US20110240254A1 - Vehicle heating and/or air conditioning method - Google Patents
Vehicle heating and/or air conditioning method Download PDFInfo
- Publication number
- US20110240254A1 US20110240254A1 US13/127,144 US200913127144A US2011240254A1 US 20110240254 A1 US20110240254 A1 US 20110240254A1 US 200913127144 A US200913127144 A US 200913127144A US 2011240254 A1 US2011240254 A1 US 2011240254A1
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- United States
- Prior art keywords
- coolant
- heat exchanger
- thermal engine
- automobile
- air
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
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- 238000000034 method Methods 0.000 title claims abstract description 17
- 238000010438 heat treatment Methods 0.000 title claims abstract description 13
- 238000004378 air conditioning Methods 0.000 title claims abstract description 9
- 238000001816 cooling Methods 0.000 claims abstract description 53
- 239000002826 coolant Substances 0.000 claims abstract description 44
- FXRLMCRCYDHQFW-UHFFFAOYSA-N 2,3,3,3-tetrafluoropropene Chemical compound FC(=C)C(F)(F)F FXRLMCRCYDHQFW-UHFFFAOYSA-N 0.000 claims abstract description 23
- 230000002441 reversible effect Effects 0.000 claims abstract description 12
- 239000007789 gas Substances 0.000 claims description 13
- 239000012530 fluid Substances 0.000 description 12
- LVGUZGTVOIAKKC-UHFFFAOYSA-N 1,1,1,2-tetrafluoroethane Chemical compound FCC(F)(F)F LVGUZGTVOIAKKC-UHFFFAOYSA-N 0.000 description 10
- RWRIWBAIICGTTQ-UHFFFAOYSA-N difluoromethane Chemical compound FCF RWRIWBAIICGTTQ-UHFFFAOYSA-N 0.000 description 6
- 239000013529 heat transfer fluid Substances 0.000 description 6
- 238000001704 evaporation Methods 0.000 description 5
- 239000007788 liquid Substances 0.000 description 5
- 230000008020 evaporation Effects 0.000 description 4
- NPNPZTNLOVBDOC-UHFFFAOYSA-N 1,1-difluoroethane Chemical compound CC(F)F NPNPZTNLOVBDOC-UHFFFAOYSA-N 0.000 description 3
- 230000006835 compression Effects 0.000 description 3
- 238000007906 compression Methods 0.000 description 3
- 230000005494 condensation Effects 0.000 description 3
- 238000009833 condensation Methods 0.000 description 3
- 239000000203 mixture Substances 0.000 description 3
- GTLACDSXYULKMZ-UHFFFAOYSA-N pentafluoroethane Chemical compound FC(F)C(F)(F)F GTLACDSXYULKMZ-UHFFFAOYSA-N 0.000 description 3
- 238000011084 recovery Methods 0.000 description 3
- OQISUJXQFPPARX-UHFFFAOYSA-N 2-chloro-3,3,3-trifluoroprop-1-ene Chemical class FC(F)(F)C(Cl)=C OQISUJXQFPPARX-UHFFFAOYSA-N 0.000 description 2
- FDMFUZHCIRHGRG-UHFFFAOYSA-N 3,3,3-trifluoroprop-1-ene Chemical class FC(F)(F)C=C FDMFUZHCIRHGRG-UHFFFAOYSA-N 0.000 description 2
- CIWBSHSKHKDKBQ-JLAZNSOCSA-N Ascorbic acid Chemical compound OC[C@H](O)[C@H]1OC(=O)C(O)=C1O CIWBSHSKHKDKBQ-JLAZNSOCSA-N 0.000 description 2
- QIGBRXMKCJKVMJ-UHFFFAOYSA-N Hydroquinone Chemical compound OC1=CC=C(O)C=C1 QIGBRXMKCJKVMJ-UHFFFAOYSA-N 0.000 description 2
- 230000008595 infiltration Effects 0.000 description 2
- 238000001764 infiltration Methods 0.000 description 2
- 229920006395 saturated elastomer Polymers 0.000 description 2
- 239000003381 stabilizer Substances 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- CDOOAUSHHFGWSA-OWOJBTEDSA-N (e)-1,3,3,3-tetrafluoroprop-1-ene Chemical compound F\C=C\C(F)(F)F CDOOAUSHHFGWSA-OWOJBTEDSA-N 0.000 description 1
- LDTMPQQAWUMPKS-UHFFFAOYSA-N 1-chloro-3,3,3-trifluoroprop-1-ene Chemical compound FC(F)(F)C=CCl LDTMPQQAWUMPKS-UHFFFAOYSA-N 0.000 description 1
- STMDPCBYJCIZOD-UHFFFAOYSA-N 2-(2,4-dinitroanilino)-4-methylpentanoic acid Chemical compound CC(C)CC(C(O)=O)NC1=CC=C([N+]([O-])=O)C=C1[N+]([O-])=O STMDPCBYJCIZOD-UHFFFAOYSA-N 0.000 description 1
- YSUQLAYJZDEMOT-UHFFFAOYSA-N 2-(butoxymethyl)oxirane Chemical class CCCCOCC1CO1 YSUQLAYJZDEMOT-UHFFFAOYSA-N 0.000 description 1
- HJEORQYOUWYAMR-UHFFFAOYSA-N 2-[(2-butylphenoxy)methyl]oxirane Chemical class CCCCC1=CC=CC=C1OCC1OC1 HJEORQYOUWYAMR-UHFFFAOYSA-N 0.000 description 1
- HSDVRWZKEDRBAG-UHFFFAOYSA-N 2-[1-(oxiran-2-ylmethoxy)hexoxymethyl]oxirane Chemical class C1OC1COC(CCCCC)OCC1CO1 HSDVRWZKEDRBAG-UHFFFAOYSA-N 0.000 description 1
- LRUDIIUSNGCQKF-UHFFFAOYSA-N 5-methyl-1H-benzotriazole Chemical compound C1=C(C)C=CC2=NNN=C21 LRUDIIUSNGCQKF-UHFFFAOYSA-N 0.000 description 1
- NLZUEZXRPGMBCV-UHFFFAOYSA-N Butylhydroxytoluene Chemical compound CC1=CC(C(C)(C)C)=C(O)C(C(C)(C)C)=C1 NLZUEZXRPGMBCV-UHFFFAOYSA-N 0.000 description 1
- 229910019142 PO4 Inorganic materials 0.000 description 1
- ABLZXFCXXLZCGV-UHFFFAOYSA-N Phosphorous acid Chemical class OP(O)=O ABLZXFCXXLZCGV-UHFFFAOYSA-N 0.000 description 1
- BGNXCDMCOKJUMV-UHFFFAOYSA-N Tert-Butylhydroquinone Chemical compound CC(C)(C)C1=CC(O)=CC=C1O BGNXCDMCOKJUMV-UHFFFAOYSA-N 0.000 description 1
