JP2007501739A - Air conditioner - Google Patents

Abstract

  The present invention is an air conditioner (10) for an automobile equipped with an internal combustion engine (12), the air conditioner (10) mainly comprising a heating heat exchanger (38), an evaporator (40) and an exhaust heat exchanger. (22, 78) in the refrigerant circuit (26), during the heating operation, the refrigerant heated in the exhaust heat exchanger (22, 78) passes through the heating heat exchanger (38), and During cooling operation, it starts from the type led after being cooled in the ambient heat exchanger (44) and then led through the expansion device (46) and the evaporator (40). According to the present invention, the refrigerant is a refrigerant that boils at a low temperature, and is supplied to at least one device (30, 42) for pumping the refrigerant as drive means after passing through the exhaust heat exchanger (22, 78). It was made to be.

Description

The invention starts from an air conditioner of the type described in the superordinate conceptual part of claim 1.

In vehicles driven by internal combustion engines, air conditioners are becoming increasingly common. In order to generate cold heat, a compression cooling device having an electric drive device or a mechanical drive device by an internal combustion engine is used. The refrigerant used is predominantly a hydrocarbon, for example R134a. In this case, heat transfer to the car interior air is performed by a liquid / air heat exchanger. This liquid / air heat exchanger is also called an evaporator. Transition to alternative refrigerants such as carbon dioxide (CO ₂ , R744) can be expected due to the low environmental affinity of currently used hydrocarbons. Than 150 small GWP: the use of refrigerants having a (G lobal W arming P otential global warming), regulations draft of the European Union (EU) already exists. CO ₂ , which is being discussed as an alternative to hydrocarbons, leads to complex mobile air conditioners that are obviously more labor-intensive based on the high pressures required. Combustible refrigerants such as R152a are not preferred for safety reasons and certainly low, but still based on the existing GWP.

  From EP 0 945 291 A1, an apparatus and a method for heating and cooling a use space of a motor vehicle are known. The refrigerant is compressed by the compressor during the heating operation, and reaches the evaporator via the 3-port 2-position valve. In the evaporator, the refrigerant releases a part of the heat generated by the compression to the vehicle interior air having a relatively low temperature. The refrigerant flows from the evaporator toward the expansion device. In the expansion device, the refrigerant is cooled in a gas cooler located downstream until heat can be received from the ambient air. Further heat is supplied to the refrigerant in an exhaust heat exchanger connected downstream. The exhaust heat exchanger is loaded with the hot exhaust of the internal combustion engine. The refrigerant reaches the compressor again from the exhaust heat exchanger. Thereby, the refrigerant circuit is closed.

  During cooling operation, the refrigerant flows after compression into the ambient heat exchanger where it is loaded with cold ambient air. Thereafter, the refrigerant flows through the expansion device, is expanded there, and is loaded with the relatively warm utilization space air supplied to the utilization space in the subsequent internal heat exchanger. Thereafter, the warmed refrigerant returns to the compressor. The compressor is driven by the drive shaft of the internal combustion engine. The effective output of the internal combustion engine is reduced by the compressor output. In addition, fuel consumption increases.

Advantages of the invention According to the invention, the refrigerant, preferably an alcohol / water mixture, is a refrigerant boiling at a low temperature and, as drive means, at least one for pumping the refrigerant after passing through the exhaust heat exchanger. Supplied to the device. The use of such a refrigerant provides the benefits of GWP equal to a slight greenhouse effect and zero. Furthermore, the required system pressure is in the negative pressure region at the time of the corresponding design, or in a pressure region clearly lower than the air conditioner using the conventional R134a. This represents a considerable safety advantage over high pressure devices, for example high pressure devices with carbon dioxide (R744) as refrigerant.

  The exhaust heat exchanger can be used in a simple thermosyphonic configuration or in a valve-controlled configuration. The refrigerant is an exhaust heat exchanger and receives energy necessary for air conditioning of the vehicle from the exhaust. Advantageously, a pump, a so-called “feed pump” supplies refrigerant to the exhaust heat exchanger. The pump is preferably a rotary piston pump, such as a gear pump, a vane pump or the like. A motor, counted in the device for pumping the refrigerant, which can be an electric motor or advantageously a vane motor, drives the pump via a drive shaft. The motor and pump have substantially the same outer diameter and can be combined into one component unit. The refrigerant serves as a drive means for the vane motor and can be removed from the exhaust heat exchanger as liquid or vapor. In the air conditioner according to the present invention, the energy for pumping and compressing the refrigerant is not extracted by the drive shaft of the internal combustion engine, so that the output of the internal combustion engine is not affected by the air conditioner.

