeug mit einer solchen Klimatisierungseinrichtung
KR20200145284A (ko) * 2019-06-21 2020-12-30 현대자동차주식회사 차량용 열 관리 시스템

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Publication number Priority date Publication date Assignee Title
FR2697210B1 (fr) * 1992-10-26 1994-12-09 Valeo Thermique Habitacle Dispositif de climatisation plus particulièrement pour véhicule électrique.
DE9319874U1 (de) * 1993-12-24 1994-03-31 Hagenuk Fahrzeugklima Gmbh Heizungs- und Kühlanlage
DE19629114B4 (de) * 1996-07-19 2007-10-18 Behr Gmbh & Co. Kg Vorrichtung zum Heizen und/oder Kühlen eines Fahrgastraumes
DE10213339A1 (de) * 2002-03-26 2003-10-16 Gea Happel Klimatechnik Wärmepumpe zum gleichzeitigen Kühlen und Heizen
DE102004008210A1 (de) * 2004-02-19 2005-09-01 Valeo Klimasysteme Gmbh Kraftfahrzeugklimaanlage

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