KR20190044538A - Thermal system of a motor vehicle and method for operating the thermal system - Google Patents

Abstract

The present invention relates to a thermal system (1, 1a, 1b, 1c) for controlling inflow air for a passenger compartment of a vehicle and for cooling driving elements of a vehicle power train and, particularly, to a thermal management system. The system (1, 1a, 1b, 1c) is provided with a coolant circulation system (2, 2a, 2b, 2c) including: a compressor (3); a first coolant-air heat exchanger (4) formed to be able to be operated as a condenser/gas cooler and an evaporator and exchanging heat with surrounding air; a second coolant-air heat exchanger which is operated as a first evaporator and in front of which a first expansion engine (13) is supported; and a heat exchanger (12) which is operated as a second evaporator and in front of which a second expansion engine (13) is supported. The coolant circulation system (2, 2a, 2b, 2c) also includes: a third coolant-air heat exchanger (14) operated as a condenser/gas cooler and heating inflow air for the passenger compartment; and a third expansion engine (15) arranged with the compressor (3) and the first coolant-air heat exchanger (4). The third expansion engine (15) is arranged in rear of the third coolant-air heat exchanger (14) from the point of view in the flow direction of the coolant. The present invention relates to a method for operating the thermal system.

Description

TECHNICAL FIELD [0001] The present invention relates to a method for operating a thermal system and a thermal system of an automobile,

The present invention relates to a thermal system, in particular a thermal management system, for cooling the components of a powertrain of an automobile with a refrigerant circulation system and for adjusting the inlet air for a passenger compartment of a vehicle equipped with a refrigerant circulation system. The invention also relates to a method for operating a thermal system.

In automobiles known in the prior art, the waste heat of the engine is used to heat the incoming air for the room. The waste heat is transported to the air conditioning system by the coolant circulating in the engine coolant circulation system, where it is transferred to the air flowing into the cabin through the heat heat exchanger. Known facilities with a coolant-air-heat exchanger, which relate to the heating capacity derived from the coolant circulation system of an efficient combustion engine of a vehicle drive system, are particularly suited to the requirements of thermal comfort, especially when the ambient temperature is low And does not generate enough waste heat to reach the required level for comfortable heating of the room and sufficient heat to cover the total heat demand of the room. This fact applies also to the equipments in the automobile having the hybrid drive system, that is to say the electric drive system as well as the combustion engine drive system which is briefly referred to as HEV.

There is also a tendency for complete electrification of the drive, for example, in a vehicle powered purely electrically by a battery or a fuel cell, i.e., an electric vehicle, briefly referred to as an EV. In this case, the waste heat of the combustion engine as a heat source capable of heating the air is omitted. The amount of energy that can be stored in the battery of the vehicle is also less than the amount of energy that can be stored in the fuel tank in the form of liquid fuel. In this way, the power required for air conditioning of the electrically driven vehicle cabin also has a significant effect on the reach of the vehicle. Electrically driven automotive air conditioning systems have a great impact on the operating efficiency of the vehicle and on the energy consumption of the vehicle.

If the total heat demand of a room which can not be covered by the heat derived from the engine coolant circulation system, the fewer PTC- resistors (in English "P ositive T emperature C oefficient - Thermistor") electric resistance heating device or a fuel heater, referred to as The same additional heating measures are required. Conventional systems with a refrigerant circulation system, which is formed exclusively for cooling the air and combined with an electrical resistance heating device, have a high air consumption and a low blowing temperature of the room inlet air, especially in a zone with low ambient air temperature.

One efficient possibility for heating room air is an air conditioning system with a refrigerant circulation system, also referred to as a heat pump, where air is used as a heat source and having a heat pump function. In such a system, the refrigerant circulation system is not only the only heating device It is also used as an additional heating measure. In this case, the refrigerant circulation system is formed solely for cooling the air and requires much more installation space than the refrigerant circulation system combined with the electric resistance heating apparatus. An air conditioning system having an electric resistance heating device connected to the back can be manufactured cost-effectively and can be used in any automobile, but has a very large demand for electric energy because the room air enters the evaporator of the refrigerant circulation system Because it is first heated by an electrical resistance heating device that is cooled and / or dehumidified and then transfers the heat directly to the incoming air or coolant circulation system. The operation of the conventional refrigerant circulation system to be operated as a heat pump is efficient, but requires a lot of installation space and also a position inside the vehicle that does not have a preliminary installation space for air conditioning. The refrigerant circulation system which can operate in the heat pump mode is very complicated, on the one hand, also by heat exchangers and a plurality of components such as valves or expansion engines necessary for such heat exchangers. On the other hand, the refrigerant circulation system has a so-called external heat exchanger for absorbing heat from ambient air and for evaporating the refrigerant, and in this case as compared to when operating in a cooling system mode, It is necessary to invert the refrigerant flow direction. However, the flow direction of the refrigerant can be reversed only when the compressor of the refrigerant is inactivated, and this situation can cause unwanted decrease or expansion of the blowing temperature of the inlet air for the room.

All of the air conditioning systems of an automobile having a refrigerant circulation system to be operated as a heat pump are provided with an air conditioning system in which the heat required for the evaporation of the refrigerant when operating in the air conditioning equipment mode is transmitted to the electric components of the power train, It may be appropriate to be absorbed from the inflow air for the room or from the refrigerant circulation system. In a heat exchanger operating as a condenser / gas cooler, the heat absorbed at the time of evaporation is vented to the periphery at a higher temperature level. When the refrigerant circulation system is operated in the heat pump mode, the heat required for the evaporation of the refrigerant is absorbed from the waste heat source, such as ambient air or coolant circulation system, for example to regulate the temperature of the electrical components of the powertrain. In a heat exchanger arranged as a so-called inner chamber- or room-condenser / gas cooler, heat is delivered to the room inlet air at a high temperature level.

Air-heat pump, which is formed for a combined mode of cooling facility mode and heat pump mode, i.e., for the heating mode, and for reheating mode, also referred to as reheating-operation, , The refrigerant is evaporated by the absorption of heat from the surrounding air and the ambient air is transferred directly into the refrigerant in the refrigerant-air-heat exchanger or indirectly in the refrigerant-coolant-heat exchanger and thereby indirectly. As a result, ambient air is used as a heat source for the evaporation of the refrigerant. The performance and efficiency of the system depends, in particular, on how much heat can be used to evaporate the refrigerant at which temperature level. The conventional air-air-heat pump includes, in addition to a heat exchanger for exchanging heat between the refrigerant and the surrounding air, a heat exchanger for supplying heat from the air of the room to be air-conditioned to the refrigerant, And a heat exchanger for transferring heat to the air. The power is exchanged between the refrigerant and the air, respectively. In the so-called " reheating " -mode, the air to be introduced into the room is cooled and dehumidified, and then heated slightly again. In this mode of operation, the required reheat power is less than the cooling capacity required for cooling and dehumidification.