  Another device for pumping the refrigerant is preferably an injector pump. During the cooling operation, the injector pump is supplied with high-temperature refrigerant vapor or high-temperature refrigerant liquid as drive means from the exhaust heat exchanger via the branch of the refrigerant circuit. The injector pump sucks refrigerant from the storage container via a suction pipe, an expansion valve, and an evaporator. The driving steam can drive the vane motor before that. The refrigerant is an evaporator that cools the air flowing into the vehicle, and is then pumped to the storage container together with the driving steam by an injector pump.

  For air conditioning, in particular for cooling the interior of a car, it is possible to dispense with compressors that have been required for refrigerants. For this purpose, the energy obtained in the form of evaporated refrigerant by the heat exchanger from the combustion chamber is used as driving steam for the cooling device operated according to the injector principle. Injector pumps are relatively inexpensive and rugged components for air conditioning compressors. The elimination of an electrical compressor or a compressor driven directly by an internal combustion engine avoids the large consumption of fuel that results in automobiles with conventional compressor air conditioning. Such a large amount of fuel consumption occurs as long as air conditioning is required in an automobile equipped with conventional air conditioning. This is because at least the compressor must be driven by the internal combustion engine during air-conditioning cut control.

  The refrigerant vapor after the exhaust heat exchanger can also be used as driving vapor for a Veilmier-Waumpump or in a regenerator (Austreiber) of an absorption chiller Can do.

  During the heating operation, the refrigerant is guided through the heating heat exchanger, and warms the air flowing into the vehicle through the heating heat exchanger. The distribution of the refrigerant to the injector pump and the heat exchanger is performed by a three-way valve and / or by an additional pump. Additional pumps can be driven together by a motor and combined into one component unit.

  According to another configuration of the present invention, two pumps driven by a motor are provided, and the first pump having a relatively large pumping volume of both pumps exchanges heat from the storage container for exhaust heat. A second pump that pumps into the vessel, while having a relatively small pumping volume, serves to remove liquid refrigerant from the exhaust heat exchanger. This means that components of the refrigerant that boil at low temperatures can be removed as vapor from the exhaust heat exchanger for driving the vane motor, whereas components that boil at relatively high temperatures are driven steam or drive It has the advantage that it is supplied to the injector pump as liquid during cooling operation. The components boiling at low temperature flow out of the vane motor and then reach the ambient heat exchanger where they condense and are collected in a separate storage vessel. This component boiling at a relatively low temperature is particularly well suited as a refrigerant for cooling operation based on its low boiling point. During cooling operation, the component boiling at a relatively low temperature is sucked by an injector pump through an expansion valve and an evaporator. In the injector pump, the components boiling at a low temperature are mixed with the components boiling at a relatively high temperature and reach the storage container together. The feed pump draws refrigerant again from the storage container. Thereby, the refrigerant is pumped to the exhaust heat exchanger.

  The exhaust heat exchanger is, in another advantageous configuration, a two-component mixture so that components boiling at relatively low temperatures can be advantageously separated from components boiling at relatively high temperatures in the exhaust heat exchanger. It has an insert constructed in the form of a rectifying column for separation.

  More advantageously, at least one heat exchanger is combined with the storage vessel. Thereby, the structural volume and the structural labor can be maintained slightly.

  The exhaust heat exchanger can be loaded by the exhaust of the internal combustion engine and / or the combustion chamber. In the first case, the exhaust heat exchanger can in principle be arranged at any point in the exhaust path of the internal combustion engine. If the exhaust heat exchanger is incorporated into the cylinder head of the internal combustion engine according to another advantageous configuration of the invention, the heat energy of the exhaust can be taken directly at the exhaust valve of the internal combustion engine. As a result, the exhaust valve loaded with high temperature is appropriately cooled. When the exhaust heat exchanger is disposed between the exhaust port of the combustion chamber of the internal combustion engine and the exhaust type turbocharger, heat energy is extracted from the exhaust in the exhaust stream before the turbine of the exhaust type turbocharger, The driving side of the exhaust-type turbocharger that is heavily loaded is reduced in temperature. Advantageously, the exhaust heat exchanger can be arranged downstream of the catalyst. This avoids a situation where the catalyst reaches its operating temperature only after a time delay due to heat extraction.

