US20060248906A1 - Air conditioning system for a vehicle and associated operating method - Google Patents

Air conditioning system for a vehicle and associated operating method Download PDF

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Publication number
US20060248906A1
US20060248906A1 US10/540,111 US54011103A US2006248906A1 US 20060248906 A1 US20060248906 A1 US 20060248906A1 US 54011103 A US54011103 A US 54011103A US 2006248906 A1 US2006248906 A1 US 2006248906A1
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United States
Prior art keywords
circuit
fluid
conditioning system
air conditioning
heating mode
Prior art date
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Abandoned
Application number
US10/540,111
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English (en)
Inventor
Roland Burk
Gunther Feuerecker
Andreas Kemle
Hans-Joachim Krauss
Ottokar Kunberger
Thomas Strauss
Hans-Martin Stuck
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Mahle Behr GmbH and Co KG
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Behr GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Behr GmbH and Co KG filed Critical Behr GmbH and Co KG
Assigned to BEHR GMBH & CO. KG reassignment BEHR GMBH & CO. KG ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: STRAUSS, THOMAS, KEMLE, ANDREAS, KUNBERGER, OTTOKAR, STUCK, HANS-MARTIN, BURK, ROLAND, FEUERECKER, GUNTHER, KRAUSS, HANS-JOACHIM
Publication of US20060248906A1 publication Critical patent/US20060248906A1/en
Abandoned legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B9/00—Compression machines, plants or systems, in which the refrigerant is air or other gas of low boiling point
    • F25B9/002—Compression machines, plants or systems, in which the refrigerant is air or other gas of low boiling point characterised by the refrigerant
    • F25B9/008—Compression machines, plants or systems, in which the refrigerant is air or other gas of low boiling point characterised by the refrigerant the refrigerant being carbon dioxide
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H1/00899—Controlling the flow of liquid in a heat pump system
    • B60H1/00914—Controlling the flow of liquid in a heat pump system where the flow direction of the refrigerant does not change and there is a bypass of the condenser
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3205—Control means therefor
    • B60H1/3213—Control means therefor for increasing the efficiency in a vehicle heat pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B30/00—Heat pumps
    • F25B30/02—Heat pumps of the compression type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H2001/3236—Cooling devices information from a variable is obtained
    • B60H2001/3248—Cooling devices information from a variable is obtained related to pressure
    • B60H2001/325—Cooling devices information from a variable is obtained related to pressure of the refrigerant at a compressing unit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2309/00—Gas cycle refrigeration machines
    • F25B2309/06—Compression machines, plants or systems characterised by the refrigerant being carbon dioxide
    • F25B2309/061—Compression machines, plants or systems characterised by the refrigerant being carbon dioxide with cycle highest pressure above the supercritical pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2600/00—Control issues
    • F25B2600/17—Control issues by controlling the pressure of the condenser
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B2700/00—Sensing or detecting of parameters; Sensors therefor
    • F25B2700/19—Pressures
    • F25B2700/193—Pressures of the compressor
    • F25B2700/1933—Suction pressures