- 125000003342 alkenyl group Chemical group 0.000 description 1
- 125000000217 alkyl group Chemical group 0.000 description 1
- 125000003118 aryl group Chemical group 0.000 description 1
- 235000010323 ascorbic acid Nutrition 0.000 description 1
- 229960005070 ascorbic acid Drugs 0.000 description 1
- 239000011668 ascorbic acid Substances 0.000 description 1
- QRUDEWIWKLJBPS-UHFFFAOYSA-N benzotriazole Chemical compound C1=CC=C2N[N][N]C2=C1 QRUDEWIWKLJBPS-UHFFFAOYSA-N 0.000 description 1
- 239000012964 benzotriazole Substances 0.000 description 1
- 235000010354 butylated hydroxytoluene Nutrition 0.000 description 1
- 230000015556 catabolic process Effects 0.000 description 1
- 230000007797 corrosion Effects 0.000 description 1
- 238000005260 corrosion Methods 0.000 description 1
- GVJHHUAWPYXKBD-UHFFFAOYSA-N d-alpha-tocopherol Natural products OC1=C(C)C(C)=C2OC(CCCC(C)CCCC(C)CCCC(C)C)(C)CCC2=C1C GVJHHUAWPYXKBD-UHFFFAOYSA-N 0.000 description 1
- 238000006731 degradation reaction Methods 0.000 description 1
- 150000002118 epoxides Chemical class 0.000 description 1
- 150000002596 lactones Chemical class 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- LYGJENNIWJXYER-UHFFFAOYSA-N nitromethane Chemical compound C[N+]([O-])=O LYGJENNIWJXYER-UHFFFAOYSA-N 0.000 description 1
- 230000000149 penetrating effect Effects 0.000 description 1
- 150000002989 phenols Chemical class 0.000 description 1
- 235000021317 phosphate Nutrition 0.000 description 1
- AQSJGOWTSHOLKH-UHFFFAOYSA-N phosphite(3-) Chemical class [O-]P([O-])[O-] AQSJGOWTSHOLKH-UHFFFAOYSA-N 0.000 description 1
- 150000003013 phosphoric acid derivatives Chemical class 0.000 description 1
- 238000005057 refrigeration Methods 0.000 description 1
- 238000004088 simulation Methods 0.000 description 1
- -1 terephthalic acid azoles Chemical class 0.000 description 1
- 150000003573 thiols Chemical class 0.000 description 1
- 235000010384 tocopherol Nutrition 0.000 description 1
- 229960001295 tocopherol Drugs 0.000 description 1
- 229930003799 tocopherol Natural products 0.000 description 1
- 239000011732 tocopherol Substances 0.000 description 1
- 238000009423 ventilation Methods 0.000 description 1
- GVJHHUAWPYXKBD-IEOSBIPESA-N α-tocopherol Chemical compound OC1=C(C)C(C)=C2O[C@@](CCC[C@H](C)CCC[C@H](C)CCCC(C)C)(C)CCC2=C1C GVJHHUAWPYXKBD-IEOSBIPESA-N 0.000 description 1
Images
Classifications
-
- C—CHEMISTRY; METALLURGY
- C09—DYES; PAINTS; POLISHES; NATURAL RESINS; ADHESIVES; COMPOSITIONS NOT OTHERWISE PROVIDED FOR; APPLICATIONS OF MATERIALS NOT OTHERWISE PROVIDED FOR
- C09K—MATERIALS FOR MISCELLANEOUS APPLICATIONS, NOT PROVIDED FOR ELSEWHERE
- C09K5/00—Heat-transfer, heat-exchange or heat-storage materials, e.g. refrigerants; Materials for the production of heat or cold by chemical reactions other than by combustion
- C09K5/02—Materials undergoing a change of physical state when used
- C09K5/04—Materials undergoing a change of physical state when used the change of state being from liquid to vapour or vice versa
- C09K5/041—Materials undergoing a change of physical state when used the change of state being from liquid to vapour or vice versa for compression-type refrigeration systems
- C09K5/044—Materials undergoing a change of physical state when used the change of state being from liquid to vapour or vice versa for compression-type refrigeration systems comprising halogenated compounds
- C09K5/045—Materials undergoing a change of physical state when used the change of state being from liquid to vapour or vice versa for compression-type refrigeration systems comprising halogenated compounds containing only fluorine as halogen
-
- 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
- B60H1/00907—Controlling the flow of liquid in a heat pump system where the flow direction of the refrigerant changes and an evaporator becomes 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
- B60H1/3228—Cooling devices using compression characterised by refrigerant circuit configurations
- B60H1/32284—Cooling devices using compression characterised by refrigerant circuit configurations comprising two or more secondary circuits, e.g. at evaporator and condenser side
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
- B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
- B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
- B60H2001/00935—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices comprising four way valves for controlling the fluid direction
-
- C—CHEMISTRY; METALLURGY
- C09—DYES; PAINTS; POLISHES; NATURAL RESINS; ADHESIVES; COMPOSITIONS NOT OTHERWISE PROVIDED FOR; APPLICATIONS OF MATERIALS NOT OTHERWISE PROVIDED FOR
- C09K—MATERIALS FOR MISCELLANEOUS APPLICATIONS, NOT PROVIDED FOR ELSEWHERE