  If the exhaust heat energy is insufficient for the operation of the air conditioner, it is advantageous to connect a combustion chamber to the exhaust side of the exhaust heat exchanger. The combustion chamber provides additional energy when needed, for example by a burner. This makes it possible to air-condition a vehicle in which the internal combustion engine is stopped, which is not dependent on the operation of the internal combustion engine, as in a known independent heater having a combustion chamber. Furthermore, in the current concept of automotive internal combustion engines with high efficiency, for example gasoline direct injection and diesel direct injection, the need for a generally electrically operated auxiliary heater (Zusatzheung) is omitted.

  In another advantageous configuration of the invention, the exhaust heat exchanger is loaded exclusively with exhaust gas or combustion gas by the combustion chamber. The combustion chamber can be operated independently without relying on the internal combustion engine. As a result, a self-sufficient air-conditioning apparatus is generated, and cooling and / or heating can be performed without operating the internal combustion engine. Furthermore, a particularly quick response of the automotive heater is obtained, especially in liquid-cooled internal combustion engines. This is because the high heat capacity of the entire heating / cooling circuit no longer needs to be heated together, but only a separate air conditioning circuit with a distinctly small heat capacity can be heated by a separate combustion chamber. . The separation of the cooling circuit and the air conditioner of the internal combustion engine simplifies the design of the cooling circuit. This is because the design of the cooling circuit need only satisfy the viewpoint of cooling the internal combustion engine, and no longer satisfies the viewpoint of the automobile heater. Since the combustion chamber is already operated before the start of the internal combustion engine, so that the passenger room of the vehicle can be preheated or precooled, the air conditioner has a clearly lower cooling peak power and lower than conventional systems. Can be designed with heating peak power.

  Conventionally, a general automobile air conditioner is divided into a heating circuit operated from cooling or exhaust heat of an internal combustion engine and a cooling circuit operated by a separate compressor, and the heating circuit and the cooling circuit are In the past, between the cooling of the internal combustion engine and the air conditioner, it was linked by a control mechanism that had to keep the individual systems in conflict for general operating conditions, i.e. heating, cooling and dehumidification An integral system is created that avoids known interfaces. The control concept integrated into the air conditioner according to the invention is what individual functions are provided, i.e. heating or cooling, or what combination of individual functions, i.e. heating, cooling and dehumidification. In combination, depending on whether the output of the combustion energy used for operation of the combustion chamber is provided by the heat exchanger, it functions quickly, saves energy and depends on the function of the internal combustion engine of the vehicle Allow to provide an air conditioner that can be operated without any problems.

Drawings Other advantages are derived from the following description of the drawings. The drawings show an embodiment of the present invention. The drawings, specification and claims include numerous combinations of features. Those skilled in the art can individually observe these features for purposeful purposes and combine them into other meaningful combinations.
FIG. 1 is a diagram showing a schematic structure of an air conditioner.
FIG. 2 shows a variation of FIG. 1 with a combustion chamber.
FIG. 3 is a schematic diagram of an embodiment of an exhaust heat exchanger.
FIG. 4 is a diagram showing a variation of FIG.
FIG. 5 is a schematic diagram of a pump drive device.
FIG. 6 is a view showing an insert inserted in an exhaust heat exchanger for refrigerant.
FIG. 7 shows the variant of FIG. 2 with a combustion chamber independent of the internal combustion engine.
FIG. 8 shows a variation of the heat exchanger shown in FIG. 3 with an integrated combustion chamber.
FIG. 9 is a diagram showing a variation of FIG.

Description of Embodiments An air conditioner 10 according to the present invention shown in FIG. 1 is connected to an exhaust system of an internal combustion engine 12 via an exhaust heat exchanger 22 in terms of energy. The internal combustion engine 12 has a cylinder row 14. The cylinder of the cylinder row 14 discharges the exhaust to the surroundings via the exhaust manifold 16, the exhaust pipe 18, the catalyst 20, the exhaust heat exchanger 22 and the silencer 24. The exhaust heat exchanger 22 can be incorporated in the cylinder head of the cylinder row 14. In the embodiment shown in FIG. 1, the exhaust heat exchanger 22 is disposed in the exhaust path downstream of the catalyst 20 when viewed in the flow direction.