Definitions

  • the invention relates to an air conditioning system with a flow duct for an air stream to be conditioned and with a heat exchanger arranged in this flow duct and also with a circuit, operable in the heating or cooling mode, for the circulation of a fluid.
  • An air conditioning system of this type is used particularly in a motor vehicle.
  • the refrigerant flow is in this case conventionally generated by a condenser or compressor which is inserted into the refrigerant circuit and is driven directly by the vehicle engine.
  • Modern low-consumption vehicles usually deliver too little waste heat or heating energy to make it possible to heat up the vehicle interior to comfortable temperatures in a time which, if required, may even be short. Particularly windshield defrosting lasts too long because of the low waste heat.
  • it is known, for example from EP 0 960 756, to connect what may be referred to as a thermodynamic triangulation process in which a separate heat exchanger is provided for the additional heating of the air stream and therefore for conditioning.
  • DE 3 907 201 also discloses an additional heat exchanger for heating the air stream.
  • the air conditioning system known from EP 0 733 504 makes it possible to control and regulate the fluid or refrigerant circulating in the refrigerant circuit.
  • air conditioning systems mentioned have the disadvantage that either they are not suitable for a circuit with carbon dioxide as fluid or refrigerant and consequently the heating capacity of such air conditioning systems is limited or that they require additional components, in particular complicated and cost-intensive changeover or shutoff valves.
  • a carbon dioxide circuit which is conventionally provided with a header or intermediate store arranged on the suction side and generally having the flow passing through it only in the cooling mode, is limited in its heating capacity, the latter moreover becoming lower with an increasing ambient temperature. This results from the dependence of the density of the vapor sucked in by the condenser on the ambient temperature. This leads to a reduction in the conveyed mass fluid flow or mass refrigerant flow and therefore also to a reduction in the heating capacity with a decreasing ambient temperature. Furthermore, in the heating mode, refrigerant and oil may accumulate in the intermediate store through which the flow does not pass, and because of this too little fluid or refrigerant flows through the circuit representing the heating mode. In order to avoid this, therefore, even in a carbon dioxide circuit, the circulating fluid stream is controlled according to requirements. This leads, in turn, to the use of complicated and cost-intensive regulating and control valves and also of additional lines.
  • the object on which the invention is based is, therefore, to specify a particularly simple air conditioning system for a motor vehicle, which allows as good a conditioning of an air stream as possible, along with a sufficiently good heating capacity.
  • the object on which the invention is based is, furthermore, to specify a method for operating such an air conditioning system.
  • the object is achieved, according to the invention, by means of the features of claim 16 .
  • the main idea of the invention is to control a circuit having a fluid for conditioning an air stream in a heating mode in such a way that the intake pressure of a condenser at least partially overshoots a saturation pressure in the circuit caused by the ambient temperature, in the heating mode, the circuit preferably being operated in a dextrorotatory triangulation process, a drive power of the condenser being converted completely into heat by means of a heat exchanger, being transmitted to the air stream routed to the vehicle interior and thus being used for conditioning the air stream.
  • the fluid in the circuit in the heating mode, can be divided into at least one active part and at least one passive part.
  • an intermediate store is incorporated into the heating mode, the fluid, for example a refrigerant, being supplied from the heat exchanger, for example a heating element, to the intermediate store, for example a low-pressure header, present in any case in the circuit, in order to flow through said intermediate store before being sucked in by the condenser.
  • the fluid for example a refrigerant
  • the intermediate store for example a low-pressure header
  • the refrigerant stream circulating in the active part of the circuit can be set and optimized in terms of a predetermined heating capacity.
  • Such a simple control and regulation of the refrigerant stream does not require any additional components, apart from the shutoff devices, control and/or regulating valves which are present in any case.
  • the intake pressure can be controlled in a range of 10 bar to 110 bar.
  • the fluid is routed out of the passive part of the circuit into the active part of the circuit.
  • a threshold value for the intake pressure in the active part of the circuit may be predetermined, and, when said threshold value is undershot, the fluid is likewise routed out of the passive part of the circuit into the active part of the circuit.
  • the circuit operated in the heating mode is at least briefly changed over to the cooling mode or to a laevorotatory triangulation process.
  • the changeover to the laevorotatory triangulation process has the advantage, as compared with the changeover to the cooling mode, that the laevorotatory triangulation process is likewise a heating process which is operated at a lower intake pressure than in the case of the dextrorotatory triangulation process.
  • the circuit is operated in the cooling mode or in the laevorotatory triangulation process up to the undershooting of a settable threshold value, the circuit being changed over to the heating mode again after the undershooting of the threshold value.