- C09K2205/00—Aspects relating to compounds used in compression type refrigeration systems
- C09K2205/10—Components
- C09K2205/12—Hydrocarbons
- C09K2205/126—Unsaturated fluorinated hydrocarbons
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02B—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO BUILDINGS, e.g. HOUSING, HOUSE APPLIANCES OR RELATED END-USER APPLICATIONS
- Y02B30/00—Energy efficient heating, ventilation or air conditioning [HVAC]
- Y02B30/52—Heat recovery pumps, i.e. heat pump based systems or units able to transfer the thermal energy from one area of the premises or part of the facilities to a different one, improving the overall efficiency
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02P—CLIMATE CHANGE MITIGATION TECHNOLOGIES IN THE PRODUCTION OR PROCESSING OF GOODS
- Y02P20/00—Technologies relating to chemical industry
- Y02P20/10—Process efficiency
Definitions
- the present invention relates to a device for heating and/or air conditioning the passenger compartment of an automobile.
- the thermal engine has a circuit in which flows a heat transfer fluid which is used for cooling the engine and also for heating the passenger compartment.
- the circuit comprises, notably, a pump and an air heater which recovers the heat stored by the heat transfer fluid in order to heat the passenger compartment.
- an air conditioning system for cooling the passenger compartment comprises an evaporator, a compressor, a condenser, an expansion valve and a fluid, commonly known as a coolant which can change its state (between liquid and gas).
- the compressor driven directly by the vehicle engine by means of a belt and pulley, compresses the coolant and sends it back under high pressure and at high temperature toward the condenser.
- the condenser is provided with forced ventilation, causing the condensation of the gas which arrives in the gaseous state at high pressure and temperature.
- the condenser liquefies the gas as a result of the reduction of the temperature of the air flowing through it.
- the evaporator is a heat exchanger which draws heat from the air which is to be blown into the passenger compartment.
- the expansion valve can be used to regulate the inflow of the gas into the loop by a modification of the passage cross section depending on the temperature and pressure at the evaporator.
- the coolant which is commonly used in automobile air conditioning is 1,1,1,2-tetrafluoroethane (HFC-134a).
- Document WO 2008/107623 describes an automobile energy management system comprising a reversible cooling loop through which a coolant flows, means for reversing the operating cycle of the cooling loop, which can move between a cooling mode position and a heat pump mode position, at least a first source for recovering energy from the coolant, and at least a second source for evaporating the coolant after the expansion of said fluid from the liquid to the two-phase state, the reversal means enabling coolant to flow from the first recovery source toward at least one evaporation source, when they are in a position identical to that corresponding to the heat pump mode.
- the object of the present invention is to prevent the air from penetrating into the evaporator of the cooling loop when the compressor is started, and/or to improve the efficiency of the cooling loop.
- the present invention therefore proposes a heating and/or air conditioning method for a passenger compartment of an automobile, using a reversible cooling loop, in which a coolant flows, comprising a first heat exchanger, an expansion valve, a second heat exchanger, a compressor and means for reversing the direction of flow of the coolant, characterized in that the coolant comprises 2,3,3,3-tetrafluoropropene.
- the means for reversing the direction of flow of the coolant in the cooling loop in order to reverse the operating cycle of the loop can be a four-way valve.
- the coolant can comprise saturated or unsaturated hydrofluorocarbons.
- saturated hydrofluorocarbons which may be mentioned are, notably, difluoromethane, difluoro-ethane, tetrafluoroethane and pentafluoroethane.
- unsaturated hydrofluorocarbons which may be mentioned are, notably, 1,3,3,3-tetrafluoropropene, trifluoropropenes such as 3,3,3-trifluoropropene, and monochlorotrifluoropropenes such as 1-chloro,3,3,3-trifluoropropene and 2-chloro,3,3,3-trifluoropropene.
- compositions may be suitable for use as coolants in the method according to the present invention:
- compositions are especially suitable for use as coolants:
- a composition which essentially contains 2,3,3,3-tetrafluoropropene is particularly preferred.
- the coolant can also comprise stabilizers of the 2,3,3,3-tetrafluoropropene.