  The exhaust heat exchanger 22 is connected to the refrigerant circuit 26. The pump 26, so-called “feed pump”, pumps the refrigerant from the storage container 34 to the exhaust heat exchanger 22. When the exhaust heat exchanger 22 reaches its operating temperature, the refrigerant leaves the exhaust heat exchanger 22 as refrigerant vapor and drives the motor 30 during the subsequent course. The motor 30 can be an electric motor, but is advantageously formed as a vane motor 80 (FIG. 5). The motor 30 is coupled to the pump 28 with respect to the driving force by a driving shaft 32. The pump 28 is preferably formed as a gear pump 82 (FIG. 5). The direction of rotation of vane motor 80 and gear pump 82 is implied by arrow 84. The refrigerant flow obtained from the rotation direction 84 is denoted by reference numeral 66.

  The three-way valve 36 branches the refrigerant flow downstream of the motor 30 into two pipe branches 54 and 56. During the heating operation, the refrigerant vapor flows back into the storage container 34 through the pipe branch 56 and the heating heat exchanger 38. At that time, the heating heat exchanger 38 warms the air flow 52 flowing into the vehicle.

  During the cooling operation, the refrigerant vapor is supplied as drive vapor to the injector pump 42 via the pipe branch 54. The injector pump 42 sucks the refrigerant from the storage container 34 through the suction pipe 60, the expansion valve 46 and the evaporator 40, and the sucked refrigerant together with the driving steam through the collecting pipe 58 and the ambient heat exchanger 44. Return to 34 and pump. Within the ambient heat exchanger 44, heat is removed from the refrigerant or refrigerant vapor by the air flow 50 from the surroundings. Mixed operation is possible to dehumidify the airflow 52 for the vehicle during heating operation. In the mix operation, a part of the refrigerant vapor flows through the heating heat exchanger 38, and the other part loads the injector pump 42 as a driving gas. Thereby, the air stream 52 can be first cooled by the evaporator 40 and then brought to the desired temperature by the heating heat exchanger 38.

  Various types of structures can be used as the exhaust heat exchanger 22. FIG. 3 shows a “shell-and-tube heat exchanger 22”. In the shell-and-tube heat exchanger 22, the refrigerant is guided through tubes 74 arranged in parallel to each other. The tubes 74 are connected to each other by collecting boxes 70 and 72 at their ends. The tube 74 and the collection boxes 70 and 72 are stored in the shell 68. The shell 68 is circulated by the exhaust stream 48. In doing so, heat is transferred from the exhaust stream 48 to the refrigerant stream 66. The exhaust heat exchanger 78 shown in FIG. 4 is a so-called “double-tube heat exchanger” 78. In the double tube heat exchanger 78, the refrigerant flow 66 is guided through the outer tube chamber 76. The exhaust pipe 18 is guided through the outer pipe chamber 76. Thereby, thermal energy is transmitted from the exhaust pipe 18 to the refrigerant.

  In the configuration shown in FIG. 2, two pumps 28 and 64 are driven by the motor 30. Of the two pumps 28 and 64, the first pump 28 has a relatively large pumping volume, and pumps the refrigerant from the storage vessel 34 to the exhaust heat exchanger 22, while having a relatively small pumping volume. The second pump 64 has a heated liquid refrigerant composed of a component that generally boils at a relatively high temperature, and pumps the refrigerant from the exhaust heat exchanger 22 to the injector pump 42. The pumps 28, 64 can be of the same construction type, preferably a rotary pump, and can differ substantially only in width depending on the pumping volume required. The pump 28 or both pumps 28 and 64 are preferably combined with the motor 30 to form one component unit. This provides a compact and inexpensive solution that saves space. This is especially because the pumps 28, 64 have substantially the same outer diameter as the motor 30. Components of the refrigerant that boil at low temperatures leave the exhaust heat exchanger 22 in vapor form and drive the motor 30. After passing through the motor 30, the refrigerant vapor is condensed in the ambient heat exchanger 44 and collected in the second storage container 62. The second storage container 62 communicates with the injector pump 42 via the suction pipe 60, the expansion valve 46 and the evaporator 40. During the cooling operation in which the pump 64 pumps the refrigerant having a component boiling at a relatively high temperature to the injector pump 42, the injector pump 42 sucks the refrigerant from the additional storage container 62. The refrigerant in the additional storage vessel 62 is composed of components that boil at a relatively low temperature and therefore easily evaporates at a relatively low pressure in the evaporator 40 to generate cold. In the injector pump 42, the refrigerant composed of components boiling at a relatively high temperature is mixed again with the evaporated refrigerant composed of components boiling at a relatively low temperature and supplied to the common storage container 34.