  • the threshold value can be predetermined, for example, for an intake pressure and/or for a high pressure and/or for a hot-gas temperature at the condenser.
  • the threshold value of the intake pressure is set at least 3 bar, preferably 5 bar, below the value of the saturation pressure caused by the ambient temperature.
  • the circuit can also be operated for a predeterminable period of time in the cooling mode or in the laevorotatory triangulation process, the circuit likewise being changed over to the heating mode again after the expiry of the period of time.
  • the air stream through the evaporator and/or through a gas cooler can additionally be reduced after the changeover to the cooling mode or to the laevorotatory triangulation process.
  • the circuit of the air conditioning system for a vehicle in the heating mode, comprises a heat exchanger, an intermediate store and a condenser for the intermediate storage or for the condensation of a fluid, the condenser being operated at an intake pressure which is higher than the saturation pressure in the circuit caused by the ambient temperature.
  • an evaporator inserted in the flow duct of the air stream on the secondary side and in the circuit on the primary side is provided, in which case the evaporator can be connected in the circuit, on the exit side, to the intermediate store, with a nonreturn valve being interposed.
  • the volume of the evaporator for fluid reception is smaller than the storage volume of the intermediate store, the ratio of the storage volume of the intermediate store to the volume of the evaporator lying, for example, in the range of 2:1 to 20:1, preferably in the range of between 2:1 to 10:1.
  • the two parts of the circuit are connected to one another by means of at least one control device, the control device being opened in order to increase or reduce the fluid quantity in the active part of the circuit.
  • the condenser is connected to the evaporator on the exit side via a control means and on the entry side via an associated controllable connecting line, after the opening of the control means gaseous fluid passing into the evaporator and forcing the liquid fluid located in the evaporator out of the evaporator into the active part of the circuit.
  • FIGS. 1 to 3 show, in a diagrammatic illustration, alternative embodiments of an air conditioning system with a circuit, operable in the cooling or heating mode, for the return of a fluid flowing out from a condenser on the exit side and flowing into the condenser on the intake side via an intermediate store,
  • FIGS. 4 and 5 show thermodynamic graphs of the operation of the air conditioning systems according to FIG. 3 .
  • the air conditioning system 1 illustrated diagrammatically in FIG. 1 comprises a flow duct 4 through which an air stream 2 flows.
  • the flow duct 4 has arranged in it an evaporator 6 , in particular a refrigerant evaporator, which fills its cross section.
  • the evaporator 6 is connected to a circuit 8 , forming a subcircuit 8 A, for the circulation of the fluid F.
  • the fluid F is, for example, carbon dioxide or another refrigerant.
  • the circuit 8 by virtue of its functionality, is also designated as a refrigerant circuit.
  • the subcircuit 8 A is designated further as a passive subcircuit 8 A because of its passive routing of the fluid F for heating purposes.
  • the evaporator 6 is designed in the manner of a conventional refrigerant evaporator used in vehicle air conditioning systems (cf., for example, Kraftfahrtechnisches Taschenbuch/Bosch [Motor Drive Manual/Bosch] [Chief Editor H. Bauer], 23rd edition, Brunswick (Viebig), 1999, p. 777 ff.), in which heat is extracted from the air stream 2 flowing through owing to the evaporation of the refrigerant designated as the fluid F.
  • the evaporator 6 is preceded on the entry side by an expansion valve 12 which is arranged in the refrigerant circuit 8 and which can close sealingly.
  • the evaporator 6 is followed by a heating body 14 , as seen in the flow direction of the air stream 2 .
  • the heating body 14 serves for the heating and therefore thermal control of the air stream 2 by means of coolant M heated by the engine 16 .
  • the heating body 14 is inserted on the secondary side into a coolant circuit 18 .
  • a coolant pump 20 for controlling the coolant stream is inserted in each case into the coolant circuit 18 on the entry side and exit side of the engine 16 .
  • the latter is cooled by fresh air via a radiator 22 arranged in the air stream 102 .
  • the heating body 14 is followed in the flow duct 4 by a heat exchanger 24 .
  • the heat exchanger 24 is designed as a heating element and is inserted on the secondary side into a further subcircuit 8 B of the circuit 8 .
  • the subcircuit 8 B in this case causes an active control of the fluid F and is therefore designated further as an active subcircuit 8 B.
  • an expansion valve 10 is expediently inserted into the active subcircuit 8 B between the condenser 26 and the heat exchanger 24 .
  • a refrigerant runs through the passive subcircuit 8 A according to the flow arrows P 1 of the fluid F and therefore through the evaporator 6 and a condenser 26 driven by the engine 16 .
  • the fluid F is delivered in liquid form to the evaporator 6 and introduced. When it runs through the evaporator 6 , the fluid F evaporates and at the same time extracts heat from the air stream 2 flowing through the evaporator 6 via corresponding heat exchange surfaces, not illustrated in any more detail.
  • the fluid F for example, a gaseous refrigerant, such as carbon dioxide, leaves the evaporator 6 and is supplied to a gas cooler 32 for cooling in the passive subcircuit 8 A, with an intermediate store 28 and a heat exchanger 30 being interposed.
  • a gaseous refrigerant such as carbon dioxide