- stabilizer which may be mentioned are, notably, nitromethane, ascorbic acid, terephthalic acid azoles such as tolutriazole or benzotriazole, phenolic compounds such as tocopherol, hydroquinone, t-butyl hydroquinone, 2,6-di-tert-butyl-4-methylphenol, epoxides (alkyl which may be fluorinated or perfluorinated or alkenyl or aromatic) such as n-butyl glycidyl ethers, hexanediol diglycidyl ethers, allyl glycidyl ether, butylphenyl glycidyl ethers, phosphites, phosphates, phosphonates, thiols and lactones.
- the first heat exchanger can act as an evaporator or as an energy recovery unit.
- the second heat exchanger In cooling mode, the second exchanger can be used for cooling the air flow which is to be blown into the passenger compartment of the automobile. In heat pump mode, the second exchanger can be used to heat the air flow intended for the passenger compartment of the automobile.
- the first and second heat exchangers are of the air/coolant type.
- the cooling loop can be thermally coupled through the heat exchangers to the entire cooling circuit.
- the loop can comprise at least one heat exchanger through which the coolant and a heat transfer fluid flow simultaneously, the heat transfer fluid being, notably, the air or water of the thermal engine cooling circuit.
- both the coolant and the exhaust gases from the thermal engine of the automobile flow through the first heat exchanger simultaneously; these fluids can communicate thermally by means of a heat transfer fluid circuit.
- the cooling loop can include a branch having at least one heat exchanger communicating thermally with a flow of air which is to be admitted into the thermal engine of the automobile, or with exhaust gases emitted by the thermal engine of the automobile.
- the method according to the present invention is particularly suitable when the outside temperature is below ⁇ 15° C., or preferably below ⁇ 20° C.
- the method according to the present invention is equally suitable for hybrid automobiles designed to operate alternatively with a thermal engine and an electric motor. It can be used to provide the best management of the energy contributions according to the climatic conditions (hot or cold) for both the passenger compartment and the battery, and notably to supply heat or cold to the battery through a heat transfer fluid circuit.
- the reversible cooling loop in which the coolant containing 2,3,3,3-tetrafluoropropene flows, installed in automobiles is particularly suitable for the recovery of energy from the thermal engine and/or from the electrical battery, for use in heating the passenger compartment and for heating the thermal engine during a cold start phase.
- this reversible cooling loop comprises a pump, it can operate in Rankine mode (that is to say, the compressor acts as a turbine) to exploit the thermal energy produced by the thermal engine and subsequently conveyed by the coolant, after heat transfer.
- the invention also proposes a device comprising the cooling loop as described above.
- the cooling loop ( 16 ) comprises a first heat exchanger ( 13 ), an expansion valve ( 14 ), a second heat exchanger ( 15 ), a compressor ( 11 ) and a four-way valve ( 12 ).
- the first and second heat exchangers are of the air/coolant type.
- the coolant of the loop ( 16 ) and the air flow supplied by a fan pass through the first heat exchanger ( 13 ). Some or all of this air flow also passes through a heat exchanger of the engine cooling circuit (not shown in the drawing). In the same way, an air flow supplied by a fan passes through the second exchanger ( 15 ).
- this air flow also passes through another heat exchanger of the engine cooling circuit (not shown in the drawing).
- the direction of flow of the air is a function of the operating mode of the loop ( 16 ) and of the requirements of the thermal engine.
- the air can be heated by the exchanger of the thermal engine cooling circuit, and can then be blown on to the exchanger ( 13 ) to accelerate the evaporation of the fluid of the loop ( 16 ) and thereby improve the performance of this loop.
- the exchangers of the cooling circuit can be activated by means of valves according to the requirements of the thermal engine (for heating the air entering the engine or for exploiting the energy produced by this engine).
- the coolant propelled by the compressor ( 11 ) flows through the valve ( 12 ) and then through the exchanger ( 13 ) which acts as a condenser (that is to say, it releases heat to the outside), and subsequently through the expansion valve ( 14 ) and then through the exchanger ( 15 ) which acts as an evaporator for cooling the air flow which is to be blown into the passenger compartment of the automobile.
- the direction of flow of the coolant is reversed by means of the valve ( 12 ).
- the heat exchanger ( 15 ) acts as a condenser, while the exchanger ( 13 ) acts as an evaporator.
- the heat exchanger ( 15 ) can then be used to heat the air flow intended for the passenger compartment of the automobile.
- the cooling loop ( 26 ) comprises a first heat exchanger ( 23 ), an expansion valve ( 24 ), a second heat exchanger ( 25 ), a compressor ( 21 ), a four-way valve ( 22 ) and a branch (d 3 ) connected at one end to the outlet of the exchanger ( 23 ) and at the other end to the outlet of the exchanger ( 25 ), with respect to the flow of the fluid in cooling mode.
- This branch comprises a heat exchanger (d 1 ), through which an air flow or a flow of exhaust gas to be admitted into the thermal engine passes, and an expansion valve (d 2 ).
- the first and second heat exchangers ( 23 and 25 ) are of the air/coolant type.
- the coolant of the loop ( 26 ) and the air flow supplied by a fan pass through the first heat exchanger ( 23 ). Some or all of this air flow also passes through a heat exchanger of the engine cooling circuit (not shown in the drawing). In the same way, an air flow supplied by a fan passes through the second exchanger ( 25 ). Some or all of this air flow also passes through another heat exchanger of the engine cooling circuit (not shown in the drawing).
- the direction of flow of the air is a function of the operating mode of the loop ( 26 ) and of the requirements of the thermal engine.