  Using the component boiling at a relatively high temperature as the driving vapor or driving liquid for the injector pump 42 by dividing the refrigerant into a component boiling at a relatively low temperature and a component boiling at a relatively high temperature. This achieves a higher negative pressure for evaporation and suction of components boiling at a relatively low temperature from a separate storage vessel 62. Components that boil at a relatively low temperature in the storage vessel 62 simultaneously allow a relatively low evaporator temperature and thus an improvement in cooling capacity within the evaporator 40. Instead of the ambient heat exchanger 44, the heating heat exchanger 38 shown in FIG. 1 can also be used. Furthermore, the heating heat exchanger 38 can be used in combination with the ambient heat exchanger 44. Another possibility is to connect the heating heat exchanger 38 in parallel to the injector pump 42 via a three-way valve 36. This alternative possibility is illustrated with dashed lines.

  The insert 100 for the exhaust heat exchanger 22 serves to better separate components boiling at relatively low temperatures from components boiling at relatively high temperatures (FIG. 6). The insert 100 is constructed in the form of a rectifying column for separating a binary mixture. The insert 100 has a plurality of bell bases 92. The bell base 92 defines the insert 100 in the height direction and has an opening 94 with a collar oriented upward. The openings 94 are covered by bell-shaped bells 96 at intervals. As a result, the collar of the opening 94 is overlapped in the axial direction by the bell 96. The bell base is provided with an overflow portion 98 parallel to the opening 94. The refrigerant is supplied by the pump 28 via an inflow portion 86 provided in the upper portion of the insert 100. Through the outflow part 88 provided in the upper part of the insert 100, the refrigerant can be taken out as a vapor composed of a component boiling at a relatively low temperature. A suction line 90 exists in the lower part. The second pump 64 takes out the refrigerant having a component boiling at a relatively high temperature via the suction pipe line 90.

  If the energy of the exhaust is insufficient for the operation of the air conditioner 10, the combustion chamber 102 can advantageously be connected to the exhaust path before the exhaust heat exchanger 22. The combustion chamber 102 has a fuel nozzle 104 that additionally heats the exhaust when necessary, or provides the thermal energy necessary for air conditioning operation when the internal combustion engine is shut down. The combustion chamber 102 enables the air-conditioning apparatus 10 to operate in a self-sufficient manner without depending on the internal combustion engine 12 with a little energy input. At that time, as shown in the embodiment of FIG. 7, the air conditioner 10 can be separated from the internal combustion engine 12 on both the exhaust side and the refrigerant side. The heat exchanger 22 is loaded exclusively by the combustion chamber 106 in this case. The combustion chamber 106 has a fuel nozzle 110. Fuel 116 is supplied to the fuel nozzle 110 via the fuel line 108. Air 112 required for combustion flows into the combustion chamber 106 from the side of the fuel nozzle 110. Combustion chamber 106 may advantageously form one component unit with exhaust heat exchanger 22. A unique exhaust pipe 18 can be provided for the exhaust 48 leaving the exhaust heat exchanger 22 or the exhaust can be introduced into the exhaust system of the internal combustion engine 12. Thereby, the air conditioner 10 functions quickly, is energy saving, and does not depend on the function of the internal combustion engine 12. The air conditioner 10 needs to consider only the requirements for air conditioning of the automobile. In the variants shown in FIGS. 8 and 9, corresponding combustion chambers 118, 120 are shown. The combustion chambers 118 and 120 are incorporated in heat exchangers 22 and 78 similar to the embodiment shown in FIGS.

  In the air conditioner shown in FIGS. 1 and 2, the refrigerant flows through the heat exchanger 22 relative to the exhaust flow 48 on the countercurrent principle, whereas according to the embodiment shown in FIGS. The flow direction of the refrigerant in the exhaust heat exchanger 22 and the flow direction of the exhaust are oriented in the same direction.

It is a figure which shows the schematic structure of an air conditioner. FIG. 2 shows the variation of FIG. 1 with a combustion chamber. It is the schematic of one Example of an exhaust heat exchanger. FIG. 4 is a diagram showing a variation of FIG. 3. It is the schematic of the drive device of a pump. It is a figure which shows the insert with which the exhaust heat exchanger for refrigerant | coolants is inserted. FIG. 3 shows a variation of FIG. 2 with a combustion chamber independent of the internal combustion engine. FIG. 4 shows a variation of the heat exchanger shown in FIG. 3 with an integrated combustion chamber. It is a figure which shows the variation | change form of FIG.