In this case, a heat exchanger for exchanging heat between the ambient air of the air-air-heat pump and the refrigerant, also referred to as a peripheral heat exchanger, is arranged outside the housing of the air conditioning system, particularly outside the air- And is particularly provided with air by a relative wind. If the refrigerant circulation system is operating in the cooling plant mode, the ambient heat exchanger is operated as a condenser / gas cooler for delivering the heat of the refrigerant to ambient air, and if the refrigerant circulation system is operating in the heat pump mode, And is operated as an evaporator for absorbing the heat of the refrigerant from the ambient air. If the refrigerant circulation system operates in a heat pump mode and ambient air acts as a heat source, there is a risk that the heat exchange surface of the heat exchanger operated as an evaporator will freeze at temperatures of air in the range of 0 ° C to below 0 ° C And this situation limits the performance of the heat exchanger. As a result of absorbing heat from the air, the relative humidity of the cooled air increases. When the temperature is below the dew point temperature, the water vapor present in the air is completely condensed and precipitated as water on the heat exchange surface. The water completely condensed from the air on the heat exchange side is solidified into ice at a surface temperature in the range of 0 ° C to less than 0 ° C. The increasing ice layer reduces the air side heat exchange and air side heat exchange, thereby reducing the exchangeable power between the air and the evaporating refrigerant, which causes a reduction in the efficiency of the overall air conditioning system. Typically, the maximum temperature difference between the temperature of the air entering the ambient heat exchanger and the temperature of the refrigerant is limited, and this situation again limits the heat that can be absorbed to the maximum from ambient air. Even in the air conditioning system formed as an air-air-heat pump, at ambient temperatures in the range of 0 ° C to below 0 ° C, due to the essential avoidance of icing on the heat exchange side of the surrounding heat exchanger, If it is used, it is impossible to sufficiently heat the room, resulting in the need for additional heating measures. The electrical resistance heating devices considered are not energy efficient and also only operate infrequently.

In order to increase the energy consumption and operation efficiency of the automobile, a conventional air conditioning system having a heat pump function capable of utilizing various heat sources is used. In this case, especially the electric or hybrid vehicle, is largely composed of a combustion engine driven device and a motor vehicle with additional cooling demand due to the formation with additional components such as a high voltage battery, an internal charging device, a transformer, an inverter and an electric motor It has high cooling demand. In order to maintain an acceptable temperature limit of a high-voltage battery, which is typically in the range of 0 ° C to 35 ° C, in particular 20 ° C to 35 ° C, and which is preferably used to carry out an active cooling concept and a heating concept, A functional system is used. Additional components of the electric powertrain are available, for example, as a heat source. In this case, the refrigerant circulation system of the air conditioning system, known in the prior art and equipped with a heat pump function, is formed with a refrigerant-coolant-heat exchanger, which is often referred to as a chiller, on the low pressure side, The coolant circulation system for controlling the temperature of the components of the train is thermally connected to the refrigerant circulation system. The coolant circulating in the coolant circulation system can be used as a heat source for the coolant. With the so-called cold-coolant circulation system, the waste heat absorbed by the coolant can also be directly conveyed to the surroundings, without operating the refrigerant circulation system through the cold-heat exchanger. Due to the multiple components to be provided for such an air conditioning system, the complexity and the system cost of the vehicle also increases.

DE 10 2017 114 136 A1 describes an automobile having a thermal system with a refrigerant circulation system and a coolant circulation system. The refrigerant circulation system and the coolant circulation system are thermally connected to each other through a heat exchanger. The refrigerant circulation system is used to regulate the temperature of the incoming air in the room and to absorb heat from the coolant circulation system used to cool the components of the electric powertrain of an automobile, particularly a battery.

It is an object of the present invention to provide an automotive thermal system or air conditioning system having a sufficient cooling capacity and sufficient heating capacity for inhaled air for a room, in particular an electric drive system or a drive system in which an electric and a combustion engine system are combined have. Such a system, as compared to known systems, must have various potential in the possible modes of operation with the minimum number of components of the refrigerant circulation system, such as heat exchangers and expansion organs. Thereby, the potential effective distance of, for example, an electrically driven vehicle, for example, must be maximized at a minimum monetary cost. In this case, the system, in particular the refrigerant circulation system with heat pump functionality, must be very well controllable and must be capable of operating optimally and efficiently in all possible operating modes and under all possible external conditions and in demand situations. Consumption of electrical energy during operation must also be minimized. In addition, manufacturing costs, administrative and operating costs, and required system installation space should be minimized.

This problem is solved by objects and methods having the features of the independent patent claims. Improvements are specified in the dependent patent claims.

This problem is solved by a thermal system according to the invention for controlling the inlet air for a room and for cooling the components of an automotive powertrain, in particular a thermal management system. In this case, the components of the vehicle powertrain can be used as a heat source as needed and depending on the operating mode of the system. The heat system comprises a first refrigerant-air-heat exchanger operated as a compressor, a condenser / gas cooler and an evaporator, a second refrigerant-air heat exchanger operated as a first evaporator and having a first expansion orifice supported in front of the refrigerant, An air-heat exchanger, and a refrigerant circulation system having a heat exchanger which is operated as a second evaporator and has a second expansion orifice supported in front when viewed in the flow direction of the refrigerant. The first refrigerant-air-heat exchanger may be operated as an evaporator or as a condenser / gas cooler, as required and depending on the operating mode of the system, particularly the refrigerant circulation system. In this case, the first refrigerant-air-heat exchanger is preferably perfused by the refrigerant in one direction or in a single direction, regardless of the mode of operation of the system. During subcritical operation, for example when a refrigerant is liquefied using refrigerant R134a or under certain ambient conditions using carbon dioxide, the heat exchanger is referred to as a condenser. Part of the heat exchange is done at a constant temperature. During the operation above the critical temperature or within the critical heat transfer within the heat exchanger, the temperature of the refrigerant is constantly reduced. In this case, the heat exchanger is also referred to as a gas cooler. Operation above critical may occur under certain ambient conditions of the refrigerant circulation system or under the operating mode, for example, by refrigerant carbon dioxide.

In accordance with the inventive concept, the refrigerant circulation system also comprises a third refrigerant-air-heat exchanger operated as a condenser / gas cooler and for heating the room inlet air, and a third expansion orifice, And is arranged between the compressor and the first refrigerant-air-heat exchanger. In this case, the third expansion orifice is arranged behind the third refrigerant-air-heat exchanger as viewed in the flow direction of the refrigerant.

According to an improvement of the present invention, a second refrigerant-air-heat exchanger operated as a first evaporator and having a first expansion orifice is arranged inside the first flow path of the refrigerant circulation system, and is operated as a second evaporator, 2 heat exchanger having an expansion orifice is arranged inside the second flow path of the refrigerant circulation system. The flow paths each extend from the branch point to the inlet point of the refrigerant circulation system, are arranged in parallel with each other, and are formed to be able to receive the refrigerant individually or in parallel with each other as needed.

According to a preferred embodiment of the present invention, the refrigerant circulation system has a bypass-flow path around the first refrigerant-air-heat exchanger. The bypass-flow path extends from the branch point to the inlet point and is arranged in parallel to the first refrigerant-air-heat exchanger. The branch point of the bypass-flow path is preferably formed between the third refrigerant-air-heat exchanger and the third expansion orifice. The inlet point of the bypass-flow path is preferably arranged between the first refrigerant-air-heat exchanger and the first or second expansion organs, that is to say the heat exchanger, which acts as an evaporator when viewed in the direction of flow of the refrigerant In front of the inlet point of the flow path. Inside the bypass-flow path, a valve is preferably formed for opening and closing the bypass-flow path.

One particular advantage of the present invention is that the branch point of the bypass-flow path has a function of expansion in the direction of the first refrigerant-air-heat exchanger and a combined 3- Direction-valve. Thereby, the valves of the third expansion orifice and the bypass-flow path of the refrigerant circulation system are integrated into one component with the branch point of the bypass-flow path.

According to a preferred embodiment of the present invention, the heat exchanger operated as the second evaporator is formed as a refrigerant-coolant-heat exchanger and is arranged inside the coolant circulation system. The coolant circulation system comprises a heat exchanger for absorbing the heat of the components of the powertrain, in particular for cooling components of the powertrain.