- the air can be heated by the exchanger of the thermal engine cooling circuit, and can then be blown on to the exchanger ( 23 ) to accelerate the evaporation of the fluid of the loop ( 26 ) and thereby improve the performance of this loop.
- the exchangers of the cooling circuit can be activated by means of valves according to the requirements of the thermal engine (for heating the air entering the engine or for exploiting the energy produced by this engine).
- the heat exchanger (d 1 ) can also be activated according to the energy requirements in either cooling or heat pump mode.
- Check valves can be fitted in the branch (d 3 ) to activate or disable this branch.
- a flow of air supplied by a fan passes through the exchanger (d 1 ).
- the same air flow can pass through another heat exchanger of the engine cooling circuit and also through other exchangers placed in the exhaust gas circuit, on the air intake of the engine, or on the battery in a hybrid automobile.
- the cooling loop ( 36 ) comprises a first heat exchanger ( 33 ), an expansion valve ( 34 ), a second heat exchanger ( 35 ), a compressor ( 31 ) and a four-way valve ( 32 ).
- the first and second heat exchangers ( 33 and 35 ) are of the air/coolant type.
- the operation of the exchangers ( 33 and 35 ) is identical to that of the first embodiment shown in FIG. 1 .
- Two fluid/liquid exchangers ( 38 and 37 ) are fitted both in the cooling loop circuit ( 36 ) and in the thermal engine cooling circuit or in a secondary glycol-water circuit.
- the cooling loop ( 46 ) comprises a first heat exchanger set ( 43 and 48 ), an expansion valve ( 44 ), a second heat exchanger set ( 45 and 47 ), a compressor ( 41 ) and a four-way valve ( 42 ).
- a branch (d 1 ) having one end connected to the outlet of the exchanger ( 43 ) and the other end connected to the outlet of the exchanger ( 47 ), with respect to the flow of the fluid in cooling mode.
- This branch comprises a heat exchanger (d 1 ), through which an air flow or a flow of exhaust gas to be admitted into the thermal engine passes, and an expansion valve (d 2 ). The operation of this branch is identical to that of the second embodiment shown in FIG. 2 .
- the heat exchangers ( 43 and 45 ) are of the air/coolant type and the exchangers ( 48 and 47 ) are of the liquid/coolant type.
- the operation of these exchangers is identical to that of the third embodiment shown in FIG. 3 .
- Evap P is the pressure at the evaporator.
- Cond P is the pressure at the condenser.
- T outlet comp is the temperature at the compressor outlet.
- the compression rate is the ratio of the high pressure to the low pressure.
- COP this is the coefficient of performance and is defined, in the case of a heat pump, as the useful thermal power supplied by the system divided by the power received or consumed by the system.
- CAP this is the cubic capacity, which is the heating capacity per unit of volume (kJ/m 3 ).
- % CAP or COP is the ratio of the value of the CAP or COP of 2,3,3,3-tetrafluoropropene (HFO-1234yf) to that of HFC-134a.
- Isentropic efficiency of the compressor this is the ratio between the real energy transmitted to the fluid and the isentropic energy.
- the isentropic efficiency of the compressor is expressed as a function of the compression rate. ( FIG. 5 )
- the COP and the pressure at the evaporator decrease with the evaporation temperature.
- the evaporator pressure with HFO-1234yf is higher than with HFC-134a, thus helping to limit the infiltration of air into the system when the system operates at a very low temperature.
- HFO-1234yf For a given compressor operating at very low temperature, the performance of HFO-1234yf is better than that of HFC 134a. In heating mode and when the condensation temperature is 30° C., the use of HFO-1234yf yields better efficiency at the compressor, better COP and better capacity.
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- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Chemical & Material Sciences (AREA)
- Mechanical Engineering (AREA)
- Combustion & Propulsion (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Materials Engineering (AREA)
- Organic Chemistry (AREA)
- Air-Conditioning For Vehicles (AREA)
- Compression-Type Refrigeration Machines With Reversible Cycles (AREA)
- Hybrid Electric Vehicles (AREA)
- Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
Abstract
The invention relates to a method for the heating and/or air conditioning of the passenger compartment of an automobile using a reversible cooling loop in which flows a coolant containing 2,3,3,3-tetrafluoropropene. The method is particularly useful when outdoor temperature is lower than −15° C. The method can be used for hybrid automobiles designed for operating alternatively with a thermal engine and an electric motor.
Description
- The present invention relates to a device for heating and/or air conditioning the passenger compartment of an automobile.
- In automobiles, the thermal engine has a circuit in which flows a heat transfer fluid which is used for cooling the engine and also for heating the passenger compartment. For this purpose, the circuit comprises, notably, a pump and an air heater which recovers the heat stored by the heat transfer fluid in order to heat the passenger compartment.
- Additionally, an air conditioning system for cooling the passenger compartment comprises an evaporator, a compressor, a condenser, an expansion valve and a fluid, commonly known as a coolant which can change its state (between liquid and gas). The compressor, driven directly by the vehicle engine by means of a belt and pulley, compresses the coolant and sends it back under high pressure and at high temperature toward the condenser. The condenser is provided with forced ventilation, causing the condensation of the gas which arrives in the gaseous state at high pressure and temperature. The condenser liquefies the gas as a result of the reduction of the temperature of the air flowing through it. The evaporator is a heat exchanger which draws heat from the air which is to be blown into the passenger compartment. The expansion valve can be used to regulate the inflow of the gas into the loop by a modification of the passage cross section depending on the temperature and pressure at the evaporator. Thus the hot air from outside the vehicle is cooled as it flows through the evaporator.