  • the refrigerant runs through the active subcircuit 8 B according to the flow arrows P 2 of the fluid F, the fluid F being supplied on the exit side from the condenser 26 to the heat exchanger 24 designed as a heating element and being supplied to the condenser 26 again on the intake side via the intermediate store 28 designed as a low-pressure header and via the heat exchanger 30 which is deactivated in this mode.
  • shutoff devices 34 are arranged in the respective subcircuits 8 B and 8 A.
  • the subcircuit 8 B which is active in the heating mode makes it possible to convert the drive power of the condenser 26 into heat for the additional heating and thermal control of the air stream 2 by means of the heat exchanger 24 , in that the fluid F is supplied to the condenser 26 again on the intake side by the heat exchanger 24 via the intermediate store 28 .
  • a suction pressure of the condenser 26 is in this case is set in such as way that the suction pressure at least partially overshoots a saturation pressure caused by the ambient temperature.
  • the setting of the suction pressure is in this case brought about in a particularly simple way by means of structural features of the components of the air conditioning system 1 .
  • the intermediate store 28 may have a correspondingly large storage volume which is substantially larger than the evaporator volume, the volume of the evaporator lying, for example, in the range of 50 to 500 ccm and the volume of the header lying in the range of 200 to 2000 ccm, so that a ratio of the volume of the header to the volume of the evaporator in the range of 2:1 to 20:1, preferably 2:1 to 10:1, can be selected.
  • the air conditioning system 1 may be supplemented by a nonreturn valve 36 arranged in the passive subcircuit 8 A on the exit side of the evaporator 6 .
  • the nonreturn valve 36 in this case prevents the fluid F or the refrigerant from being capable of flowing out of the active subcircuit 8 B into the circuit components, namely the evaporator 6 and the gas cooler 32 , of the passive subcircuit 8 A, said circuit components being substantially colder and therefore being under lower pressure in the heating mode. Since the condenser power is utilized for heating the air stream 2 purely due to the structural features of the components, an exact control of the fluid stream in the active subcircuit 8 B is not possible.
  • control devices 38 A and 38 B are arranged in the active subcircuit 8 B.
  • the control devices 38 A and 38 B are designed, for example, as regulating valves or expansion valves.
  • various operating processes of the air conditioning system 1 in the heating mode can be set, which are explained in more detail by means of the thermodynamic graphs according to FIGS. 4 and 5 .
  • FIG. 4 in this case shows a pressure/enthalpy graph for what is known as a laevorotatory triangulation process
  • FIG. 5 shows a pressure/enthalpy graph for what is known as a dextrorotatory triangulation process.
  • the fluid F flowing out of the condenser 26 at high pressure is supplied, throttled only insignificantly, directly to the heat exchanger 24 by means of the control device 38 A according to the curve K 1 , according to curve K 2 the fluid F discharging its heat to the air stream 2 flowing through the heat exchanger 24 on the primary side.
  • the fluid F is supplied to the intermediate store 28 and the condenser 26 again from the heat exchanger 24 via the control device 38 B which, according to the curve K 3 , throttles the fluid F to the intake pressure.
  • the control device 38 A designed as an expansion valve, is opened as completely as possible, so that the pressure loss is low, and the predominant pressure reduction is executed at the control device 38 B, likewise designed as an expansion valve.
  • the curve K 4 illustrates the pressure increase of the fluid stream brought about by means of the condenser 26 .
  • the laevorotatory triangulation process according to FIG. 4 can be changed over to a dextrorotatory triangulation process according to FIG. 5 .
  • a changeover from the dextrorotatory triangulation process to the laevorotatory triangulation process takes place in the situation where too little fluid F or refrigerant, for example what is known as R744 refrigerant, flows in the active subcircuit 8 B.
  • the substantial pressure reduction takes place at the control device 38 A according to FIG.
  • the intake pressure falls considerably, as compared with the dextrorotatory triangulation process. If this intake pressure in the laevorotatory triangulation process falls below the pressure in the passive system part caused by the ambient temperature, a displacement of refrigerant from the passive part into the active part occurs.
  • a further control device 38 C between the two subcircuits 8 A and 8 B is switched.
  • the control device 38 C By the control device 38 C being opened, the fluid F can then be routed, metered correspondingly, into the passive subcircuit 8 A to the gas cooler 32 or to the evaporator 6 .
  • the air conditioning system 1 is operated according to one of the above-described triangulation processes, as shown in FIGS. 4 or 5 . If, in this case, an accumulation of fluid F in the passive subcircuit 8 A occurs again, the heating mode (also called additional heating operation) of the active subcircuit 8 B is interrupted by means of a brief changeover to the cooling mode of the passive subcircuit 8 A which routes the fluid F into the intermediate store 28 again.
  • the heating mode also called additional heating operation
  • the condenser 26 may be provided on the intake side with a pressure sensor, not illustrated in any more detail.
  • the pressure sensor in this case serves for the essentially exact determination of the fluid quantity in the active subcircuit 8 B, thus making possible an accurate and therefore settable introduction or removal of the fluid F between the two subcircuits 8 A and 8 B.
  • the condenser 26 is connected on the exit side to the evaporator 6 on the entry side via a controllable connecting line 40 .