Claims (20)

  An air conditioner (10) for an automobile equipped with an internal combustion engine (12), the air conditioner (10) mainly comprising a heating heat exchanger (38), an evaporator (40) and an exhaust heat exchanger (22, 78). ) In the refrigerant circuit (26), and during the heating operation, the refrigerant heated in the exhaust heat exchanger (22, 78) passes through the heating heat exchanger (38) and during the cooling operation, In the type that is cooled in the ambient heat exchanger (44) and then led through the expansion device (46) and the evaporator (40), the refrigerant is a refrigerant that boils at a low temperature, and the exhaust heat exchanger ( 22, 78), the air conditioner is supplied to at least one device (30, 42) for pumping the refrigerant as driving means after passing through.   The air conditioner according to claim 1, wherein the refrigerant is an alcohol / water mixture.   The refrigerant vapor drives a motor (30), which is coupled via a drive shaft (32) to at least one pump (28, 64) for the refrigerant. The air conditioner described.   Two pumps (28, 64) are provided, and of the two pumps (28, 64), the first pump (28) having a relatively large pumping volume causes the refrigerant to exhaust heat from the storage container (34). The second pump (64) pumping to the exchanger (22,78) and having a relatively small pumping volume serves to remove liquid refrigerant from the exhaust heat exchanger (22,78). Air conditioner.   The air conditioner according to claim 4, wherein the pumps (28, 64) are rotary piston pumps having the same outer diameter, and have different widths depending on the pumping volume.   6. An air conditioner according to claim 3, wherein the pump (28, 64), together with the motor (30), forms one component unit.   The air conditioner according to any one of claims 3 to 6, wherein the motor (30) is a vane motor (80).   The air conditioner according to any one of claims 1 to 7, wherein the refrigerant is used as driving steam for a Wilmier heat pump or in a regenerator of an absorption chiller.   An injector pump (42) is provided in the refrigerant circuit (26). During cooling operation of the injector pump (42), a high temperature from the exhaust heat exchanger (22) passes through the pipe branch (54). The refrigerant is supplied as driving means, and the injector pump (42) sucks the refrigerant from the storage container (34 or 62) via the suction pipe (60), the expansion valve (46) and the evaporator (40). The air conditioner according to any one of claims 1 to 8.   From the exhaust heat exchanger (22), in order to drive the motor (30), refrigerant vapor consisting of components that boil at a relatively low temperature is taken, and the refrigerant vapor is condensed in the ambient heat exchanger (44), The second storage container (62) is collected in the second storage container (62), and is supplied to the injector pump (42) via the suction pipe (60), the expansion valve (46) and the evaporator (40). The air conditioner according to claim 9, which is connected.   The air conditioner according to claim 10, wherein the exhaust heat exchanger (22) has an insert (100), the insert (100) being configured in the form of a rectification column for separating a binary mixture. .   12. Air conditioner according to any one of the preceding claims, wherein at least one heat exchanger (38, 40, 44) is combined with a storage container (34, 62).   The air conditioning according to any one of claims 1 to 12, wherein an exhaust side of the exhaust heat exchanger (22, 78) is connected to an exhaust system (16, 18, 20, 24) of the internal combustion engine (12). apparatus.   The air conditioner according to claim 13, wherein the exhaust heat exchanger (22, 78) is incorporated in a cylinder head of the internal combustion engine (12).   The air conditioner according to claim 13, wherein the exhaust heat exchanger (22, 78) is arranged between the exhaust port of the combustion chamber and the exhaust type turbocharger in the exhaust path of the internal combustion engine (12).   Air conditioner according to claim 13 or 15, wherein the exhaust heat exchanger (22, 78) is arranged downstream of the catalyst (20) in the exhaust path of the internal combustion engine (12).   The combustion chamber (102) is connected to the exhaust system (16, 18, 20, 24) upstream of the exhaust heat exchanger (22, 78) as viewed in the flow direction of the exhaust stream (48). Item 14. The air conditioner according to item 13.   The exhaust side of the exhaust heat exchanger (22, 78) is exclusively connected to at least one combustion chamber (106, 118, 120), and the combustion chamber (106, 118, 120) is the internal combustion engine (12). The air conditioner according to any one of claims 1 to 12, wherein the air conditioner is operated separately.   19. Air conditioner according to claim 17 or 18, wherein the combustion chamber (102, 106, 118, 120) together with the exhaust heat exchanger (22, 78) forms one component unit.   The air conditioner according to any one of claims 1 to 19, wherein the exhaust heat exchanger (22, 78) is flowed by exhaust according to the principle of cocurrent or countercurrent relative to the refrigerant.

Images