Further, the refrigerant circulation system may be formed with an internal heat exchanger. The internal heat exchanger can be understood as a heat exchanger inside the circulation system used for heat exchange between a refrigerant at a high pressure and a refrigerant at a low pressure. In this case, for example, the liquid refrigerant on one side continues to cool after condensation or liquefaction, and on the other hand the suction gas is overheated in front of the compressor. The internal heat exchanger is arranged behind the second refrigerant-air-heat exchanger, which acts as an evaporator, inside the first flow path as viewed in the flow direction of the refrigerant at the low pressure side.

According to an alternative first embodiment of the invention, the internal heat exchanger is arranged with heat exchangers acting as evaporators, between the point of entry of the bypass-flow path and the point of branching of the flow path, on the high pressure side. According to an alternative second embodiment of the invention, the internal heat exchanger is arranged on the high pressure side between the inlet of the first refrigerant-air-heat exchanger and the bypass-flow path. According to an alternative third embodiment of the present invention, the internal heat exchanger is arranged in front of the first expansion orifice in the first flow path as viewed in the flow direction of the refrigerant at the high pressure side.

Further, the refrigerant circulation system can be formed with a refrigerant collector arranged on the low-pressure side and also referred to as an accumulator.

According to one improvement of the present invention, the thermal system includes an air conditioning unit having an air blower for transferring inflow air for a room through a blower. In this case, the second refrigerant-air-heat exchanger of the refrigerant circulation system is preferably configured to occupy the entire flow cross-section of the housing. The housing preferably has a first flow path and a second flow path which are arranged in parallel with respect to one another and are arranged so as to be able to receive inflow air individually or in parallel with respect to one another, . Inside the first flow path, there is preferably arranged a third refrigerant-air-heat exchanger and an additional heating heat exchanger as viewed in the flow direction of the incoming air. In this case, the second flow path is provided as a bypass for the first flow path.

The above object is achieved by a method according to the present invention for operating an automotive heat system, in particular an automotive heat management system, in accordance with the inventive concept in a cooling plant mode, in a heat pump mode, and in a reheat mode for the room inlet air to be conditioned .

According to one aspect of the present invention, the refrigerant is introduced into the first refrigerant-air-heat exchanger and the first refrigerant-air-heat exchanger when the system operates in a heat pump mode or reheat mode to heat the room inlet air The refrigerant is relieved from the high pressure level to the low pressure level while flowing through the arranged third expansion orifices and is evaporated by absorbing heat from the ambient air while passing through the first refrigerant-air-heat exchanger operated as an evaporator. In this case, when the refrigerant is passed through the third refrigerant-air-heat exchanger, heat is transferred from the refrigerant to the inflow air for the room.

According to one improvement of the present invention, the mass flow of the refrigerant is controlled by the complete opening of the expansion orifice supported in front of the second refrigerant-air-heat exchanger operating as the first evaporator and / or in front of the heat exchanger operating as the second evaporator Is guided to the compressor without pressure loss.

According to another aspect of the present invention, the refrigerant bypasses the first refrigerant-air-heat exchanger through the bypass-flow path when the system operates in heat pump mode or reheat mode to heat room inlet air Air-heat exchanger, which is guided by the first evaporator and is operated as the first evaporator, and when the refrigerant passes through a heat exchanger that absorbs heat from the incoming air and / or operates as a second evaporator, the components of the powertrain And evaporates. In this case, heat is transferred from the refrigerant to the room inlet air when it is perfused through the third refrigerant-air-heat exchanger.

According to a preferred embodiment of the present invention, the mass flow of the refrigerant is controlled by the position of the expansion orifice supported in front of the heat exchanger in front of the second refrigerant-air-heat exchanger operating as the first evaporator and as the second evaporator, To a heat exchanger and / or a powertrain component for absorbing heat from the incoming air for the room.

A preferred embodiment of the present invention makes it possible to use a thermal system as an air conditioning system for the automotive air conditioning system for adjusting the inflow air for the passenger compartment and for controlling the components of the powertrain and the electronic components.

The thermal system according to the invention and the method for operating this system, in summary, have the following various advantages:

A heat management system that can operate efficiently at different operating points, particularly when operating in heat pump mode or heating or reheat mode, leads to less energy consumption of the vehicle and thereby higher effective distance of the vehicle,

Unauthorized replacement between operation in heat pump mode or heating mode and operation in cooling plant mode is also possible without switching off the compressor,

Especially the waste heat of the components of the power train used as a heat source, is used at a high level with the greatest possible heating performance, in which case also the values of the refrigerant pressure or suction pressure at the time of evaporation and hence the suction density are high, The mass flow of the refrigerant becomes larger,

- a system designed simply with minimal number of components and minimum installation space without reversing the direction of flow of the refrigerant in a peripheral heat exchanger which can operate as a condenser / gas cooler or evaporator, among other things,

By doing so, by avoiding oil traps, the oil management system is simply implemented,

- Low cost during manufacturing and management and operation.

The heat system or air conditioning system, in particular the refrigerant circulation system, is also designed for R134a, R744, R1234yf or other refrigerants irrespective of the refrigerant used.

Further details, features and advantages of the present invention will be apparent from the following detailed description of embodiments with reference to the accompanying drawings. A heating system of the vehicle with a refrigerant circulation system and an air conditioning unit for conditioning the inlet air for the room and for cooling the components of the power train respectively:
1 shows a first refrigerant-air-heat exchanger which can be operated as an evaporator or as a condenser / gas cooler, a second refrigerant-air-heat exchanger to be operated as an evaporator, and a refrigerant- A third refrigerant-air-heat exchanger operated as an expansion engine and a condenser / gas cooler, respectively, assigned to the heat exchangers,
During operation
2 is shown in a cooling facility mode for room inlet air,
3 shows the cooling mode for the room inlet air and the cooling mode for the components of the power train,
Figure 4 shows the heat pump mode for heating the room inlet air by absorbing heat from ambient air,
Figure 5 shows the heat pump mode for heating the room inlet air and the cooling mode of the components of the power train,
Figure 6 shows the reheating mode for the room inlet air,
Figure 7 shows the reheating mode for the room inlet air and the cooling mode of the components of the powertrain,
Figure 8 shows the cooling mode of the components of the powertrain according to Figure 7, in which the heat is further transferred to the reheating mode for the room inlet air,
Figure 9 shows the de-aeration mode of the first refrigerant-air-heat exchanger operating as a condenser / gas cooler,
Figure 10 shows the cooling mode of the components of the power train,
11 is a schematic cross-sectional view of a second refrigerant-air heat exchanger arranged in front of a second refrigerant-air-heat exchanger operating as an evaporator in the flow direction of the refrigerant at the high pressure side and in front of an expansion engine of the refrigerant- Figure 1 shows a refrigerant circulation system similar to Figure 1, with an internal heat exchanger arranged behind the air-heat exchanger,
Figure 12 shows a refrigerant circulation system similar to that of Figure 11 wherein the internal heat exchanger is connected to the high pressure side such that the refrigerant guided through the bypass circulates in the internal heat exchanger,
Figure 13 shows a refrigerant circulation system similar to that of Figure 11 in which the internal heat exchanger is arranged in front of the expansion orifice of the second refrigerant-air-heat exchanger, which acts as an evaporator when viewed in the flow direction of the refrigerant at the high pressure side.

