RU137238U1 - CLIMATE CONTROL SYSTEM - Google Patents

Abstract

1. The climate control system of the car, which contains at least two adsorbers configured to switch in the summer mode of operation of the system between the adsorption mode and the desorption mode; autonomous cold storage battery at the phase transition, located upstream of the evaporator and downstream of the expansion valve and condenser in the refrigerant circuit; as well as an autonomous heat accumulator at the phase transition, made with the possibility of connecting to the heater core in the winter mode of the system and adsorbers in the summer mode of the system. 2. The system according to claim 1, which further comprises a circuit of a hot heat transfer medium with a heat exhaust manifold and a heat accumulator at the phase transition, as well as a circuit of a cold heat transfer medium with a heat transfer medium cooler, and the system does not use the refrigerant of an engine or an engine-driven compressor. 3. The system according to claim 2, in which each adsorber contains one or more ribbed tubes thermally connected to the adsorbent, and in which the heat transfer medium from the hot heat transfer medium circuit or the cold heat transfer medium circuit flows through the ribbed tubes of each adsorber, depending on the mode of operation of the system.

Description

The technical field to which the utility model relates.

The utility model relates to a car climate control system, which includes an adsorption heat pump with two adsorbers.

State of the art

In some car climate control systems, an adsorption heat pump can be used instead of a compressor heat pump. Adsorption thermal air conditioning systems use chemical adsorbents (for example, zeolite, silica gel, activated carbon) instead of a mechanical compressor, and have a thermal drive (for example, from the heat of exhaust gases) instead of mechanical. For example, a car’s adsorption air conditioning system can be driven by the heat of the exhaust gases of the engine, while the compressor used in many conventional air conditioning systems can run on the engine’s crankshaft and can load the engine. As such, adsorption air conditioning systems, unlike compression systems, can successfully reduce engine load and lower fuel consumption.

One operating cycle of an adsorption thermal air conditioning system includes adsorption of a refrigerant (eg, water) by a solid adsorbent, such as zeolite (hereinafter “adsorption mode”), and subsequent desorption of the refrigerant from the adsorbent (hereinafter “desorption mode”). This process can take place in a container called an adsorber. In the adsorption mode, the adsorbent is actively cooled, for example, using a cold heat transfer medium (Heat Transfer Fluid, HTF). The cooling of the adsorbent creates a suction force that draws refrigerant vapor into the adsorber to adsorb it to the adsorbent. In standard use, the refrigerant is drawn from the evaporator into the adsorbent by aspiration, while evaporating from the evaporator and thereby cooling it. In contrast, in the desorption mode, the adsorbent is actively heated, for example, using a hot heat transfer medium. As a result of heating the adsorbent, the refrigerant is desorbed from it. In standard use, the refrigerant desorbed from the adsorbent enters the condenser, condensing and thereby heating it.

US 2011/0005267 (which can be selected as the closest equivalent) describes a car air conditioning system, which includes an adsorption heat pump that works in conjunction with a condenser and evaporator according to the method described above. The adsorption heat pump is powered by the thermal energy of the exhaust gases of the engine, and contains at least two adsorbers that cyclically and asynchronously absorb and release refrigerant. In one preferred embodiment, the system has three working medium circuits: a heat exchange medium circuit for heating / cooling adsorbers, in which the working medium is a mineral oil-based heat exchange medium; an adsorption circuit located completely outside the passenger compartment, in which the working medium may be NH ₃ ; and a refrigerant circuit transferring heat from the passenger compartment to the adsorption circuit (via an inter-circuit heat exchanger), in which the working medium may be R-134a.

The heat exchange medium circuit heats / cools the adsorbers, affecting the adsorption / desorption processes inside the adsorbers. The heat transfer medium cooler supplies the cooled heat transfer medium for the adsorption mode, and the heat transfer medium heater supplies the hot heat transfer medium for the adsorption mode. The heat reservoirs that store the heat of the exhaust gases in the material with a phase transition (Phase Change Material, PCM) are connected to a heater of the heat exchange medium. The adsorption circuit contains NH ₃ , which is absorbed / released from the adsorbents. After the engine is turned off, the heat accumulated in the thermal tanks is used to desorb NH ₃ from the adsorbents into the tank. The NH ₃ accumulated in the tank is then used to provide “sudden cooling” after the engine starts cold, when the heat transfer medium in the heat transfer medium circuit is still heated, to start the heat cycle of the adsorbers and to pump the refrigerant. To ensure interior cooling, the heat exchanger is connected to the refrigerant circuit and the adsorbent circuit. In the heat exchanger, R-134a condenses from the refrigerant circuit, and NH ₃ evaporates from the adsorbent circuit. In addition, the refrigerant circuit contains an R-134a evaporator that communicates with the passenger compartment to cool it with a fan.

However, it was found that the above system has several disadvantages. To ensure rapid cooling when starting the engine, in this system NH ₃ is stored under pressure in an appropriate tank. Even without considering the hazards associated with storing NH ₃ under pressure, using a pressure vessel can be costly in terms of materials and space requirements. Moreover, to store a volume of NH ₃ sufficient for rapid cooling needs in hot weather, an oversized tank may be required. In addition, due to the inherent limitations of the NH ₃ pressure vessel, it may not be possible to reduce the size of the adsorbers and, accordingly, increase their efficiency and / or ensure the placement of the system in vehicles.

Utility Model Disclosure

To overcome these and other shortcomings, a car climate control system has been proposed that contains at least two adsorbers configured to switch in the summer mode of operation of the system between the adsorption mode and the desorption mode. The system also contains a stand-alone phase transition cold accumulator located upstream of the evaporator and downstream of the expansion valve and condenser in the refrigerant circuit. The system also contains an autonomous heat accumulator at the phase transition, configured to connect to the core of the heater in the winter mode of the system and adsorbers in the summer mode of operation of the system.

The system further comprises a hot heat transfer medium circuit with a heat exhaust manifold and a heat accumulator at the phase transition, as well as a cold heat transfer medium circuit with a heat transfer medium cooler. However, the system does not provide for the use of engine refrigerant or an engine driven compressor.

Each adsorber may contain one or more ribbed tubes thermally connected to the adsorbent. In this case, the heat transfer medium from the circuit of the hot heat transfer medium or from the circuit of the cold heat transfer medium flows through the ribbed tubes of each adsorber, depending on the operating mode of the system.

The technical result of the utility model is to ensure the effective accumulation of thermal energy without the use of pressure tanks, increase the efficiency of thermal adsorption, and also reduce the size of the adsorbers in the climate control system.

This effect is achieved due to the advantages of the accumulation of thermal energy in a material with phase transitions. When using the proposed system in the summer mode of operation, in order to ensure fast cooling during the subsequent engine start, thermal energy can be accumulated in the battery by charging an autonomous cold battery at the phase transition. In addition, in the winter mode of operation of the system, a cold accumulator at the phase transition can be used to quickly warm the passenger compartment. Accordingly, smaller adsorbers may also be sufficient for the winter mode of operation of the climate control system.

Brief Description of the Drawings

In FIG. 1 is a schematic illustration of an automobile comprising a climate control system according to the invention.

In FIG. 2A is a cross-sectional view of an embodiment of an adsorber in an adsorption mode. The composition of the climate control system shown in FIG. 1, two such adsorbers may be included.

In FIG. 2B is a cross-sectional view of the embodiment of the adsorber shown in FIG. 2A, in desorption mode together.

In FIG. 3 is a diagram of a climate control system of FIG. one.

In FIG. 4 illustrates an example of the operation method of the climate control system of FIG. 1, in summer mode, after warming up the engine after starting.

In FIG. 5A illustrates an example of the operation method of the climate control system of FIG. 1, in summer mode after turning off the engine.

In FIG. 5B illustrates an example of a method of operating the climate control system of FIG. 1, in the summer mode, at the time of engine start or before it, providing sharp cooling of the passenger compartment.

In FIG. 6 illustrates an example of a method for controlling the bypass valve of the cold accumulator at the phase transition, which can be used in the method shown in FIG. four.

In FIG. 7 illustrates an example of a method for controlling the bypass valve of the heat accumulator at the phase transition, which can be used in the methods shown in FIG. 4 and FIG. 8.

In FIG. 8 illustrates an example of the operation method of the climate control system of FIG. 1, in winter mode, after warming up the engine after starting.

In FIG. 9 illustrates an example of the operation method of the climate control system of FIG. 1, in winter mode, at the time of engine start or before it, providing a sharp heating of the passenger compartment.