- The coolant which is commonly used in automobile air conditioning is 1,1,1,2-tetrafluoroethane (HFC-134a). Document WO 2008/107623 describes an automobile energy management system comprising a reversible cooling loop through which a coolant flows, means for reversing the operating cycle of the cooling loop, which can move between a cooling mode position and a heat pump mode position, at least a first source for recovering energy from the coolant, and at least a second source for evaporating the coolant after the expansion of said fluid from the liquid to the two-phase state, the reversal means enabling coolant to flow from the first recovery source toward at least one evaporation source, when they are in a position identical to that corresponding to the heat pump mode.
- However, when HFC-134a is used as the coolant in a system such as that described in WO 2008/107623, and when the outside temperature is approximately −15° C., a pressure drop starts to develop in the evaporator even before the compressor is started. This pressure drop, which leads to infiltration of air into the system, promotes corrosion phenomena and the degradation of the components such as the compressor, exchanger and expansion valve.
- The object of the present invention is to prevent the air from penetrating into the evaporator of the cooling loop when the compressor is started, and/or to improve the efficiency of the cooling loop.
- The present invention therefore proposes a heating and/or air conditioning method for a passenger compartment of an automobile, using a reversible cooling loop, in which a coolant flows, comprising a first heat exchanger, an expansion valve, a second heat exchanger, a compressor and means for reversing the direction of flow of the coolant, characterized in that the coolant comprises 2,3,3,3-tetrafluoropropene.
- The means for reversing the direction of flow of the coolant in the cooling loop in order to reverse the operating cycle of the loop can be a four-way valve.
- In addition to the 2,3,3,3-tetrafluoropropene, the coolant can comprise saturated or unsaturated hydrofluorocarbons.
- Examples of saturated hydrofluorocarbons which may be mentioned are, notably, difluoromethane, difluoro-ethane, tetrafluoroethane and pentafluoroethane.
- Examples of unsaturated hydrofluorocarbons which may be mentioned are, notably, 1,3,3,3-tetrafluoropropene, trifluoropropenes such as 3,3,3-trifluoropropene, and monochlorotrifluoropropenes such as 1-chloro,3,3,3-trifluoropropene and 2-chloro,3,3,3-trifluoropropene.
- The following compositions may be suitable for use as coolants in the method according to the present invention:
-
- 80% to 98% by weight of 2,3,3,3-tetrafluoropropene and 2% to 20% by weight of difluoromethane,
- 40% to 95% by weight of 2,3,3,3-tetrafluoropropene and 5% to 60% by weight of 1,1,1,2-tetrafluoroethane,
- 90% to 98% by weight of 2,3,3,3-tetrafluoropropene and 2% to 10% by weight of difluoroethane,
- 90% to 98% by weight of 2,3,3,3-tetrafluoropropene and 2% to 10% by weight of pentafluoroethane.
- The following compositions are especially suitable for use as coolants:
-
- 90% to 98% by weight of 2,3,3,3-tetrafluoropropene and 2% to 10% by weight of difluoromethane,
- 90% to 95% by weight of 2,3,3,3-tetrafluoropropene and 5% to 10% by weight of 1,1,1,2-tetrafluoroethane,
- 95% to 98% by weight of 2,3,3,3-tetrafluoropropene and 2% to 5% by weight of difluoroethane,
- 95% to 98% by weight of 2,3,3,3-tetrafluoropropene and 2% to 5% by weight of pentafluoroethane.
- A composition which essentially contains 2,3,3,3-tetrafluoropropene is particularly preferred.
- The coolant can also comprise stabilizers of the 2,3,3,3-tetrafluoropropene. Examples of stabilizer which may be mentioned are, notably, nitromethane, ascorbic acid, terephthalic acid azoles such as tolutriazole or benzotriazole, phenolic compounds such as tocopherol, hydroquinone, t-butyl hydroquinone, 2,6-di-tert-butyl-4-methylphenol, epoxides (alkyl which may be fluorinated or perfluorinated or alkenyl or aromatic) such as n-butyl glycidyl ethers, hexanediol diglycidyl ethers, allyl glycidyl ether, butylphenyl glycidyl ethers, phosphites, phosphates, phosphonates, thiols and lactones.
- Depending on the operating mode of the loop, which may be the cooling or heat pump mode, the first heat exchanger can act as an evaporator or as an energy recovery unit. The same is true of the second heat exchanger. In cooling mode, the second exchanger can be used for cooling the air flow which is to be blown into the passenger compartment of the automobile. In heat pump mode, the second exchanger can be used to heat the air flow intended for the passenger compartment of the automobile. The first and second heat exchangers are of the air/coolant type.
- In the method according to the present invention, the cooling loop can be thermally coupled through the heat exchangers to the entire cooling circuit. Thus the loop can comprise at least one heat exchanger through which the coolant and a heat transfer fluid flow simultaneously, the heat transfer fluid being, notably, the air or water of the thermal engine cooling circuit.
- In a variant of the method, both the coolant and the exhaust gases from the thermal engine of the automobile flow through the first heat exchanger simultaneously; these fluids can communicate thermally by means of a heat transfer fluid circuit.
- In the method according to the present invention, the cooling loop can include a branch having at least one heat exchanger communicating thermally with a flow of air which is to be admitted into the thermal engine of the automobile, or with exhaust gases emitted by the thermal engine of the automobile.