And for adjusting the inlet air for a room with a refrigerant circulation system (2) for cooling the components of the vehicle powertrain thermal system 1, starting from Fig. The refrigerant circulation system 2 comprises a compressor 3, a first refrigerant-air-heat exchanger 4 which can be operated as an evaporator or as a condenser / gas cooler, a second refrigerant-air-heat exchanger 5 ), And a refrigerant-coolant-heat exchanger (12) operating as a second evaporator and an expansion orifice (6, 13, 15) assigned to the heat exchanger (4, 5, 12) and a condenser / gas cooler And a third refrigerant-air-heat exchanger (14).

The first evaporator 5 is arranged inside the first flow path 7 together with the previously supported expansion orifices 6 and the first flow path extends from the branch point 8 to the inlet point 9 . The first evaporator 5, which is formed as a refrigerant-air-heat exchanger, is configured for conditioning, in particular for cooling and / or dehumidifying the incoming air for the room. In order to prevent the refrigerant from flowing back into the first flow path 7 in the first flow path 7, in particular between the evaporator 5 and the inlet point 9, and also in accordance with the operating mode of the refrigerant circulation system 2 And a check valve 10 are formed. The second evaporator 12 is arranged inside the second flow path 11 together with the previously supported expansion orifices 13 and the second flow path likewise extends from the branch point 8 to the inlet point 9 , Thereby proceeding parallel to the first flow path (7). The second evaporator 12, which is formed as a refrigerant-coolant-heat exchanger of the refrigerant circulation system 2, is configured to transfer the heat of the components of the powertrain to the refrigerant of the refrigerant circulation system 2. The expansion orifices 6, 13 are preferably formed as expansion valves which are capable of separating the mass flow of refrigerant into partial mass flows through the flow paths 7, 11. In this case, the mass flow through the evaporators 5, 12 can be set to between 0% and 100% without modification. The partial mass flow merges at the inlet point (9). The compressor 3 sucks the refrigerant from the flow paths 7 and 11 in accordance with the operating modes of the system 1 and the refrigerant circulation system 2 and transfers the refrigerant to the third refrigerant-air-heat exchanger 14 .

A third refrigerant-air-heat exchanger 14, which is operated as a condenser / gas cooler and for transferring heat to the room inlet air, and a first refrigerant-air heat exchanger 14, also referred to as a surrounding heat exchanger, for exchanging heat between the refrigerant and ambient air, Between the air-heat exchanger (4), a third expansion orifice (15) is arranged. The first refrigerant-air-heat exchanger 4 can be supplied with the refrigerant at the high pressure level, the intermediate pressure level or the low pressure level, as required by the third expansion mechanism 15. In this case, the first refrigerant-air-heat exchanger 4 and the third refrigerant-air-heat exchanger 14, in which heat existing at a high pressure level is operated as a condenser / gas cooler from the refrigerant, To the inlet air and / or to the ambient air. The third expansion orifice 15 arranged between the heat exchangers 4 and 14 and formed as an expansion valve can be opened completely to allow the refrigerant to flow without a significant degree of pressure loss or can be opened to a high pressure level of the refrigerant circulation system 2 And the intermediate pressure level present between the low pressure level and the low pressure level. This allows the amount of heat to be transferred to the incoming air and to the ambient air for the room to be set as intended. On the other hand, the first refrigerant-air-heat exchanger 4 can be operated at the intermediate pressure level or at the low pressure level by the regulation of the third expansion orifice 15, have. As a result, by adjusting the third expansion orifice 15 in the first refrigerant-air-heat exchanger 4, heat can be absorbed or discharged from the refrigerant as required, The temperature of the incoming air can be adjusted very sensitively without noticeably reducing.

The refrigerant circulation system 2 also has a bypass-flow path 16 extending from the branch point 17 to the inlet point 18 and connected to a first refrigerant-air-heat exchanger 4 as a bypass. In this case, the branch point 17 is arranged between the third refrigerant-air-heat exchanger 14 and the third expansion-engine 15 of the first refrigerant-air-heat exchanger 4, 18 are formed between the first refrigerant-air-heat exchanger 4 and the branch points 8 of the flow paths 7, 11. Within the bypass-flow path 16 there is also provided a valve, particularly a two-way valve or shut-off valve, for opening or closing the bypass-flow path 16. Further, between the first refrigerant-air-heat exchanger 4 and the inlet point 18, a refrigerant guided through the bypass-flow path 16 in accordance with the mode of operation of the refrigerant circulation system 2, - a check valve (20) is formed to prevent backflow into the air-heat exchanger (4). According to an alternative embodiment, the branch point 17 is connected with the third expansion orifice 15 and the valve 19, with an expansion function in the direction of the first refrigerant-air-heat exchanger 4, - a combined three-way valve with blocking functionality / open functionality in the direction of flow path 16, preferably formed in the interior of the cavity.

The refrigerant circulation system 2 further comprises an accumulator 21 and various sensors 22a, 22b, 22c, 23a, 23b for depositing and collecting the liquid refrigerant. The accumulator 21 is provided in front of the inlet of the compressor 3 at the low-pressure side of the refrigerant circulation system 2. The sensors 22a, 22b, 22c are formed as pressure-temperature sensors, and the sensors 23a, 23b are formed as temperature-sensors. In this case, the first pressure-temperature sensor 22a is arranged to adjust the high pressure of the refrigerant at the outlet of the compressor 3 and to determine the pressure and temperature of the hot gas. The pressure-temperature sensor 22b provided behind the first refrigerant-air-heat exchanger 4 as viewed in the direction of flow of the refrigerant is configured such that when the refrigerant circulation system 2 is operating in the heat pump mode, Is used to adjust the temperature or pressure of the refrigerant in the exchanger (4), and is used to adjust the intermediate pressure level when the refrigerant circulation system (2) operates in the reheating mode. The refrigerant may have states lying in the intermediate phase region, thereby having steam and liquid droplets. Performance limitations are used in particular to avoid freezing of the heat transfer surface of the first refrigerant-air-heat exchanger 4. The third pressure-temperature sensor 22c arranged behind the refrigerant-coolant-heat exchanger 12 as viewed in the direction of flow of the refrigerant is configured to regulate the excess heating of the refrigerant at the outlet of the evaporator 12. Coolant-heat exchanger 12, particularly when the refrigerant circulation system 2 is operating in the heat pump mode or in the reheating mode and when it absorbs heat from the ambient air in the first refrigerant-air-heat exchanger 4, May be operated by the refrigerant at a pressure level slightly lower than the first refrigerant-air-heat exchanger 4, depending on the situation. There is also the possibility that heat is not transferred to the refrigerant in the refrigerant-coolant-heat exchanger 12 at all. In this case, the situation in which the compressor 3 sucks the liquid refrigerant must always be prevented. The first temperature sensor 23a arranged behind the second refrigerant-air-heat exchanger 5 in terms of the flow direction of the refrigerant is provided for regulating the excessive heating of the refrigerant at the outlet of the evaporator 5. [ Further, the second temperature-sensor 23b arranged behind the third refrigerant-air-heat exchanger 14 in the direction of the refrigerant flow is configured so that when the refrigerant circulation system 2 is operating in the heat pump mode, For example.

The components of the power train are temperature controlled, in particular cooled, by a heat exchanger 25. In this case, the heat exchanger 25 may be formed as one component of the coolant circulation system. Inside the coolant circulation system, a coolant-coolant-heat exchanger 12 of the coolant circulation system 2 is also integrated. The coolant-coolant-heat exchanger 12 thermally couples the coolant circulation system 2 to the coolant circulation system. The heat transferred from the components of the power train to the coolant is delivered to the coolant in the coolant-coolant-heat exchanger 12. In this way, the components of the power train can be used as a heat source for the refrigerant circulation system 12. The coolant is transported through a coolant circulation system by a transport device, notably a coolant pump, not shown in the figure. The heat system 1 is designed to provide a heat exchange system in which the waste heat absorbed from the components of the power train by the coolant of the coolant circulation system is supplied as a heat of evaporation for the coolant in the coolant- Or in heat pump mode. The functionality of the heat recovery contributes to the improvement of the overall energy efficiency and thermal efficiency of the vehicle.