Utility Model Implementation

The following description relates to systems and methods for cooling and heating a passenger compartment of a vehicle using a climate control system using an adsorption heat pump instead of mechanical compression, together with stand-alone cold and heat accumulators at the phase transition. In the summer operating mode, the heat of the exhaust gases activates two adsorbers, which, in cooperation with the evaporator and condenser, provide cooling for the passenger compartment. To quickly cool the cabin before starting or at the time of starting the engine, along with adsorbers, an evaporator and a condenser, cold and heat accumulators at the phase transition can be used. On the other hand, in winter operation, the exhaust gases of the engine heat the heat-transfer medium, which passes through the core of the heater, thereby heating the interior. To quickly heat the cabin before starting or at the time of starting the engine, along with the heater core, a heat accumulator at the phase transition can be used.

As shown in FIG. 1, the climate control system may be thermally connected to the exhaust pipe of the engine, and may not be connected to the engine of the car or load it. The climate control system may contain two adsorbers that can be used in summer operation, but cannot be used in winter mode. As shown in FIG. 2A-2B, depending on the temperature of the heat transfer medium (hereinafter, the HTF) flowing through the pipes of each adsorber, the adsorbent in each of the adsorbers can adsorb or desorb the refrigerant. Two adsorbers can operate asynchronously and cyclically, where one adsorber operates in the adsorption mode with HTF flowing through it from the cold HTF circuit, and the other adsorber operates in the desorption mode with HTF flowing through it from the hot HTF circuit. As shown in FIG. 3, the hot HTF circuit may include a heat collector where engine exhaust heat is transferred to the HTF; a phase transition heat accumulator in which exhaust heat accumulates in a phase transition material (PCM); a pump, and a heater core, which can be turned off during summer operation, the cold HTF circuit may include an HTF cooler and a pump. As also shown in FIG. 3, the refrigerant circuit may include two adsorbers with an evaporator, a condenser, a phase transition cold accumulator, and an expansion valve. An example of a summer climate control method is shown in FIG. 4, and an example of a winter climate control system operation method is shown in FIG. 8. In FIG. 5A and 5B illustrate the operation methods of the climate control system for quickly cooling the passenger compartment when the engine is turned off, as well as at the time of subsequent engine start-up or before it, whereas in FIG. Figure 9 shows the way the climate control system works to quickly heat the passenger compartment at the time of starting the engine or in front of it.

Turning now to FIG. 1, which schematically depicts an example embodiment of a climate control system 100 of a vehicle 102. The vehicle 102 has drive wheels 106, a passenger compartment 104, and an internal combustion engine (ICE) 108. The engine 108 has a combustion chamber (not shown) that can receive intake air through an inlet (not shown) and exhaust exhaust through an exhaust channel 110. The engine 108 can be used in a motor vehicle such as a road vehicle, among other types Vehicle.

Unlike some automotive climate control systems in which the refrigerant can circulate in the engine to absorb unused engine heat, after which the heated refrigerant can enter the radiator and / or heater radiator through the refrigerant piping, moreover, the climate control system 100 may not communicate with engine 108 fluid. In addition, the climate control system 100 may include two adsorbers that are driven by the thermal energy of the exhaust gases instead of being driven by a crankshaft or electric motor. Accordingly, the only connection between the engine 108 and the climate control system 100 may be the passage of engine exhaust gases in the exhaust duct of the software through the heat exhaust manifold of the climate control system 100, as will be described in detail below. Thus, the engine 108 can be substantially exempted from maintaining the climate control system in the car, and the climate control system 100 may not create a load on the engine 108. Furthermore, since the engine coolant may not circulate through the climate control system 100, then the amount of refrigerant in the engine can be reduced. Some of the benefits of reduced refrigerant volume in the engine are that the engine warms up more quickly, which leads, for example, to lower exhaust emissions during cold starts.

In FIG. 1 also shows a control system 114 of a vehicle 102. The control system 114 may be associated with various components of an engine 108 and a climate control system 100 to execute control programs and operations described below. As shown in FIG. 1, the control system 114 may comprise an electronic digital controller 112. The controller 112 may be a microcomputer comprising a microprocessor unit, input / output ports, an electronic memory device for executing programs and calibration values, RAM, non-volatile memory, and a data bus.

As shown in the diagram, the controller 112 may receive input signals from a plurality of sensors 116, among which may be user input and / or signals from sensors (e.g., transmission position of the transmission, clutch position, gas pedal signal, brake signal, selector lever position transmissions, vehicle speed, engine speed, engine mass air flow, ambient temperature, intake air temperature, etc.), climate control sensors (e.g., HTF temperature, temperature antifreeze adsorbent temperature, fan speed, the passenger compartment temperature, the desired temperature of the passenger compartment, the ambient humidity, etc.) and others. As shown in FIG. 1, the sensors 116 may include a keyfob sensor 120 configured to receive a signal from the electronic keyfob 122. In particular, the keyfob sensor 120 may remotely associate the vehicle 102 with the electronic keyfob 122, allowing remote control of some functions of the vehicle 102. In one example The electronic key fob 122 can remotely activate the climate control system 100 for pre-conditioning the cabin. Depending on the environmental conditions, for example, read by one or more sensors 116 and / or entered by the user, the electronic keyfob 122 can remotely activate the climate control system 100 for preliminary rapid cooling or rapid heating of the cabin air before starting the engine, which will be described in detail below. . Thus, the future driver of the car or passenger can use the electronic key fob 122 to provide the required air temperature in the cabin at the time of boarding the car.

In addition to the ability to remotely activate the climate control system 100, using the electronic key fob 122, you can access the car 102 without a key. In this case, the keyfob sensor 120 can be adjusted to give directions to the controller 112 regarding the closed or open position of the car doors.

In addition, controller 112 may be coupled to various actuators 118, which may be engine actuators (e.g., fuel injectors, electronically controlled intake air throttle, spark plugs, transmission clutch, etc.), system actuators climate control (e.g. air inlet and / or shutoff valves, HTF flow control valves, refrigerant flow control valves, blower actuators, actuators fans, etc.), and others. In some examples, the storage device can be programmed with machine-readable data representing instructions executed by the processor unit to implement the methods described below, as well as other proposed but not specifically described options.

As mentioned above, the climate control system 100 contains two identical in design adsorbers that can operate asynchronously (one adsorber in the adsorption mode, the other in the desorption mode, except from the “sudden heating / cooling” modes) and cyclically (each adsorber periodically switches between adsorption and desorption modes). In the summer mode of operation of the climate control system, the adsorbers can operate due to the heat of the exhaust gases of the engine to ensure evaporation and condensation of the refrigerant in the evaporator and condenser.

In FIG. 2A is a cross-sectional view of an example construction of an adsorber 200 operating in an adsorption mode, and FIG. 2B is a cross-sectional view of an adsorber 200 operating in a desorption mode. The adsorber 200 may be one of two identical adsorbers included in the adsorption thermal climate control system 100 shown in FIG. one.

The adsorber 200 carries out heat exchange between HTF and a chemical adsorbent (for example, zeolite, silica gel, activated carbon in powder form, in granules or in the form of a coating). In the described embodiments of the invention, HTF flows along the finned coil tube 202, and the adsorbent 204 forms a coating on the surface of this finned tube. However, it should be understood that another suitable adsorption heat exchanger may be used in the climate control system described herein. For example, instead of coating, the adsorbent 204 may be a metal foam or a highly porous Metal-Organic Framework (MOF) of another suitable type. Similarly, although the location of a single ribbed tube 202 in the form of a coil is shown, several separate tubes can be used to transfer HTF through the adsorber, or HTF can flow through the built-in channel of each adsorber, for example, a channel passing through the entire adsorber.

The ribbed tube 202 and the adsorbent 204 are located inside the housing 206 of the adsorber 200. Depending on whether the adsorber is in the adsorption or desorption mode, the valve 208 can direct the HTF flow either from the hot HTF circuit or from the cold HTF circuit to the tube 202. Similarly, based on the adsorber mode, valve 210, which is located downstream of pump 226, can direct HTF flow from the ribbed tube to either the hot HTF circuit or the cold HTF circuit. When the adsorber 200 operates in an adsorption mode, as shown in FIG. 2A, valve 208 directs the flow of HTF from the cold HTF circuit through the adsorber, and valve 210 directs the flow of HTF from the adsorber back to the cold HTF circuit. Conversely, when the adsorber 200 operates in a desorption mode, as shown in FIG. 2B, valve 208 directs the flow of HTF from the hot HTF circuit through the adsorber, and valve 210 directs the flow of HTF from the adsorber back to the hot HTF circuit. The cold and hot HTF loops will be described later with reference to FIG. 3.