- The method according to the present invention is particularly suitable when the outside temperature is below −15° C., or preferably below −20° C.
- The method according to the present invention is equally suitable for hybrid automobiles designed to operate alternatively with a thermal engine and an electric motor. It can be used to provide the best management of the energy contributions according to the climatic conditions (hot or cold) for both the passenger compartment and the battery, and notably to supply heat or cold to the battery through a heat transfer fluid circuit.
- The reversible cooling loop, in which the coolant containing 2,3,3,3-tetrafluoropropene flows, installed in automobiles is particularly suitable for the recovery of energy from the thermal engine and/or from the electrical battery, for use in heating the passenger compartment and for heating the thermal engine during a cold start phase. When this reversible cooling loop comprises a pump, it can operate in Rankine mode (that is to say, the compressor acts as a turbine) to exploit the thermal energy produced by the thermal engine and subsequently conveyed by the coolant, after heat transfer.
- The invention also proposes a device comprising the cooling loop as described above.
- In a first embodiment of the invention, illustrated schematically in
FIG. 1 , the cooling loop (16) comprises a first heat exchanger (13), an expansion valve (14), a second heat exchanger (15), a compressor (11) and a four-way valve (12). The first and second heat exchangers are of the air/coolant type. The coolant of the loop (16) and the air flow supplied by a fan pass through the first heat exchanger (13). Some or all of this air flow also passes through a heat exchanger of the engine cooling circuit (not shown in the drawing). In the same way, an air flow supplied by a fan passes through the second exchanger (15). Some or all of this air flow also passes through another heat exchanger of the engine cooling circuit (not shown in the drawing). The direction of flow of the air is a function of the operating mode of the loop (16) and of the requirements of the thermal engine. Thus, when the thermal engine is in stationary mode and the loop (16) is in heat pump mode, the air can be heated by the exchanger of the thermal engine cooling circuit, and can then be blown on to the exchanger (13) to accelerate the evaporation of the fluid of the loop (16) and thereby improve the performance of this loop. The exchangers of the cooling circuit can be activated by means of valves according to the requirements of the thermal engine (for heating the air entering the engine or for exploiting the energy produced by this engine). - In cooling mode, the coolant propelled by the compressor (11) flows through the valve (12) and then through the exchanger (13) which acts as a condenser (that is to say, it releases heat to the outside), and subsequently through the expansion valve (14) and then through the exchanger (15) which acts as an evaporator for cooling the air flow which is to be blown into the passenger compartment of the automobile.
- In heat pump mode, the direction of flow of the coolant is reversed by means of the valve (12). The heat exchanger (15) acts as a condenser, while the exchanger (13) acts as an evaporator. The heat exchanger (15) can then be used to heat the air flow intended for the passenger compartment of the automobile.
- In a second embodiment of the invention, shown schematically in
FIG. 2 , the cooling loop (26) comprises a first heat exchanger (23), an expansion valve (24), a second heat exchanger (25), a compressor (21), a four-way valve (22) and a branch (d3) connected at one end to the outlet of the exchanger (23) and at the other end to the outlet of the exchanger (25), with respect to the flow of the fluid in cooling mode. This branch comprises a heat exchanger (d1), through which an air flow or a flow of exhaust gas to be admitted into the thermal engine passes, and an expansion valve (d2). The first and second heat exchangers (23 and 25) are of the air/coolant type. The coolant of the loop (26) and the air flow supplied by a fan pass through the first heat exchanger (23). Some or all of this air flow also passes through a heat exchanger of the engine cooling circuit (not shown in the drawing). In the same way, an air flow supplied by a fan passes through the second exchanger (25). Some or all of this air flow also passes through another heat exchanger of the engine cooling circuit (not shown in the drawing). The direction of flow of the air is a function of the operating mode of the loop (26) and of the requirements of the thermal engine. By way of example, when the thermal engine is in stationary mode and the loop (26) is in heat pump mode, the air can be heated by the exchanger of the thermal engine cooling circuit, and can then be blown on to the exchanger (23) to accelerate the evaporation of the fluid of the loop (26) and thereby improve the performance of this loop. - The exchangers of the cooling circuit can be activated by means of valves according to the requirements of the thermal engine (for heating the air entering the engine or for exploiting the energy produced by this engine).
- The heat exchanger (d1) can also be activated according to the energy requirements in either cooling or heat pump mode. Check valves can be fitted in the branch (d3) to activate or disable this branch.
- A flow of air supplied by a fan passes through the exchanger (d1). The same air flow can pass through another heat exchanger of the engine cooling circuit and also through other exchangers placed in the exhaust gas circuit, on the air intake of the engine, or on the battery in a hybrid automobile.