1 also shows a refrigerant circulation system 2 for transferring heat from the room inside the air conditioning unit 30 to the inflow air for the room and a third refrigerant-air condenser / gas cooler for operating as a condenser / gas cooler of the additional heat exchanger 35 The arrangement of the heat exchanger 14 is shown. The air-conditioning unit 30 has a housing 31 having an inlet not shown in the drawing for circulating air from the cabin and an inlet not shown in the figure for fresh air from the surroundings. These inlets are opened or closed as required by the air guide, in which case the flow cross-sections of these inlets can be blocked or released unauthorized between 0% and 100%. The air mass flow sucked through the at least one inlet by the blower 32 is first guided through the second refrigerant-air-heat exchanger 5 of the refrigerant circulation system 2, which is operated as an evaporator. Depending on the need and according to the position of the air guide device 33, in particular the temperature flap, the conditioned air as it flows through the heat exchanger 5 flows into the first flow channel 24, Can be perfused through the third refrigerant-air-heat exchanger 14 of the refrigerant circulation system 2 operating as a condenser / gas cooler and the additional heating heat exchanger 35 and can be heated. The third refrigerant-air-heat exchanger 14 and the additional heat-exchanger 35 of the refrigerant circulation system 2 are continuously arranged to supply inflow air for the room, and the total flow of the first flow channel 34 Cover the cross section. The third refrigerant-air-heat exchanger 14 is also referred to as an internal condenser / gas cooler due to the arrangement within the air-conditioning unit 30. On the other hand, conditioned air when passing through the heat exchanger 5 can be guided into a second flow channel 36 formed as a bypass 36 for the first flow channel 34, Can be guided by the exchanger (14, 35). The flow cross-section of the flow channels 34, 36 can be closed or open unrestricted between 0% and 100%. The mass flow of the incoming air, which is guided through the flow channels 34, 36, is then guided into the chamber in the flow direction with or without mixing, depending on the mode of operation.

Heat may be additionally provided, if necessary, and when the heat of the refrigerant is insufficient, by an additional heat exchanger 35, preferably an electric additional heater such as a resistance heating device, or by a heat exchanger of the coolant circulation system , The lack of heat can be compensated.

In Figs. 2 to 11 , various modes of operation of the thermal system 1 shown in Fig. 1 are shown. The components of the refrigerant circulation system 2, in particular the corresponding refrigerant lines, to which the refrigerant is supplied, are marked with solid lines. The components and sections of the refrigerant circulation system 2 to which no refrigerant is supplied are characterized by dashed lines.

Fig. 2 shows the thermal system 1 when operating in a refrigeration plant mode for room inlet air. The room inlet air guided in the flow direction 37a through the air conditioning unit 30 is cooled and / or dehumidified when it flows through the heat exchange surface of the second refrigerant-air-heat exchanger 5 operated as an evaporator do. The air guide device (33) is arranged while closing the first flow channel (34). The third refrigerant-air-heat exchanger 14 is not supplied with inflow air guided around the heat exchangers 14, 35 through the second flow channel 36. Thereby, heat is not transferred not only in the third refrigerant-air-heat exchanger 14 but also in the additional heat exchanger 35. [ The third expansion orifice 15 arranged between the third refrigerant-air-heat exchanger 14 and the first refrigerant-air-heat exchanger 4 acting as the condenser / gas cooler is fully opened, And passes through the expansion engine 15 without pressure loss. The heat discharged from the refrigerant circulation system 2 by the refrigerant is transferred to the ambient air which is completely guided in the flow direction 37b in the first refrigerant-air-heat exchanger 4. The bypass-flow path 16 is closed and is not perfused by the refrigerant. In the first evaporator 5 of the first evaporator 5, the refrigerant is relaxed to a low pressure level and absorbs heat to evaporate when it flows through the first evaporator 5. The first expansion orifice 6 is also used to essentially restrict the mass flow of the refrigerant in order to set the desired excess heating of the refrigerant at the outlet of the evaporator 5. And the second expansion orifice 13 of the second evaporator 12 is closed. The second evaporator 12 is not supplied with the refrigerant.

Figure 3 shows a thermal system 1, similar to the operating mode shown in Figure 2, when operating in the refrigeration plant mode for the room inlet air and in the cooling mode of the components of the power train.

2, not only the first expansion mechanism 6 of the first evaporator 5 but also the second expansion mechanism 13 of the second evaporator 12 are opened, and as a result, the mass of the refrigerant The flow is divided into a partial mass flow passing through the first flow path 7 and a partial mass flow passing through the second flow path 11, and is relaxed to a low pressure level, respectively. In this case, the second expansion orifice 13 is also used to essentially restrict the mass flow of the refrigerant in order to set the desired excessive heating of the refrigerant at the outlet of the evaporator 12. The refrigerant absorbs heat and evaporates when it flows through the evaporators (5, 12). Partial mass flows through the flow paths 7, 11 are mixed at the inlet point 9. The refrigerant is simultaneously supplied to the flow paths (7, 11) and the evaporators (5, 12).

The coolant of the coolant circulation system circulates between the heat exchanger 25 of the components of the power train and the coolant-coolant-heat exchanger 12 which operates as the evaporator 12 of the coolant circulation system 2, The heat absorbed by the coolant and delivered from the components of the powertrain in the coolant-coolant-heat exchanger 12 is completely transferred into the coolant.

From Fig. 4 , a thermal system 1 is shown for absorbing heat from ambient air to heat room inlet air, operating in heat pump mode or in a heating mode. The state of the inflow air for the room guided by the air conditioning unit 30 in the flow direction 37a is not changed when it flows through the heat exchange surface of the second refrigerant-air-heat exchanger 5. [ The third refrigerant-air-heat exchanger 14 is supplied with inflow air which is guided through the first flow channel 34 and thereby via the heat exchange surfaces of the heat exchangers 14, 35. In the third refrigerant-air-heat exchanger 14, heat is transferred from the refrigerant to the incoming air for the room. The incoming air is heated. By the operation of the additional heat exchanger 35, the inflow air can be continuously heated. The air guide device (33) is arranged while closing the second flow channel (36).

The refrigerant is relieved from the high pressure level to the low pressure level when flowing through the third expansion engine 15 arranged between the third refrigerant-air-heat exchanger 14 and the first refrigerant-air-heat exchanger 4, When the refrigerant flows through the first refrigerant-air-heat exchanger 4 operated as an evaporator, the refrigerant absorbs heat from ambient air guided in the flow direction 37b and evaporates. The bypass-flow path 16 is closed and is not perfused by the refrigerant. The refrigerant flows through the first refrigerant-air-heat exchanger 4 in an unaltered direction regardless of the individual operating mode. Depending on the predominant conditions, in particular the value of the ambient air and the temperature of the air in the room or the cooling demand of the components of the powertrain, the mass flow of the refrigerant is proportional to the mass flow of the refrigerant in the expansion tubes 6, 13 of the evaporators 5, To the flow path (7, 11). In the operating mode according to Fig. 4, the first expansion orifice 6 of the first evaporator 5 is closed. No refrigerant is supplied to the first evaporator (5). The second expansion orifice 13 of the second evaporator 12 is completely opened, so that the refrigerant passes through the expansion orifice 13 without pressure loss. Then, the refrigerant flows through the second evaporator 12 without absorbing heat. The second evaporator 12 can also be operated without the refrigerant being supplied.