Depending on the temperature of the HTF flowing through the adsorber 200, the refrigerant may be absorbed by or adsorbed from the adsorbent. The refrigerant may be water, ammonia, R1234f, or any other suitable refrigerant. In the adsorption mode, as shown in FIG. 2A, the controller controls the valve 208 so as to allow cold HTF flow through the coil of the ribbed tube 202 in the housing 206 to cool the adsorbent 204. Cooling the adsorbent 204 creates a suction force that draws refrigerant from the evaporator in communication with the housing 206 when the valve 220 is open as will be shown in more detail in connection with FIG. 3. The desorption mode can be performed after the adsorption mode, and the refrigerant from the evaporator, which was absorbed by the adsorbent, is desorbed and sent to the condenser. In the desorption mode, as shown in FIG. 2B, the controller controls the valve 208 so as to allow hot HTF to flow through the coil of the ribbed tube 202 to heat the adsorbent 204. Heating the adsorbent causes desorption of the refrigerant from the adsorbent. When valve 220 is open, the desorbed refrigerant may be directed to a condenser in communication with the housing 206, as will be shown in more detail in connection with FIG. 3.

As described above, adsorbers of an adsorption heat pump can asynchronously change the operating mode from adsorption to desorption during engine operation. One operation cycle of adsorbers can be attributed to a period of time during which each adsorber operates both in the adsorption mode and in the desorption mode. In one example, the cycle lasts 20-40 minutes, and the half-cycle lasts 10-20 minutes. During the first half-cycle, the first adsorber can work in the adsorption mode, while the second adsorber works in the desorption mode. During the second half-cycle immediately following the first half-cycle, the first adsorber can work in the desorption mode, while the second adsorber works in the adsorption mode. The adsorption thermal air conditioning system can repeat this cycle for the entire duration of the climate control system, with the exception of certain modes (for example, the quench mode described below) that require both adsorbers to work in the adsorption or desorption mode at the same time.

When the engine is turned off during summer operation, complete desorption of the refrigerant from the adsorbents in both adsorbers may be required. In this case, the climate control system can operate in quenching mode the next time the engine is started. For example, when the engine is turned off in summer mode, the controller can control the valve 208 on both adsorbers in such a way as to direct the flow of hot HTF through the ribbed tube 202 to heat the adsorbent 204, and thereby cause desorption of the refrigerant from the adsorbent. Despite the fact that the hot HTF circuit does not currently receive heat from the engine exhaust, since the engine is turned off, the hot HTF can be removed from the heat accumulator with a phase transition in the hot HTF circuit to desorb adsorbents in both adsorbers. After desorption of the adsorbents in both adsorbers, the controller can close the valve 220 on both adsorbers, thereby isolating the refrigerant circuit from the adsorber bodies to prevent the refrigerant vapor from re-entering the adsorbers when the engine is off (for example, when the car is parked in the parking lot). Desorption of the adsorbents of both adsorbers when the engine is turned off allows both adsorbers to temporarily work in the adsorption mode (for example, 2-5 minutes) at the next engine start. Operation of both adsorbers in the adsorption mode can effectively double the cooling capacity (with respect to the operation of only one adsorber in the adsorption mode) to provide immediate delivery of cold air for increased passenger comfort (and for other additional needs for cooling the engine / car) in warm weather . In some embodiments, rapid cooling may be initiated before the engine is started. For example, the user can remotely turn on the climate control system before starting the engine, for example, using the electronic key fob 122 shown in FIG. 1, which, in turn, can activate the fast cooling mode (for example, in hot weather). The quick cooling mode is described below with reference to FIG. 5A and 5B.

In FIG. 3 is a schematic illustration of an example climate control system 300 that can be used in a vehicle 102 of FIG. 1 and may contain two identical adsorbers: a first adsorber 302 and a second adsorber 304. The first and second adsorbers 302 and 304 may have the structure of the adsorber 200 shown in FIG. 2A and 2B, and operate asynchronously and cyclically in the manner described above for the adsorber 200. The climate control system 300 may also contain two operating environments: refrigerant and HTF. The climate control system 300 may operate in summer mode (e.g., in hot weather) and in winter mode (e.g., in cold weather).

I. Summer operation

During summer operation, the passenger compartment can be cooled by adsorbents 302 and 304 together with a hot HTF circuit and a cold HTF circuit, as well as a refrigerant circuit. As shown in FIG. 3, heating and cooling of the adsorbents can be provided by the hot HTF circuit 306 and the cold HTF circuit 308, respectively. HTF flowing in both hot and cold HTF circuits 306 and 308 can be suitable high boiling point HTFs that can be used both at high temperatures (e.g., heat exchange with engine exhaust at high temperatures) and at low temperatures (e.g. in harsh winters). In one example, the HTFs in the hot and cold HTF loops 306 and 308 may be petroleum-based HTFs.

The hot HTF circuit 306 provides desorption by heating the HTF that circulates through a pump 310 between the exhaust heat collector 312, a phase transition heat accumulator 314, and the first and second adsorbers 302 and 304 of the adsorption heat conditioning air conditioning system 324. As shown in FIG. 3, a heat exhaust manifold 312 is connected to an engine exhaust pipe 316. HTF can flow through heat collector 312, and heat from exhaust gases flowing through pipe 316 in heat collector 312 can be transferred to HTF flowing through them.

The phase transition heat accumulator 314 can be located downstream of the heat collector 312. The phase transition heat accumulator 314 can store thermal energy in one or more types of phase transition material (PCM), providing storage of thermal energy in the range 125-250 ° C . PCM can absorb thermal energy when changing state from solid to liquid, and release thermal energy when changing state from liquid to solid. The phase transition heat accumulator 314 may be insulated to reduce the dissipation of heat accumulated therein. For example, the phase transition heat accumulator 314 may be a double-walled thermos flask. PCM material can be placed in a deeply evacuated space (for example, with an absolute pressure of 1 microbar or less) between the outer and inner walls of the heat accumulator with a phase transition. HTF flowing in the hot HTF circuit 306 may enter the inlet of the heat accumulator 314 in a phase transition and exit the outlet of the heat accumulator 314 in a phase transition. In one example, the PCM inside the phase transition heat accumulator 314 may be located in one or more PCMs located between the support plates, each unit containing several PCMs arranged radially relative to the central supply channel. HTF entering the inlet of the heat accumulator can flow through the central supply channel, in which it can flow radially from the central supply channel to the PCM elements, in order to accumulate thermal energy in them. Depending on the type or types of PCM contained in the battery 314, among other factors, the PCM battery 314 can hold a certain amount (in percent) of heat accumulated during engine operation for a certain period of time after the engine is turned off. In one example, 80% of the heat stored in the PCM battery 314 during engine operation can be stored for at least 16 hours after the engine is turned off. Essentially, PCM battery 314 can deliver hot HTF to adsorbers 302 and 304 even when the engine is off. For example, a PCM battery 314 can store 1.0 to 1.5 kWh of energy, which can provide immediate heat to both adsorbers after the engine is turned off to activate rapid cooling mode the next time the engine starts. The storage capacity of the thermal energy of the heat accumulator during the phase transition can depend on many factors, including the size of the engine, the type of vehicle and various parameters of the climate control system (for example, the size of the passenger compartment, electric battery in the case of a hybrid car, etc. ) It should be understood that the thermal energy stored in the heat accumulator 314 at the phase transition can be released without starting the engine, for example, by remote control with the engine turned off. For example, the user can remotely activate the climate control system before starting the engine, for example, using the electronic key fob 122 shown in FIG. 1, which can send a signal to the controller to control the climate control system 100 in order to extract the hot heat carrier accumulated in the heat accumulator at the phase transition for use in the fast cooling mode described below.

The phase transition heat accumulator 314 may be installed in parallel with the channel 318, which contains the bypass valve 320. The HTF may flow through the channel 318, bypassing the phase transition heat accumulator 314, depending on the position of the bypass valve 320. For example, when the bypass valve 320 is fully closed, all of the HTF from the heat collector 312 can be directed to the heat accumulator 314 at the phase transition, where thermal energy is accumulated in the PCM. Alternatively, when the bypass valve 320 is fully open, all of the HTF from the heat collector 312 can bypass the heat accumulator 314 at the phase transition and flow through the channel 318. The pump 310 can be located downstream of the heat accumulator 314 at the phase transition and the bypass valve 320; the controller can control the pump 310 in such a way as to direct the flow of HTF from the heat collector 312 through the heat accumulator 314 at the phase transition and / or channel 318, depending on the position of the bypass valve 320.