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Mechanical Engineering (AREA)
  • Thermal Sciences (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Air Conditioning Control Device (AREA)
US10/540,111 2002-12-20 2003-10-31 Air conditioning system for a vehicle and associated operating method Abandoned US20060248906A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10260933.0 2002-12-20
DE10260933 2002-12-20
PCT/EP2003/012139 WO2004058525A1 (de) 2002-12-20 2003-10-31 Klimaanlage für ein fahrzeug und zugehöriges betriebsverfahren

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US20060248906A1 true US20060248906A1 (en) 2006-11-09

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US10/540,111 Abandoned US20060248906A1 (en) 2002-12-20 2003-10-31 Air conditioning system for a vehicle and associated operating method

Country Status (8)

Country Link
US (1) US20060248906A1 (ja)
EP (1) EP1578628B1 (ja)
JP (1) JP2006510540A (ja)
AT (1) ATE370853T1 (ja)
AU (1) AU2003287978A1 (ja)
DE (2) DE10351302A1 (ja)
ES (1) ES2293052T3 (ja)
WO (1) WO2004058525A1 (ja)

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WO2009024290A1 (de) * 2007-08-20 2009-02-26 Thermo King Deutschland Gmbh Anordnung zum klimatisieren eines farhzeugs
US20090095005A1 (en) * 2006-03-17 2009-04-16 Gunnar Dietrich Air-Conditioning System
US20110094707A1 (en) * 2004-10-27 2011-04-28 Ford Global Technologies Switchable radiator bypass valve set point to improve energy efficiency
KR20110091390A (ko) * 2010-02-05 2011-08-11 엘지전자 주식회사 냉각장치
US20120006050A1 (en) * 2009-04-01 2012-01-12 Mitsubishi Electric Corporation Air-conditioning apparatus
US20120011869A1 (en) * 2009-08-07 2012-01-19 Mitsubishi Heavy Industries, Ltd. Vehicle air-conditioning system
US20120085114A1 (en) * 2010-10-07 2012-04-12 Audi Ag Refrigerant circuit of an hvac system of a motor vehicle
CN103465770A (zh) * 2013-09-02 2013-12-25 南京航空航天大学 增程式电动汽车热管理系统及方法
US20140290296A1 (en) * 2011-12-05 2014-10-02 Denso Corporation Heat exchange system
US20180363961A1 (en) * 2017-06-14 2018-12-20 Hitachi-Johnson Controls Air Conditioning, Inc. Air conditioner

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DE102004003504B4 (de) * 2004-01-23 2007-03-08 Audi Ag Klimaanlage für ein Fahrzeug, insbesondere für ein Kraftfahrzeug
FR2950679B1 (fr) * 2009-09-29 2011-10-07 Valeo Systemes Thermiques Procede de controle d'une puissance de chauffage dans une boucle thermodynamique d'une installation de climatisation
KR101307147B1 (ko) * 2011-09-19 2013-09-17 한라비스테온공조 주식회사 태양에너지를 이용한 차량용 공조시스템

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DE10351302A1 (de) 2004-08-26
EP1578628B1 (de) 2007-08-22
ATE370853T1 (de) 2007-09-15
EP1578628A1 (de) 2005-09-28
AU2003287978A1 (en) 2004-07-22
JP2006510540A (ja) 2006-03-30
WO2004058525A1 (de) 2004-07-15
ES2293052T3 (es) 2008-03-16
DE50308034D1 (de) 2007-10-04

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