Fig. 5 is a schematic diagram of a heating system in operation in a heat pump mode or heating mode for heating the inlet air of a passenger compartment and in a cooling mode of the components of the powertrain, i.e. absorbing the heat of the components of the powertrain (1). Unlike the operating mode according to FIG. 4, ambient air is not used as a heat source for the refrigerant, but rather as a component of the powertrain. The operation inside the air-conditioning unit 30 remains unchanged. Significant differences in the operating modes according to Figs. 4 and 5 are in the circuit of the second expansion orifice 13 and the third expansion orifice 15. Fig. As a result, the refrigerant is not supplied to the first refrigerant-air-heat exchanger 4 because the third expansion engine 15 is closed. The valve 19 of the bypass-flow path 16 is open. The entire mass flow of refrigerant present at the high pressure level is guided through the bypass-flow path 16. When passing through the second expansion pipe 13, the refrigerant is relieved from the high pressure level to the low pressure level, and when the refrigerant flows through the refrigerant-coolant-heat exchanger 12 operated as an evaporator, And evaporates.

A coolant circulation system for controlling the temperature of the components of the power train can be connected, for example, for active cooling of the battery on the one hand. On the other hand, the coolant circulation system can be connected to use the waste heat of other electronic components such as an electric motor, a power electronic device or a charging device as a heat source.

Fig. 6 shows a thermal system 1 when operating in a reheat mode for the incoming air of a cabin. In this case, the refrigerant circulation system 2 is perfused by the refrigerant as in the case of operating in the cooling system mode for the inflow air of the passenger compartment according to Fig. A significant difference between the operating modes according to Figs. 2 and 6 lies in the setting of the air guiding device 33 inside the air-conditioning unit 30. Fig. The room inlet air guided in the flow direction 37a through the air conditioning unit 30 is cooled and dehumidified when it flows through the heat exchange surface of the second refrigerant-air-heat exchanger 5 operated as an evaporator. The air guide device 33 is arranged to at least partly open the first flow channel 34 so that the mass flow of the cooled and dehumidified air results in the flow of air by the third refrigerant-air heat exchanger 14 1 flow channel 34, and a second partial mass flow passing through the second flow channel 36. The first partial mass flow is divided into a first partial mass flow passing through the first flow channel 34 and a second partial mass flow passing through the second flow channel 36. Thus, in a third refrigerant-air-heat exchanger 14 that operates as a condenser / gas cooler, heat is transferred from the refrigerant to the incoming air. The previously cooled and dehumidified inflow air is reheated. The third expansion orifice 15 arranged between the first refrigerant-air-heat exchanger 4, which is operated as a condenser / gas cooler, like the third refrigerant-air-heat exchanger 14, is fully opened, Passes through the expansion engine 15 without pressure loss. As a result, the first portion of the heat to be discharged from the refrigerant circulation system 2 by the refrigerant is transferred to the inlet air for the room when the third refrigerant-air-heat exchanger 14 is perfused, while the refrigerant circulates in the refrigerant circulation system 2 , The second portion of the heat to be delivered from the first refrigerant-air-heat exchanger 4 to the first refrigerant-air-heat exchanger 4 flows into the ambient air that is guided in the flow direction 37b . The bypass-flow path 16 is closed and is not perfused by the refrigerant. Then, a portion of the heat absorbed from the refrigerant to the low pressure level during evaporation of the refrigerant when it is perfused through the first evaporator 5 can be used for reheating the inflow air for the room.

Alternatively, the pressure level of the refrigerant within the first refrigerant-air-heat exchanger 4 may be regulated by the third expansion orifice 15 depending on the temperature of the ambient air. In this case, for example, the pressure of the refrigerant may be set below a value corresponding to the temperature of the ambient air, in order to operate the first refrigerant-air-heat exchanger 4 as an evaporator and to absorb heat from ambient air . Alternatively, the pressure of the refrigerant is set corresponding to the temperature of the surrounding air, so that heat is not transferred. The corresponding pressure level is set by adjustment of the expansion orifices 6, 15.

Fig. 7 is a view similar to the operating mode shown in Fig. 6, in the reheating mode for the inlet air of the passenger compartment, and in the cooling mode of the components of the powertrain, i.e. in the state of absorbing the heat of the components of the powertrain (1) when the heat is applied. The operation inside the air-conditioning unit 30 remains unchanged. Unlike the operating mode according to Fig. 6, the third expansion engine 15 is closed, so that no refrigerant is supplied to the first refrigerant-air-heat exchanger 4. The valve 19 of the bypass-flow path 16 is open. The entire mass flow of refrigerant present at the high pressure level is guided through the bypass-flow path 16. As a result, no heat is transferred between the refrigerant and the bypass-flow path 16. In addition, not only the first expansion mechanism 6 of the first evaporator 5 but also the second expansion mechanism 13 of the second evaporator 12 are opened so that the mass flow of the refrigerant is reduced by the first flow path 7 and a partial mass flow passing through the second flow path 11, and are each relaxed to a low pressure level. The refrigerant absorbs heat and evaporates when it flows through the evaporators (5, 12). Partial mass flows through the flow paths 7, 11 are mixed at the inlet point 9. The refrigerant is simultaneously supplied to the flow paths (7, 11) and the evaporators (5, 12). The components of the power train and the inflow air for the room are used as the sole heat source. In this case, the amount of heat to be absorbed individually is adjusted on demand or preferentially controlled.

From Fig. 8 , it can be seen that in the reheating mode for the incoming air in the room, similar to the operating mode shown in Fig. 7, A heat system (1) when operating in a cooling mode of the components of the train, i.e. in a state of absorbing the heat of the components of the power train, is disclosed. The operation inside the air-conditioning unit 30 is maintained unchanged again. Unlike the operation mode according to Fig. 6, not only the first expansion mechanism 6 of the first evaporator 5 but also the second expansion mechanism 13 of the second evaporator 12 are opened, The flow is divided into a partial mass flow passing through the first flow path 7 and a partial mass flow passing through the second flow path 11, and is relaxed to a low pressure level, respectively. The refrigerant absorbs heat and evaporates when it flows through the evaporators (5, 12). Partial mass flows through the flow paths 7, 11 are mixed at the inlet point 9. The refrigerant is simultaneously supplied to the flow paths (7, 11) and the evaporators (5, 12). The components of the power train and the inlet air for the room are used as the heat source for the refrigerant circulation system. In this case, the amount of heat to be absorbed individually is adjusted on demand or preferentially controlled. In accordance with the adjustment of the expansion orifices 6, 13 and 15, the first refrigerant-air-heat exchanger 4 can also be operated as a heat sink or heat source for the refrigerant. Thereby, when the third expansion tube 15 is completely opened, when a portion of the heat to be discharged from the refrigerant circulation system 2 by the refrigerant flows through the first refrigerant-air-heat exchanger 4 in the flow direction 37b To the surrounding air. Alternatively, in order to operate the first refrigerant-air-heat exchanger 4 as an evaporator and to absorb heat from ambient air, the pressure level of the refrigerant may be set below a value corresponding to the temperature of the ambient air, By setting the pressure of the refrigerant corresponding to the temperature of the air, heat is not transferred as a result.