Depending on the position of the hot HTF valve 382, located downstream of the pump 310 in the hot HTF circuit, and the hot HTF valve 344, located upstream of the pump 310 in the hot HTF circuit, either the heater core 328 or adsorbers 302 and 304. In summer mode, valves 382 and 377 can be installed so that the adsorbers 302 and 304 are included in the hot HTF circuit 306 and the heater core 328 is not included in the hot HTF circuit 306. The adsorbers 302 and 304 can work in conjunction with the hot HTF circuit 306 and the cold HTF circuit 308 to provide cooling to the passenger compartment. The cold HTF circuit 308 can provide adsorption by cooling the coolant circulating through the pump 322 between the currently adsorbing adsorber and the 326 HTF cooler. The HTF cooler 326 may be any suitable device that can maintain the temperature of the coolant within the required range (for example, 30 to 40 ° C). For example, the 326 HTF cooler may be an air-liquid heat exchanger. A fan 374 may direct ambient air to the HTF cooler 326 to provide heat transfer between the flowing HTF and the surrounding air, thereby cooling the HTF. As shown in FIG. 3, the pump 322 is located downstream of the 326 HTF cooler. The cold HTF loop 308 may have a conduit in communication with adsorbers 302 and 304 downstream of the pump 322, as described below.

In addition, during summer operation, the hot HTF circuit 306 and the cold HTF circuit 308 can selectively communicate with adsorbers 302 and 304 depending on the positions of the various valves. If the valve 382 is controlled in such a way that the adsorbers are connected to the hot HTF circuit, the position of the hot HTF supply valve 330 downstream of the pump 310 and the valve 382 can determine whether the hot HTF circuit communicates with one of the adsorbers 302 and 304, with both adsorbers, or with none of them. Similarly, the position of the cold HTF supply valve 340 downstream of the pump 322 in the cold HTF loop can determine whether the cold HTF loop is in communication with one of the adsorbers 302 and 304, with both of them, or with neither of them. The first adsorber 302 includes a first HTF intake valve 332, and the second adsorber 304 includes a second HTF intake valve 334. Valve 332 communicates with a hot HTF loop, a cold HTF loop, and a first adsorber, while valve 334 communicates with a hot HTF loop, a cold HTF loop, and a second adsorber. Valves 332 and 334 can perform the same function as valve 208 shown in FIG. 2A and 2B; for example, depending on which of the two modes, the adsorption mode or the desorption mode, the first adsorber is currently in, the first HTF inlet valve can be controlled to provide communication between the hot HTF circuit or the cold HTF circuit and the first adsorber . Depending on the position of valve 332, HTF can be supplied to the first adsorber from the hot HTF circuit, or HTF from the cold HTF circuit, or HTF will not be supplied at all. Similarly, depending on the position of valve 334, HTF can be supplied to the second adsorber from the hot HTF loop, or HTF from the cold HTF loop, or HTF will not be delivered at all.

During engine operation (for example, when the engine is warmed up after starting up and before the engine is turned off), the valves 330, 332, 334 and 340 can interact with each other in order to direct the HTF from the hot and / or cold HTF loops to the corresponding adsorber (s) at a specific operating mode of each adsorber. For example, when the first adsorber is in adsorption mode and the second in desorption mode, the controller can control the position of the valve 330 so as to direct the flow of hot HTF to the second adsorber, and not the first, and control the position of the valve 340 so as to direct cold HTF flow into the first adsorber, and not into the second. The controller can also control the position of valves 332 and 334 so that HTF from the hot HTF circuit can enter the second adsorber, and HTF from the cold HTF circuit can enter the first adsorber. Then, after a half-cycle of the adsorption thermal air conditioning system, the first and second adsorbers will switch, so that the second adsorber will work in the adsorption mode, and the first in the desorption mode. To perform the switchover, the controller can control the position of the valve 330 so as to direct the hot HTF flow to the first adsorber, and not to the second, and to control the position of the valve 340 so as to direct the flow of cold HTF to the second adsorber, and not the first. The controller can also control the position of valves 332 and 334 so that HTF from the cold HTF circuit can enter the second adsorber, and HTF from the hot HTF circuit can enter the first adsorber. After completing another half-cycle, the first and second adsorbers can switch again, that the second adsorber will be in desorption mode, and the first in adsorption mode. The first and second adsorbers can switch between adsorption and desorption modes in the described manner throughout the operation of the climate control system with the engine running.

On the contrary, when the engine is turned off and before starting or when starting, the controller can control the position of the valves 330, 332, 334 and 340 differently in order to prepare for the fast cooling mode. For example, when the engine is turned off in warm weather, the controller can control the valves in such a way that a desorption process will occur in both adsorbers. For example, the controller may control valve 330 in such a way as to direct the flow of HTF to both adsorbers, and control the position of valves 332 and 334 in such a way that both adsorbers communicate with the hot HTF circuit. As discussed in more detail with reference to FIG. 2A and 2B, during operation, each adsorber housing can be isolated from the respective refrigerant circuit to prevent refrigerant vapor from re-entering the adsorbers when the engine is off (for example, a car is parked). Thus, at the next start of the engine (or until the next start), the controller can switch the refrigerant circuit between the adsorbers, and then control the valves so that the adsorption process will proceed in both adsorbers. For example, the controller may control valve 340 in such a way as to direct the flow of HTF to both adsorbers, and control the position of valves 332 and 334 in such a way that both adsorbers communicate with the cold HTF circuit.

As described previously with reference to FIG. 2, based on the operating mode of each adsorber, it is possible to control the valve downstream of the pump in such a way as to direct the flow of HTF from the ribbed tube to either the hot HTF circuit or the cold HTF circuit. As shown in FIG. 3, the first HTF exhaust valve 348 is located downstream of the first HTF outlet pump 352 at the outlet of the first adsorber; a second HTF exhaust valve 350 is located downstream of the second HTF outlet pump 354 at the outlet of the second adsorber. Like the pump 226 of FIG. 2A and 2B, pumps 352 and 354 can pump HTF from the ribbed tubes of the first and second adsorbers, respectively, to the hot or cold HTF circuit, depending on the position of the valves 348 and 350, as well as the position of the hot HTF check valve 344 and check valve 346 cold htf.

For example, when the first adsorber is in adsorption mode and the second adsorber is in desorption mode, the controller can control the position of the valves 344, 346, 348 and 350 so that the HTF exiting the first adsorber returns to the cold HTF circuit, a HTF, leaving the second adsorber, it returned to the hot HTF circuit. Similarly, when the first adsorber is in desorption mode and the second adsorber is in adsorption mode, the controller can control the position of the valves 344, 346, 348 and 350 so that the HTF exiting the first adsorber returns to the hot HTF circuit, and HTF leaving the second adsorber returned to the cold HTF circuit. It should be understood that when hot HTF flows through both adsorbers, for example, after turning off the engine in the described rapid cooling mode, valve 344 can be installed so that HTF from both adsorbers is directed back to the hot HTF circuit (for example, upstream of the thermal collector 312, as shown in Fig. 3). It should also be understood that when cold HTF flows through both adsorbers, for example, at or before starting the engine in quick cooling mode, valve 346 can be installed so that HTF from both adsorbers is directed back to the cold HTF circuit (e.g. upstream of the HTF cooler 326, as shown in Fig. 3).

As shown in FIG. 3, the climate control system 300 also includes a refrigerant circuit 356. The refrigerant circuit 356 operates in conjunction with cooling or heating the adsorbents within the adsorbers 302 and 304 using the cold and hot HTF circuits to provide the interior with chilled air. The refrigerant circuit 356 includes first and second adsorbers 302 and 304, an evaporator 358, a phase transition cold storage battery 360, a thermal expansion valve 362, and a condenser 364.

The cold storage battery 360 at the phase transition can store thermal energy in one or more types of material with phase transitions to provide thermal energy storage in the range from 3 to 10 ° C. Phase transition materials can absorb thermal energy during the transition from solid to liquid and release thermal energy during the transition from liquid to solid. The cold storage battery 360 at the phase transition can be insulated to reduce the dispersion of the thermal energy stored therein. For example, the cold storage battery 360 at the phase transition may be a double-walled container such as a thermos. PCM material can be placed in a deeply evacuated space (for example, with an absolute pressure of 1 microbar or less) between the outer and inner walls of the cold storage battery with a phase transition. The refrigerant flowing in the refrigerant circuit 356 may enter the inlet of the cold accumulator 360 at the phase transition and exit the outlet of the cold accumulator 360 at the phase transition. In one example, the PCM inside the cold storage battery 360 at the phase transition can be placed in one or more PCM units located between the support plates, each unit containing several PCM elements located radially relative to the central supply channel. The refrigerant entering the inlet of the cold accumulator can flow through the central supply channel, in which it can flow radially from the central supply channel to the PCM elements for accumulation in them. Depending on the type or types of PCM contained in the 360 battery, among other factors, the cold PCM battery 360 can hold a certain amount (in percent) of thermal energy accumulated during engine operation for a certain period of time after the engine is turned off. In one example, 80% of the thermal energy stored in a 360 PCM cold battery during engine operation can be stored for at least 16 hours after the engine is turned off. As such, the PCM cold accumulator 360 can supply refrigerant to the evaporator 358 even when the engine is off. For example, a cold storage battery 360 with PCM can store between 1.0 and 1.5 kWh of energy, which can provide immediate heat to the evaporator 358 after turning off the engine to activate quick cooling the next time the engine starts. The storage capacity of the thermal energy of the cold accumulator at the phase transition can depend on many factors, including the size of the engine, the type of vehicle, and various parameters of the climate control system (for example, the size of the passenger compartment, electric battery in the case of a hybrid car, etc. )

The thermal energy storage capacity of the cold accumulator at the phase transition can allow it to meet the requirements of rapid cooling to ensure passenger comfort during engine starting, despite the small size of the cold accumulator at the phase transition, for example, relative to the reservoir with NH ₃ under pressure. In addition, the increased thermal energy storage capacity of the cold accumulator during the phase transition, for example, relative to the reservoir with NH ₃ under pressure, reduces the size of the adsorbers used to cool the passenger compartment, thereby improving the efficiency of the climate control system and making it more compact.

It should be understood that the thermal energy stored in the cold accumulator 360 at the phase transition can be released without starting the engine, for example, by remote control with the engine turned off. For example, the user can remotely activate the climate control system before starting the engine, for example, using the electronic key fob 122 shown in FIG. 1, which can send a signal to the controller to control the climate control system 100 in order to isolate the cold refrigerant accumulated in the cold accumulator at the phase transition for use in fast cooling mode.

The cold storage battery 360 at the phase transition can be installed in parallel with the channel 372, which contains the bypass valve 370. HTF can flow through the channel 372, bypassing the cold storage battery 360 at the phase transition, depending on the position of the bypass valve 370. For example, when the bypass valve 370 is completely closed, all refrigerant leaving the expansion valve 362 can be directed to the cold accumulator 360 at the phase transition, where thermal energy is accumulated in the PCM. Alternatively, when the bypass valve 370 is fully open, all refrigerant leaving the expansion valve 362 may bypass the cold storage battery 360 at the phase transition and flow through channel 372.

Evaporator 358 and condenser 364 may selectively communicate with adsorbers 302 and 304 depending on the positions of the various valves. The position of the adsorbed refrigerant valve 378 may determine whether the refrigerant from the evaporator 358 can be adsorbed to the adsorbent (s) of one, both, or none of the adsorbers 302 and 304. Similarly, the position of the desorbed refrigerant valve 380 may determine whether the refrigerant desorbed can from the adsorbent of one, both or none of the adsorbers 302 and 304, to be condensed in the capacitor 364. During a given operating mode of each of the adsorbers, the valves 378 and 380 can interact with each other so that ulation refrigerant from the evaporator 358 to the corresponding (ix) the adsorber (s) and direct the refrigerant from the corresponding (their) adsorber (s) to the condenser 364 as described below.

Together with other elements and circuits of the climate control system 300, the refrigerant circuit 356 can provide cooling for the passenger compartment in the following way.

During the first half cycle of the adsorbers 302 and 304, the first adsorber 302 operates in the adsorption mode, and the second adsorber 304 operates in the desorption mode. Essentially, the first adsorber 302 communicates with the cold HTF circuit, while the second adsorber 304 communicates with the hot HTF circuit. Since the second adsorber 304 operates in the desorption mode, it desorbs the refrigerant. The controller controls the valve 380 so that it provides communication between the body of the second adsorber and the condenser. The condensation of the refrigerant stripped from the second adsorber 304 occurs in the condenser 364, while heat is released to the ambient air, which the fan 368, connected to the condenser, directs through the condenser. The removal of heat into the ambient air cools the hot liquid refrigerant in the condenser. The liquid refrigerant then passes through a thermal expansion valve 362, which measures the flow of liquid refrigerant and thus provides further cooling of the liquid refrigerant (for example, by lowering the pressure of the liquid refrigerant). Further, the liquid refrigerant measured by the thermal expansion valve enters the cold accumulator 360 during a phase transition (for example, accumulating thermal energy in the PCM in the accumulator) and / or bypasses the cold accumulator 360 with a phase transition through conduit 372 depending on the position of the bypass valve 370. In this case adsorption in the first adsorber (operating in the adsorption mode) creates absorption. The controller controls the valve 378 so that it provides communication between the first adsorber and the evaporator 358, and the suction in the first adsorber stimulates the flow of liquid refrigerant from the cold accumulator 360 at the phase transition and / or pipe 372 to the evaporator 358, which is located downstream relative to the cold storage battery 360 at the phase transition and the pipe 372. The liquid refrigerant evaporates inside the evaporator 358 before entering the housing of the first adsorber, in which it is absorbed by the adsorbent of the first adsorber. Evaporating the refrigerant cools the outside air drawn into the evaporator and the passenger compartment by means of a blower fan 366, thereby cooling the air in the passenger compartment.

On the contrary, during the second half-cycle of operation of the adsorbers 302 and 304, the first adsorber 302 operates in the desorption mode, and the second adsorber 304 operates in the adsorption mode. Essentially, the second adsorber 304 communicates with the cold HTF circuit, while the first adsorber 302 communicates with the hot HTF circuit. Since the first adsorber 302 operates in a desorption mode, it desorbs the refrigerant. The controller controls the valve 380 so that it provides communication between the housing of the first adsorber and the condenser. The condensation of the refrigerant stripped from the first adsorber 302 takes place in the condenser 364, while heat is released to the ambient air, which the fan 368, connected to the condenser, directs through the condenser. The removal of heat into the ambient air cools the hot liquid refrigerant in the condenser. The liquid refrigerant then passes through a thermal expansion valve 362, which measures the flow of liquid refrigerant and thus provides further cooling of the liquid refrigerant (for example, by lowering the pressure of the liquid refrigerant). After that, the liquid refrigerant, measured by a thermal expansion valve, enters the cold accumulator 360 during a phase transition (thus accumulating thermal energy in the material with phase transitions in the accumulator) and / or bypasses the cold accumulator 360 with a phase transition through conduit 372 depending on the position of the bypass valve 370. In this case, adsorption in the second adsorber (operating in the adsorption mode) creates absorption. The controller controls the valve 378 so that it provides communication between the second adsorber body and the evaporator 358, and the suction in the second adsorber stimulates the flow of liquid refrigerant from the cold accumulator 360 at the phase transition and / or pipe 372 to the evaporator 358, which is located below the accumulator flow 360 cold at the phase transition and the pipeline 372. The liquid refrigerant evaporates inside the evaporator 358 before entering the second adsorber body, in which it is absorbed by the adsorbent of the second adsorber yep. Evaporating the refrigerant cools the outside air drawn into the evaporator and the passenger compartment by means of a blower fan 366, thereby cooling the air in the passenger compartment. Accordingly, during the second half-cycle, the refrigerant goes backward relative to its movement during the first half-cycle.

In one example, the cycle lasts 20-40 minutes, and the half-cycle lasts 10-20 minutes. At the end of the second half-cycle, the climate control system begins the next working cycle according to the first half-cycle; while the alternation of the first and second half-cycles continues until the engine is running, and the climate control system is operating in summer mode.

II. Winter work

During winter operation, the heater core is connected to the hot HTF circuit to provide heating for the passenger compartment, while the adsorbers 302 and 304, as well as the refrigerant circuit 356, are not used for heating the passenger compartment. The controller controls the valves 382 and 344 so that the heater core 328 is included in the hot HTF circuit 306 and the adsorbers 302 and 304 are not included in the hot HTF circuit 306. For example, the controller may control the valve 382 so that it directs all the HTF exiting the pump 310 to the heater core 328; the controller can also control the valve 344 so that it directs only the HTF exiting the heater core 328 into the exhaust heat manifold 312. In addition, the blower fan 376 can direct air (e.g., outside air or interior air) to the heater core 328 to heat it, and then direct it to the passenger compartment to provide heating.

During engine operation (for example, when the engine is warmed up after starting up and before the engine is turned off), the exhaust heat of the engine may be sufficient to heat the HTF in the hot HTF circuit 306, and therefore the bypass valve 320 can be opened so that HTF did not enter the heat accumulator 314 at the phase transition. In one example, the bypass valve 320 may be fully open as soon as the heat accumulator 314 at the phase transition reaches a full charge of thermal energy. In another embodiment, the bypass valve 320 may be partially open during engine operation so that a certain amount of HTF bypasses the heat accumulator during the phase transition, while a certain amount of HTF charges the heat accumulator during the phase transition.