9 shows a heat pump mode or reheating mode in which the first refrigerant-air-heat exchanger 4 is operated as an evaporator for absorbing heat into the refrigerant circulation system 2 and the heat transfer surface of the heat exchanger 4 is frozen, Which is applied when the system 1 is operated, for example, in one of the aforementioned modes, due to malfunction of the first refrigerant-air-heat exchanger 4) when operated in the defrost mode. By the ice layer formed on the heat transfer surface of the heat exchanger 4, the heating performance of the system 1 is reduced. The system 1 operates inefficiently. In order to control the ice layer formed in the heat transfer surface of the heat exchanger 4, the first refrigerant-air-heat exchanger 4 is operated as a condenser / gas cooler despite the heating demand for the room inlet air, To the high pressure level. Due to the discharge of heat through the coolant, the ice layer formed on the heat transfer surface of the heat exchanger 4 is removed. The third expansion orifice 15 arranged between the third refrigerant-air-heat exchanger 14 and the first refrigerant-air-heat exchanger 4 acting as the condenser / gas cooler is fully opened, And passes through the expansion engine 15 without pressure loss. At least one first portion of the heat to be discharged from the refrigerant circulation system 2 by the refrigerant is used to remove the ice layer in the first refrigerant-air-heat exchanger 4. [ The second portion of the heat to be discharged from the refrigerant circulation system 2 by the refrigerant flows through the air conditioning unit 30 in the flow direction 37a when it flows through the third refrigerant- Can be delivered to the incoming air. In this case, the air guide device 33 is arranged while closing the first flow channel 34. In order to accelerate the defrosting process, the entire heat to be discharged from the refrigerant circulation system 2 by the refrigerant can also be used to remove the ice layer in the first refrigerant-air-heat exchanger 4. In this case, there is absolutely no air mass flow guided through the air conditioning unit 30. The bypass-flow path 16 is always closed and is not perfused by the refrigerant. The first expansion orifice 6 of the first evaporator 5 is closed. No refrigerant is supplied to the first evaporator (5). The state of the inflow air for the room guided in the flow direction 37a through the air conditioning unit 30 in accordance with the operation mode is not changed when the air flows through the heat exchange surface of the second refrigerant-air-heat exchanger 5 . When passing through the refrigerant-coolant-heat exchanger 12 operating as an evaporator, the refrigerant absorbs heat from the components of the powertrain and evaporates. As a result, the components of the powertrain are used as a heat source for removing the gasses from the first refrigerant-air-heat exchanger 4. [ Depending on the demand and the operating mode, the inflow air can be heated or continuously heated by the operation of the additional heat exchanger 35.

In Fig. 10 , similar to the operating mode shown in Fig. 3, the thermal system 1 when operating in the cooling mode of the components of the power train is shown. Unlike the operating mode according to Fig. 3, the refrigerant is relieved only to the low pressure level only in the second expansion orifice 13 of the second evaporator 12, and is absorbed and evaporated when it passes through the second evaporator 12 . On the contrary, the first expansion orifice 6 of the first evaporator 5 is closed. No refrigerant is supplied to the first evaporator (5). There is also no air mass flow conveyed through the air conditioning unit 30. [ Therefore, even in the third refrigerant-air-heat exchanger 14, there is no heat emitted from the refrigerant. The third expansion orifice 15 arranged between the third refrigerant-air-heat exchanger 14 and the first refrigerant-air-heat exchanger 4 acting as a condenser / gas cooler is completely open, The refrigerant passes through the expansion engine 15 without pressure loss. The heat to be discharged from the refrigerant circulation system 2 by the refrigerant is transferred to the ambient air which is completely guided in the flow direction 37b in the first refrigerant-air-heat exchanger 4. The bypass-flow path 16 is closed and is not perfused by the refrigerant. The coolant of the coolant circulation system circulates between the heat exchanger 25 of the components of the power train and the coolant-coolant-heat exchanger 12, which operates as the evaporator 12 of the coolant circulation system 2, The heat absorbed by the coolant, which is discharged from the components of the power train, is completely transferred into the coolant in the coolant-coolant-heat exchanger 12.

The thermal system 1 is first operated in the cooling mode of the components of the power train during the charging operation of the battery in the charging column.

The operating modes described in the embodiment of the system 1 according to Figs. 2 to 10 and Fig. 1 can be shown in the same way as the thermal systems 1a, 1b and 1c shown in Figs. 11 to 13 , The heat system is different from each other in forming the internal heat exchangers 24a, 24b, 24c in the refrigerant circulation systems 2a, 2b, 2c, respectively.

Fig. 11 shows a heating system 1a with a refrigerant circulation system 2a for adjusting the inflow air of the passenger compartment of the automobile and for cooling the components of the powertrain of the automobile. The internal heat exchanger 24a is connected to the inlet point 18 of the bypass-flow path 16 of the refrigerant-air-heat exchanger 4 and the flow paths 7 and 11 of the evaporators 5 and 12, Air heat exchanger 5 and the refrigerant-coolant-heat exchanger 12, which act as evaporators, as viewed in the direction of flow of the refrigerant, between the branch points 8 of the refrigerant- 13). On the low-pressure side, the internal heat exchanger 24a is formed behind a second refrigerant-air-heat exchanger 5, which acts as an evaporator inside the first flow path 7. Depending on the arrangement of the internal heat exchangers 24a, the total mass flow of the refrigerant circulating in the refrigerant circulation system 2a flows through the high-pressure side region of the internal heat exchanger 24a, while on the low- Only the mass flow of the refrigerant guided to the exchanger 24a through the first flow path 7 is supplied.

In Fig. 12, similar to the system 1a shown in Fig. 11, a heat system 1b with a refrigerant circulation system 2b is shown. Unlike the system 1a shown in Fig. 11, particularly the refrigerant circulation system 2a, the internal heat exchanger 24b is connected to the first refrigerant-air-heat exchanger 4 and the first refrigerant- (18) of the bypass-flow path (16) of the flow path (4). Thereby, on the high pressure side, the internal heat exchanger 24b is connected inside the refrigerant circulation system 24b such that the mass flow of the refrigerant guided through the bypass-flow path 16 circulates around the internal heat exchanger 24b On the other hand, on the low pressure side, the mass flow of the refrigerant guided through the first flow path 7 is supplied to the internal heat exchanger 24b.

From Fig. 13, similar to the system 1a shown in Fig. 11, a heat system 1c with a refrigerant circulation system 2c is disclosed. Unlike the system 1a shown in Fig. 11, particularly the refrigerant circulation system 2a, the internal heat exchanger 24c is arranged inside the first flow path 7 not only on the high pressure side but also on the low pressure side, The exchanger 24c is supplied with only the mass flow of the refrigerant guided from both sides through the first flow path 7. The internal heat exchanger 24c is formed on the high pressure side between the branch point 8 of the flow paths 7 and 11 and the first expansion orifice 6 and the second refrigerant- Is formed behind the exchanger (5).

The internal heat exchangers 24a, 24b and 24c are used to reduce the performance of the compressor 3, among other things, especially when the systems 1a, 1b and 1c operate in the cooling plant mode. In addition, the unique cooling capability of the second refrigerant-air-heat exchanger 5, which operates as an evaporator, is advantageous compared to the cooling capacity of the refrigerant-coolant-heat exchanger 12 operating as an evaporator, Is increased without structural change of the air-conditioning unit (30). The efficiency of operation of the systems 1a, 1b and 1c is increased as compared with the system 1 and the power demand of the electric compressor 3 is reduced by the formation of the internal heat exchangers 24a, 24b and 24c, The purely electrical range of the car is also increased.