Conversely, in the fast heating mode activated before the engine starts or during start-up, heat can come from the heat accumulator at the phase transition instead of or in addition to the heat of the exhaust gases of the engine. Quick heat mode can be activated before starting or during engine start. For example, the user can remotely activate the climate control system before starting the engine, for example, using the electronic key fob 122 shown in FIG. 1, which can send a signal to a controller to control the climate control system 100 to release hot HTF stored in the phase-transfer heat accumulator 314, for immediately delivering thermal energy to the core of the heater. As described above, a phase-transition heat accumulator 314 can accumulate 1.0 to 1.5 kWh of energy, which can ensure that heat is delivered to the heater core before starting or during engine start (for example, when heating HTF in the loop hot HTF is not possible to use exhaust heat). The quick heating mode is described below with reference to FIG. 9.

In FIG. 4 shows an example of a method 400 for operating a climate control system (eg, climate control system 100 in FIG. 1) in summer mode. For example, the operation of the climate control system may be carried out according to method 400, when the readings of the outdoor temperature sensor exceed the first threshold value, or when the average temperature determined based on the records of the values of the street temperature sensor exceeds the first threshold value. Alternatively, summer operation can be selected by the user before starting the engine or at the time of starting, for example, using the electronic key fob 122 in FIG. 1. For example, the user can select the desired operating mode from summer mode and winter mode, air conditioning mode and air heating mode (air conditioning mode may correspond to summer mode, and air heating mode may correspond to winter mode). Or the user can select the required temperature (on the basis of which the climate control system can itself choose summer or winter mode, depending on the value). In another example, the user can activate the climate control system without specifying the desired mode or temperature value, for example, using an electronic key fob, and the control system can determine the appropriate mode of operation based on environmental conditions.

At 402, method 400 determines whether the engine is warm after starting or not. This determination may be based on whether the set time has passed since the engine started; on the temperature readings (for example, the temperature of the exhaust pipe, engine coolant, etc.); based on the number of combustion cycles in the engine performed since the engine was started, etc.

If the answer at step 402 is “NO”, then this means that the engine has not yet warmed up since starting, and method 400 is completed. The operation of the climate control system before warming up the engine (for example, before starting and after turning off the engine) will be described with respect to the method in FIG. 5A or 5B for summer operation.

Otherwise, if the answer in step 402 is “YES”, then method 400 proceeds to step 404. In step 404, method 400 controls the bypass valve of the cold accumulator in the phase transition and the bypass valve of the heat accumulator in the phase transition depending on operating conditions. The control procedures for these valves are shown in FIG. 6 and 7. For example, bypass valves for each stand-alone battery at the phase transition can be controlled based on the state of charge of the batteries, regardless of whether the desired interior cooling can only be provided by adsorbers, or if the required heat transfer from the hot HTF circuit can be achieved by heat exchange only with the exhaust system of the engine, etc.

After step 404, method 400 proceeds to step 406. At step 406, method 400 includes connecting the ribbed tubes of the adsorption adsorber to the cold HTF circuit and connecting the ribbed tubes of the desorption adsorber to the hot HTF circuit. The ribs of the ribbed tubes can protrude into the adsorbent, facilitating heat transfer between the coolant flowing through the tubes and the adsorbent. Accordingly, the connection of the ribbed tubes of the adsorption adsorber to the cold HTF circuit effectively cools the adsorbent of this adsorber, while the connection of the ribbed tubes of the adsorption adsorber to the cold HTF circuit effectively heats the adsorbent of this adsorber. It should be understood that the terms “adsorption adsorber” and “desorption adsorber” are used to distinguish between an adsorber that operates in an adsorption mode (connected to a cold HTF circuit) and an adsorber that works in a desorption mode (connected to a hot HTF circuit) during the current half-cycle of the climate control system.

After step 406, method 400 proceeds to step 408. At step 408, method 400 involves connecting a desorption adsorber housing to a condenser and directing the flow of external air through the condenser and back into the environment by a fan. Next, at step 408, method 400 involves connecting the adsorption adsorber housing to the evaporator and directing the flow of external air through the evaporator and into the passenger compartment by blowing. As said earlier with respect to FIG. 3, cooling the adsorbent of the adsorption adsorber creates an absorption effect, and this absorption pumps the vaporized refrigerant from the evaporator into the housing of the adsorption adsorber, where it is absorbed by the adsorbent. Heating the adsorbent of the desorption adsorber leads to desorption of the refrigerant from the adsorbent, and this desorbed refrigerant enters the condenser, where it condenses. The cooling effect due to evaporation of the refrigerant in the evaporator is used to provide cooled interior air by blowing, and the heating effect due to condensation of the refrigerant in the condenser is used to return heat to the environment, thereby cooling the refrigerant in the refrigerant circuit.

After step 408, method 400 proceeds to step 410. At step 410, method 400 determines whether the engine has been turned off. The determination can be made based on the readings of sensors, for example, an ignition status sensor. If the answer in step 410 is “YES”, then method 400 proceeds to step 416. In step 416, method 500 (depicted in FIG. 5A and described below) is executed starting from step 504. After step 416, method 400 ends.

Otherwise, if the answer at step 410 is “NO”, this means that the engine was not turned off, and method 400 proceeds to step 412. At step 412 of method 400, the system determines whether the half cycle of the climate control system has been completed. For example, a determination may be made based on the time elapsed since the start of the cycle. Alternatively, the determination may be made based on the readings of sensors associated with adsorbers, for example, a sensor for the volume of refrigerant absorbed by the adsorption adsorber; or a refrigerant volume sensor condensed in a condenser, or the like.

If the answer in step 410 is “NO”, then method 400 returns to step 410, where adsorption and desorption continue in the adsorbers until the engine is turned off or until step 412 receives a positive response. For example, the controller can check whether the engine was turned off and whether the half-cycle of the climate control system was completed by interruption, or the interruption was performed when the engine was turned off, or when the half-cycle of the climate control system was completed.

Otherwise, if the answer in step 412 is “YES”, then method 400 proceeds to step 414 to switch the operation modes of the adsorbers. Switching the operation modes of the adsorbers may include changing the position of the valves connecting the HTF circuits to the adsorbers, since the current mode (i.e. the adsorption or desorption mode) of the adsorber can be based on whether cold or hot HTF flows through the ribbed tubes of the adsorber. For example, in step 412, the controller may control valves, such as valves 330, 332, 334, 340, 344, 346, 348, and 350 in FIG. 3 so as to disconnect the cold HTF circuit from the adsorber that was adsorbed during the first half-cycle, and connect the hot HTF circuit to the adsorber that switches to desorption mode. At the same time, the controller can control the valves in such a way as to disconnect the hot HTF circuit from the adsorber, which was desorption during the first half-cycle, and connect the cold HTF circuit to the adsorber that switches to adsorption mode. Thus, switching modes leads to the fact that the adsorption adsorber of the first half-cycle becomes the desorption adsorber of the next half-cycle, and the desorption adsorber of the first half-cycle becomes the adsorption adsorber of the next half-cycle.

After step 414, method 400 returns to step 406. The climate control system can repeat the processes of steps 406-412 during the entire operation of the climate control system in summer mode while the engine is running. In contrast, when the engine is turned off and at the time of starting the engine or before starting, the climate control system can operate in accordance with the method of FIG. 5A, which is described later.

In FIG. 5A depicts a method 500 for operating a climate control system (eg, climate control system 100 in FIG. 1) in summer mode after turning the engine off to quickly cool the passenger compartment at the time the engine is subsequently started or before it starts. As shown in FIG. 4, method 500 may be performed after engine shutdown in summer operation of the climate control system.

At step 502 of method 500, it is determined whether the engine has been turned off. The determination can be made, for example, based on the readings of the sensors. The controller may perform step 502 periodically or based on interruption throughout the operation of the climate control system in summer mode with the engine running (for example, during method 400). If the answer in step 502 is “NO”, then the method 500 ends.

Otherwise, if the answer is “YES” at step 502, then method 500 proceeds to step 504. At step 504, method 500 includes closing the bypass valve of the heat accumulator at the phase transition. As mentioned earlier, the heat accumulator at the phase transition can be charged with energy from an HTF heated during heat exchange with the engine exhaust system, and this thermal energy in several examples can be stored for 16 hours after the engine is turned off. Thus, by closing the bypass valve of the heat accumulator at the phase transition when the engine is turned off or before desorption by both adsorbers (see step 506), it can be guaranteed that heat is not removed from the heat accumulator at the phase transition, and the battery can supply hot HTF for desorption process in adsorbers.

After step 504, method 500 proceeds to step 506. At step 506 of method 500, the system provides for the connection of the hot HTF circuit with both adsorbers for their temporary operation in desorption mode, after which it disconnects the hot HTF circuit from both adsorbers (that is, after some time ) For example, the controller may control valves 330, 332, 334, 340, 344, 346, 348, and 350 in FIG. 3 in such a way that the hot HTF loop flows with both adsorbers and the hot HTF can be pumped through both adsorbers. Further, the controller may control the valve 380 in FIG. 3 in such a way as to ensure that condenser flows communicate with the bodies of the adsorbers 302 and 304. As a result, any refrigerant that could be adsorbed in the adsorbers during the summer climate control system can be desorbed, so that the adsorbents of both adsorbers are prepared for operation in adsorption mode at the time of starting or before starting the engine.

After step 506, method 500 proceeds to step 508. At step 508, method 500 involves disconnecting both adsorbers from the refrigerant circuit. For example, as shown in FIG. 2A and 2B, each adsorber may comprise an adsorber housing comprising an adsorbent and one or more finned tubes. The position of the valve, such as valve 220, may determine whether there is a flow message from the refrigerant circuit and the adsorber housing. Thus, disconnecting the refrigerant circuit from both adsorber bodies may involve closing a valve, such as valve 220, at each adsorber so that there is no flow communication between the adsorber body and the refrigerant circuit. Disconnecting the refrigerant circuit from the adsorber bodies with the engine turned off can successfully prevent vaporized refrigerant from entering the adsorbers when the vehicle is parked. After step 508, method 500 ends.

In FIG. 5B depicts a method 520 for operating a climate control system (eg, climate control system 100 in FIG. 1) in summer mode at the time of engine start or before starting. So, if the method 500 in FIG. 5A was performed the last time the engine was turned off, then method 520 can be performed when the engine is started.

At step 522, method 520 determines whether the engine was started or the user activated the climate control system before starting the engine. For example, the controller can determine if the engine was started based on sensors, such as an ignition status sensor. The controller may make such a determination based on whether the transmitter 120 of the transmitter in FIG. 1, an input signal from a remote control, such as an electronic key fob 122 in FIG. 1. If the answer in step 502 is “NO”, then method 520 ends.

Otherwise, if the answer in step 522 is “YES”, then method 520 proceeds to step 524. At step 524, method 520 involves closing the bypass valve of the cold accumulator at the phase transition. Closing the bypass valve of the cold accumulator during the phase transition at step 524 can successfully provide cooling of both adsorbers to enable rapid cooling. In hot weather, the passenger compartment of the vehicle can become very hot, for example, when the engine is turned off and the vehicle is parked with the windows closed. Thus, you may want to quickly cool the air of the passenger compartment by starting the climate control system before starting the engine (for example, using remote control) or at the time of starting the engine. As mentioned earlier, the cold accumulator at the phase transition can be charged with thermal energy from the cooled refrigerant while the engine is running, and this thermal energy in several examples can be stored for 16 hours after the engine is turned off. Thus, by closing the bypass valve of the cold accumulator with the climate control system turned on, it can be ensured that the cold accumulator is not blocked and can supply cold refrigerant to the evaporator at a given time in order to achieve direct supply of cold air to the passenger compartment. It should be understood that the bypass valve of the heat accumulator remains closed after it was closed in step 504 of method 500. Like a cold accumulator, a heat accumulator can retain thermal energy (for example, energy stored in a heat accumulator due to heated HTF at last engine operation) in some cases up to 16 hours after engine shutdown. Thus, by keeping the bypass valve of the heat accumulator closed when the climate control system is on, it may be possible to directly supply hot HTF to the desorption adsorber after the engine has warmed up if the heat of the engine exhaust system is insufficient for effective desorption in the desorption adsorber.

After step 524, method 520 proceeds to step 526. At step 526 of method 520, the system connects both adsorbers to an evaporator. For example, the controller may control a valve, such as valve 378 in FIG. 3 in such a way as to ensure communication between the evaporator flows and the bodies of the adsorbers 302 and 304. Despite the fact that the adsorbers are not connected to the condenser 364, during both desorption and the last shutdown of the engine, a sufficient amount of refrigerant can be condensed in the condenser 364 (see step 506 of method 500) for providing the evaporator through a refrigerant circuit to cool the cabin for a certain period of time.

After step 526, method 520 proceeds to step 528. At step 528, method 520 involves connecting a cold HTF loop to both adsorbers to operate in the adsorption mode for a certain period of time. For example, the controller may control valves 330, 332, 334, 340, 344, 346, 348, and 350 in FIG. 3 so that there is a message of the flows of the cold HTF circuit and both adsorbers, and the cold HTF can be pumped through both adsorbers.

After step 528, method 520 proceeds to step 530. At step 530, method 520 involves activating a condenser fan and blowing the evaporator. Turning on the condenser fan leads to cooling of the refrigerant in the condenser, releasing heat to the outside air, while turning on the evaporator blower affects the direction of the flow of outside air or the cabin air through the evaporator to cool and then direct the cooled air to the passenger compartment.

Thus, the operation of the climate control system in accordance with method 520 can provide rapid cooling of the passenger compartment by using both adsorbers in the adsorption mode together with direct supply of cold refrigerant to the evaporator from the cold accumulator.

In FIG. 6 depicts an example of a method 600 for controlling a bypass valve of a cold accumulator in a phase transition. For example, method 600 may be performed by control system 114 during operation of the climate control system in summer mode, for example, at step 404 of method 400.

At 602, the method 600 determines whether the required cabin cooling exceeds the cooling capacity of the adsorbers. The controller can determine the required cooling of the cabin, for example, based on the readings of the outdoor temperature sensors and the cabin air temperature, other recorded parameters, or the parameters of the climate control system entered by the user. The cooling capacity of the adsorbers may be the cooling capacity of the adsorbers during normal, asynchronous operation, or alternatively it may correspond to the cooling capacity of the adsorbers when both adsorbers are operating in the adsorption mode.

If the answer in step 602 is “YES”, then method 600 proceeds to step 604. In step 604, method 600 includes closing the bypass valve of the cold accumulator at the phase transition. In this case, the thermal energy stored in the cold accumulator during the phase transition during the previous engine operation, and possibly the thermal energy stored in the cold accumulator during the phase transition during the current engine operation, can help cool the refrigerant with adsorbers to achieve the required interior cooling. After step 604, method 600 ends.

Otherwise, if the answer at block 602 is “NO”, then this means that the cooling capacity of the adsorbers is sufficient to satisfy the requirements for cooling the passenger compartment. In this case, it may be necessary, at least in part, to remove the refrigerant from the cold accumulator at the phase transition in order to accelerate the delivery of the refrigerated refrigerant from the refrigerant circuit to the evaporator to cool the passenger compartment. However, it may also be necessary to take into account the current state of charge of the cold accumulator during the phase transition to ensure that the cold accumulator can help the adsorber to perform cooling during future quick cooling, or when the operating conditions change so that the required cooling of the cabin exceeds the cooling capacity of the adsorbers. Thus, in step 606, method 600 includes controlling the degree of opening of the bypass valve of the cold accumulator in a phase transition depending on the state of charge of the cold accumulator. For example, if the cold accumulator at the phase transition is fully charged, it may be advisable to completely open the bypass valve of the cold accumulator so that the refrigerant completely bypasses the cold accumulator (thereby accelerating the delivery of refrigerant from the expansion valve to the evaporator). Alternatively, if the charge of the cold accumulator is less than the threshold value, it may be appropriate to partially open the bypass valve of the cold accumulator so that some of the refrigerant flows through the cold accumulator and charges it, while another part of the refrigerant bypasses the cold accumulator. Thus, a compromise can be reached between the quick delivery of refrigerant to the evaporator and the charging of the cold accumulator at the phase transition by adjusting the degree of opening of the bypass valve of the cold accumulator. After step 606, method 600 ends.

In FIG. 7 depicts an example of a method 700 for controlling a bypass valve of a cold accumulator in a phase transition. For example, method 600 may be performed by control system 114 during operation of the climate control system in summer mode (for example, at step 404 of method 400) and in winter mode (for example, at step 904 of method 900).

At 702, method 700 determines whether additional heating of the HTF in the hot HTF loop is required. This determination can be made based on the readings of the HTF temperature sensors in the hot HTF circuit and the exhaust gases of the engine, or, for example, on the basis of the time elapsed since the engine started. For example, when starting the engine before it warms up, for example, before the exhaust gas temperature reaches a certain threshold value, the heat accumulated in the exhaust heat collector and transferred by the HTF from the hot HTF circuit may not heat the HTF to the required temperature. For example, in the summer mode, the coolant may not be hot enough to effect desorption, while in the winter mode, the coolant may not be hot enough to provide the required level of heating of the cabin air with the heat exchanger.

If the answer is “YES” at step 702, then method 700 proceeds to step 704. At step 704, method 700 includes closing the bypass valve of the heat accumulator at the phase transition. In this case, the thermal energy stored in the heat accumulator during the phase transition during the previous engine operation, and possibly the thermal energy stored in the heat accumulator during the phase transition during the current engine operation, can help the exhaust heat collector heat the HTF in the hot HTF circuit. After step 704, method 700 ends.