1, 1a, 1b, 1c: System
2, 2a, 2b, 2c: refrigerant circulation system
3: Compressor
4: first refrigerant-air-heat exchanger
5: second refrigerant-air-heat exchanger, first evaporator
6: first expansion engine
7: first flow path
8: Branch point
9: Entry point
10: Check valve
11: second flow path
12: Refrigerant-coolant-heat exchanger, second evaporator
13: second expansion engine
14: third refrigerant-air-heat exchanger, condenser / gas cooler
15: third expansion engine
16: bypass-flow path of first refrigerant-air-heat exchanger (4)
17: branch point
18: Entry point
19: Valve
20: Check valve
21: Accumulator
22a, 22b, 22c: pressure-temperature-sensor
23a, 23b: temperature-sensor
24a, 24b, 24c: internal heat exchanger
25: Heat exchanger component powertrain
30: Air-conditioning unit
31: Housing
32: Housing
33: air guide device
34: first flow channel
35: Additional heating heat exchanger
36: second flow channel, bypass
37a: flow direction of inflow air
37b: Flow direction of ambient air

Claims (16)

1. A heating system (1, 1a, 1b, 1c) for adjusting the inlet air for a passenger compartment of a motor vehicle, comprising a refrigerant circulation system (2, 2a, 2b, 2c) The refrigerant circulation system
A first refrigerant-air-heat exchanger (4) formed to operate as a compressor (3), a condenser / gas cooler and an evaporator and for exchanging heat with ambient air, A second refrigerant-air-heat exchanger 5 which is supported in front of the second evaporator 6 and a heat exchanger 12 which is operated as a second evaporator and in which the second expansion orifice 13 is supported in front of it,
A third refrigerant-air-heat exchanger (14) operated as a condenser / gas cooler and for heating the incoming air in the room, and a third refrigerant-air heat exchanger Wherein the third expansion engine (15) is arranged behind the third refrigerant-air-heat exchanger (14) as viewed in the direction of flow of the refrigerant, the third expansion engine (15) (1, 1a, 1b, 1c). 2. A system according to claim 1, wherein a second refrigerant-air-heat exchanger (5) having said first expansion orifice (6) is arranged inside a first flow path (7) of a refrigerant circulation system (2) A heat exchanger 12 with an engine 13 is arranged inside the second flow path 11 of the refrigerant circulation system 2 and each of the flow paths extends from a branch point 8 to an inlet point 9 (1, 1a, 1b, 1c) arranged so as to be parallel to one another and to be able to receive refrigerant separately or in parallel to one another as required. 2. A refrigerant cycle system according to claim 1, wherein said refrigerant circulation system (2, 2a, 2b, 2c) has a bypass-flow path (16) around a first refrigerant- Characterized in that the heating system (1, 1a, 1b, 1c) extends from the branch point (17) to the inlet point (18) and is arranged in parallel with respect to the first refrigerant- . 4. A system according to claim 3, characterized in that the branch point (17) is arranged between a third refrigerant-air-heat exchanger (14) and a third expansion engine (15) , 1c). The system according to claim 3, characterized in that a valve (19) is provided in the bypass-flow path (16) for opening or closing the bypass-flow path (16) , 1a, 1b, 1c). 4. The device according to claim 3, characterized in that the branch point (17) is a combination of three (3) with an expanding functionality in the direction of the first refrigerant-air-heat exchanger (4) and a blocking functionality in the direction of the bypass- - directional valve (1, 1a, 1b, 1c). A heat exchanger according to claim 1, characterized in that a heat exchanger (12) operating as a second evaporator is formed as a refrigerant-coolant-heat exchanger (12) and arranged inside a coolant circulation system, (1, 1a, 1b, 1c), characterized in that it comprises a heat exchanger (25) for cooling the heat exchanger. The refrigerant circulation system according to claim 2, wherein the refrigerant circulation system (2a, 2b, 2c) is provided with internal heat exchangers (24a, 24b, 24c) for heat exchange between a refrigerant at a high pressure and a refrigerant at a low pressure, The heat exchangers 24a, 24b and 24c are arranged behind the second refrigerant-air-heat exchanger 5, which acts as an evaporator, in the first flow path 7 as viewed in the flow direction of the refrigerant at the low pressure side (1a, 1b, 1c). The refrigerant circulation system (2a) according to claim 3, wherein the refrigerant circulation system (2a) is formed with an internal heat exchanger (24a) for heat exchange between a refrigerant at a high pressure and a refrigerant at a low pressure, Air heat exchanger 5 which is operated as an evaporator in the first flow path 7 as viewed in the flow direction of the refrigerant and on the inlet side of the bypass flow path 16 on the high pressure side, (18) and the branch point (8) of the flow path (7, 11). The refrigerant circulation system according to claim 3, wherein the refrigerant circulation system (2b) is provided with an internal heat exchanger (24b) for heat exchange between a refrigerant at a high pressure and a refrigerant at a low pressure, the internal heat exchanger (24b) Air-heat exchanger 5, which is operated as an evaporator, in the first flow path 7 as viewed in the flow direction of the refrigerant, and on the high pressure side, the first refrigerant-air-heat exchanger 4 ) And the inlet point (18) of the bypass-flow path (16). 9. The heat exchanger according to claim 8, characterized in that the internal heat exchanger (24c) is arranged in front of the first expansion pipe (6) inside the first flow path (7) when viewed in the flow direction of the refrigerant at the high- System 1c. Method for operating an automotive heat system (1, 1a, 1b, 1c) according to any one of the claims 1 to 11 in a cooling plant mode, in a heat pump mode and in a reheating mode for room inflow air to be conditioned In the method,
Air-heat exchanger (14) and the first refrigerant-air-heat exchanger (4) arranged to heat the room inlet air in the heat pump mode or in the reheated mode, When the refrigerant is perfused through the engine 15, the refrigerant is relaxed from a high pressure level to a low pressure level, and when the refrigerant flows through the first refrigerant-air-heat exchanger 4 operated as an evaporator, (1, 1a, 1b, 1c), characterized in that the heat is transferred from the refrigerant to the incoming air for the room when the third refrigerant-air-heat exchanger (14) Way. 13. A method according to claim 12, characterized in that the mass flow of refrigerant is carried out before the second refrigerant-air-heat exchanger (5) operating as the first evaporator and / or before the heat exchanger (12) 6, 13) is guided to the compressor (3) without loss of pressure. 1. A method for operating an automotive heat system (1, 1a, 1b, 1c) according to claim 3 in a cooling plant mode, in a heat pump mode and in a reheating mode for room inflow air to be conditioned,
When operating in the heat pump mode or in the reheat mode to heat the room inlet air, the refrigerant is guided through the bypass-flow path 16 and the second refrigerant-air-heat exchanger 5, the refrigerant absorbs heat from the incoming air and evaporates. When the refrigerant flows through the heat exchanger 12, which acts as the second evaporator, the refrigerant absorbs heat from the components of the power train and evaporates (1, 1a, 1b, 1c), characterized in that the heat is transferred from the refrigerant to the incoming air for the room when the third refrigerant-air-heat exchanger (14) . 13. A process according to claim 12, characterized in that the mass flow of refrigerant is carried out before the second refrigerant-air-heat exchanger (5) operating as the first evaporator and before the heat exchanger (12) 13) to the heat exchangers (5, 12) to absorb heat from the room inlet air and / or from the components of the powertrain. A heating system (1, 1a, 1b, 1c) according to any one of the claims 1 to 11 for controlling the temperature of the components of the powertrain and of the electronic components The use of a thermal system (1, 1a, 1b, 1c) for use as an automotive air conditioning system.

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