Otherwise, if the answer at step 702 is “NO”, then this means that the HTF in the hot coolant circuit does not require additional heating. In this case, it may be advisable to at least partially bypass the cold accumulator during the phase transition to accelerate the delivery of HTF adsorbers in summer mode or the core of the heater in winter mode. However, it may also be appropriate to take into account the current state of charge of the heat accumulator to ensure that it can provide a quick heat supply during future fast heating, or when operating conditions change so that the HTF in the hot HTF circuit requires additional heating. Thus, at 706, method 700 comprises adjusting the degree of opening of the bypass valve of the heat accumulator at the phase transition depending on the state of charge of the heat accumulator. For example, if the heat accumulator at the phase transition is fully charged, it may be advisable to completely open the bypass valve of the heat accumulator so that the HTF in the hot HTF circuit completely bypasses the heat accumulator (thereby accelerating the delivery of HTF from the exhaust heat collector to the adsorbers in summer mode or to the core heater in winter mode). Alternatively, if the charge of the heat accumulator is less than the threshold value, it may be appropriate to partially open the bypass valve of the heat accumulator so that some of the HTF flows through the heat accumulator and charges it, while another part of the HTF bypasses the heat accumulator. Thus, a compromise can be reached between the quick delivery of HTF to the adsorbers or the core of the heater and the charging of the heat accumulator at the phase transition by adjusting the degree of opening of the heat accumulator bypass valve. After step 706, method 700 ends.

In FIG. 8 shows an example of a method 800 for operating a climate control system (eg, climate control system 100 in FIG. 1) in winter mode. For example, the operation of the climate control system may be carried out according to method 800, when the readings of the outdoor temperature sensor are below the second threshold value (which may be equal to or less than the first threshold value described above with respect to the summer mode), or when the average temperature determined based on outside temperature sensor readings below the second threshold value. Alternatively, winter operation can be selected by the user before starting the engine or at the time of starting, for example using the electronic key fob 122 shown in FIG. 1. For example, the user can select the desired operating mode from summer mode and winter mode, air conditioning mode and air heating mode (air conditioning mode can correspond to summer mode, and air heating mode can correspond to winter mode), or the user can select the desired temperature (on the basis of which the climate control system can choose summer or winter mode depending on the value). In another example, the user can activate the climate control system without specifying the desired mode or temperature value, for example, using an electronic key fob, and the control system can determine the appropriate mode of operation based on environmental conditions.

It should be understood that in winter mode the adsorbers and the refrigerant circuit may not be in demand; instead, a hot HTF circuit and a heater core are used to provide cab heating.

At 802, method 800 includes determining whether the engine is warm after starting or not. This determination may be based on whether the set time has passed since the engine started; on the temperature readings (for example, the temperature of the exhaust pipe, engine coolant, etc.); based on the number of engine combustion cycles performed since the engine was started, etc.

If the answer at 802 is “NO”, then this means that the engine has not yet warmed up since starting, and method 800 ends. The operation of the climate control system in winter mode before the engine warms up (for example, before starting and at the time of starting the engine) will be described with respect to the method in FIG. 9.

Otherwise, if the answer in step 802 is “YES”, then method 800 proceeds to step 804. In step 804, method 800 includes controlling the bypass valve of the heat accumulator in a phase transition depending on operating conditions. Such control of the bypass valve of the heat accumulator at the phase transition is described above with respect to FIG. 7. For example, the bypass valve of an autonomous heat storage unit at the phase transition can be controlled based on the state of charge of the battery, regardless of whether the required heating of the HTF from the hot HTF circuit can only be achieved by heat exchange with the engine exhaust system, etc.

After step 804, method 800 proceeds to step 806. At step 806, method 800 includes connecting a heater core to a hot HTF loop. For example, the controller may control the valve (eg, valve 382 in FIG. 3) to allow HTF to be pumped by pump 310 into heater core 328 rather than into adsorbers.

After step 806, method 800 proceeds to step 808. At step 808, method 800 includes directing external or passenger air through the heater core and then into the passenger compartment by blowing. As an example, the controller may direct outside air by blowing (for example, fan 376 shown in FIG. 3) through a heater core (for example, heater core 328) to heat, and then direct heated air to the passenger compartment. Thus, the core of the heater can carry out heat exchange between the coolant of the hot HTF circuit and the outside air to heat the passenger compartment. After step 808, method 800 is completed.

In FIG. 9 depicts a method 900 for operating a climate control system (eg, climate control system 100 in FIG. 1) in winter mode at the time of engine start or before starting to provide quick heating of the passenger compartment.

At 902, method 900 determines whether the engine was started or whether the user activated the climate control system before starting the engine. For example, the controller can determine if the engine was started based on sensors, such as an ignition status sensor. Alternatively, the controller may determine that the user has activated the climate control system at the time the engine was started or before starting, based on whether the transmitter 120 of the transmitter was received in FIG. 1, an input signal from a remote control, such as an electronic key fob 122 in FIG. one.

If the response at 902 is “NO,” then method 900 ends. Otherwise, if the answer in step 902 is “YES”, then method 900 proceeds to step 904. At step 904, method 900 involves closing the bypass valve of the heat accumulator at the phase transition. In cold winter conditions, the passenger compartment of a vehicle can become very cold when the engine is off (for example, when the vehicle is on the street all night). Thus, it may be appropriate to quickly heat the air of the passenger compartment by turning on the climate control system before starting the engine (for example, by remote control) or at the time of starting the engine. As mentioned above, the heat accumulator at the phase transition can be charged with energy from HTF heated during heat exchange with the exhaust system of the engine, and this thermal energy in some examples can be stored for 16 hours after the engine is turned off. Thus, by closing the bypass valve of the heat accumulator while the climate control system is on, it can be guaranteed that the heat accumulator will not be shut off and that it can supply the hot HTF core of the heater at a given time to achieve a quick supply of hot air to the passenger compartment.

After step 904, method 900 proceeds to step 906. At step 906, method 900 involves pumping HTF through a heat accumulator during a phase transition to a heater core and then to an exhaust heat collector, while directing interior or exterior air through the heater core , and then the heated air into the cabin. For example, the controller can control valves (for example, valves 382 and 344 in Fig. 3) so that the heater core is connected to the hot HTF circuit and the adsorbers are disconnected from the hot HTF. The controller may control the pump (for example, pump 310 in FIG. 3) so as to allow HTF to be pumped through the core of the heater and then into the thermal exhaust manifold. In this case, the controller can activate blowing by a fan (for example, fan 376) connected to the core of the heater and control this blowing so as to direct the cabin air or outside air through the core of the heater for heat exchange with hot HTF flowing through it. And finally, the controller can control the airflow in such a way as to direct heated air into the passenger compartment, thereby heating it.

Thus, the operation of the climate control system in accordance with method 900 can provide quick heating of the passenger compartment using the heater core and the hot HTF circuit, together with the direct supply of heat to the hot HTF heater core.

It should be noted that the above example control programs can be used with various engine and / or vehicle system configurations. The described technique can be one or several processing principles, such as the principle of event control, interrupt control, multitasking, multithreading, and others. Essentially, various actions, operations or functions may be performed in the indicated sequence, in parallel, or, in some cases, skipped. Similarly, the procedure is not necessary in order to achieve the characteristics and effect of the described exemplary embodiments, it is presented to explain the illustrations and descriptions. One or more illustrated actions or functions may be repeated depending on the particular strategy used. In addition, the described actions can graphically represent the code entered in the form of a program in a machine-readable memory of the engine control system.

The above technology can be applied to V-6, I-4, I-6, V-12 engines, boxer 4-cylinder engines and other types of engines.

Claims (3)

1. The climate control system of the car, which contains at least two adsorbers configured to switch in the summer mode of operation of the system between the adsorption mode and the desorption mode; autonomous cold storage battery at the phase transition, located upstream of the evaporator and downstream of the expansion valve and condenser in the refrigerant circuit; as well as an autonomous heat accumulator at the phase transition, made with the possibility of connecting to the core of the heater in the winter mode of operation of the system and to adsorbers in the summer mode of operation of the system. 2. The system according to claim 1, which further comprises a circuit of a hot heat transfer medium with a heat exhaust manifold and a heat accumulator at the phase transition, as well as a circuit of a cold heat transfer medium with a heat transfer medium cooler, and the system does not provide for the use of engine refrigerant or a compressor driven by engine. 3. The system according to claim 2, in which each adsorber contains one or more ribbed tubes thermally connected to the adsorbent, and in which the heat transfer medium from the hot heat transfer medium circuit or the cold heat transfer medium flows through the ribbed tubes of each adsorber, depending on the operating mode system.

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