- In a third embodiment of the invention, illustrated schematically in
FIG. 3 , the cooling loop (36) comprises a first heat exchanger (33), an expansion valve (34), a second heat exchanger (35), a compressor (31) and a four-way valve (32). The first and second heat exchangers (33 and 35) are of the air/coolant type. The operation of the exchangers (33 and 35) is identical to that of the first embodiment shown inFIG. 1 . Two fluid/liquid exchangers (38 and 37) are fitted both in the cooling loop circuit (36) and in the thermal engine cooling circuit or in a secondary glycol-water circuit. The fitting of the fluid/liquid exchangers without the use of an intermediate gaseous fluid (air) flowing through them contributes to an improvement of the heat exchange with respect to air/fluid exchangers. In a fourth embodiment of the invention, illustrated schematically inFIG. 4 , the cooling loop (46) comprises a first heat exchanger set (43 and 48), an expansion valve (44), a second heat exchanger set (45 and 47), a compressor (41) and a four-way valve (42). A branch (d1) having one end connected to the outlet of the exchanger (43) and the other end connected to the outlet of the exchanger (47), with respect to the flow of the fluid in cooling mode. This branch comprises a heat exchanger (d1), through which an air flow or a flow of exhaust gas to be admitted into the thermal engine passes, and an expansion valve (d2). The operation of this branch is identical to that of the second embodiment shown inFIG. 2 . - The heat exchangers (43 and 45) are of the air/coolant type and the exchangers (48 and 47) are of the liquid/coolant type. The operation of these exchangers is identical to that of the third embodiment shown in
FIG. 3 . - Simulations of the performance of the coolant in the heat pump operating conditions in vehicles are given below, for a condenser temperature of 30° C. Condensation temperature: +30° C. (T cond)
- Temperature at the compressor inlet: +5° C. (Te comp)
- Evap P is the pressure at the evaporator.
- Cond P is the pressure at the condenser.
- T outlet comp is the temperature at the compressor outlet.
- Rate: the compression rate is the ratio of the high pressure to the low pressure.
- COP: this is the coefficient of performance and is defined, in the case of a heat pump, as the useful thermal power supplied by the system divided by the power received or consumed by the system.
- CAP: this is the cubic capacity, which is the heating capacity per unit of volume (kJ/m3).
- % CAP or COP is the ratio of the value of the CAP or COP of 2,3,3,3-tetrafluoropropene (HFO-1234yf) to that of HFC-134a.
- Isentropic efficiency of the compressor: this is the ratio between the real energy transmitted to the fluid and the isentropic energy.
- The isentropic efficiency of the compressor is expressed as a function of the compression rate. (
FIG. 5 ) -
η=a+bτ+cτ 2 +d·τ 3 +e·τ 4 - η=isentropic efficiency
τ: compression rate
a, b, c and e: constants - The values of the constants a, b, c, d and e are determined from a standard efficiency curve, found in “Handbook of air conditioning and refrigeration”, by Shan K. Wang.
- For HFC-134a, the COP and the pressure at the evaporator decrease with the evaporation temperature.
-
Temp evap P cond P Rate T outlet CAP Isentrop. evap (° C.) (kPa) (kPa) (p/p) comp (kJ/m3) eff. COPc HFC-134a −35.00 66.70 768.33 11.52 82.61 679.70 0.62 2.32 −30.00 84.92 768.33 9.05 75.31 841.71 0.68 2.82 −25.00 106.89 768.33 7.19 68.35 1032.37 0.75 3.39 −20.00 133.14 768.33 5.77 61.72 1255.21 0.79 4.01 - For HFO-1234yf in the same conditions, we find:
-
Temp evap P cond P Rate T outlet CAP Isentrop. evap (° C.) (kPa) (kPa) (p/p) comp (kJ/m3) eff. COPc % cap % COP HFO-1234yf −35.00 77.05 772.09 10.02 70.15 707.00 0.66 2.43 104 104 −30.00 97.01 772.09 7.96 64.10 865.60 0.72 2.91 103 103 −25.00 120.73 772.09 6.40 58.36 1049.51 0.77 3.45 102 102 −20.00 148.64 772.09 5.19 52.88 1261.40 0.81 4.01 100 100 - The evaporator pressure with HFO-1234yf is higher than with HFC-134a, thus helping to limit the infiltration of air into the system when the system operates at a very low temperature.
- For a given compressor operating at very low temperature, the performance of HFO-1234yf is better than that of HFC 134a. In heating mode and when the condensation temperature is 30° C., the use of HFO-1234yf yields better efficiency at the compressor, better COP and better capacity.
Claims (14)
1. A heating and/or air conditioning system for a passenger compartment of an automobile having a thermal engine having a cooling circuit through which an engine coolant flows and/or an electrical battery comprising a reversible cooling loop in which a coolant flows, said reversible cooling loop comprising a first heat exchanger, an expansion valve, a second heat exchanger, a compressor and means for reversing the direction of flow of the coolant, characterized in that the coolant comprises 2,3,3,3-tetrafluoropropene.
2. (canceled)
3. The system as claimed in claim 1 , characterized in that the first heat exchanger and the second exchangers are of the air/coolant type.
4. The system as claimed in claim 1 , further characterized in that the reversible cooling loop is thermally coupled to the cooling circuit of the thermal engine of said automobile.
5. The system as claimed in claim 1 , characterized in that both the engine coolant and exhaust gases from the thermal engine of the automobile flow through the first heat exchanger simultaneously.
6. The system as claimed in claim 1 , characterized in that the reversible cooling loop further comprises a branch having at least one heat exchanger communicating thermally with a flow of air which is to be admitted into the thermal engine of the automobile, or with exhaust gases emitted by the thermal engine of the automobile.
7. The system as claimed in claim 1 , characterized in that the cooling loop recovers energy from the thermal engine and/or from the electrical battery.
8. (canceled)
9. A heating and/or air conditioning method for a passenger compartment of an automobile having a thermal engine having a thermal engine having a cooling circuit through which an engine coolant flows and/or an electrical battery, comprising flowing a coolant through a reversible cooling loop comprising a first heat exchanger, an expansion valve, a second heat exchanger, a compressor and means for reversing the direction of flow of the coolant, characterized in that the coolant comprises 2,3,3,3-tetrafluoropropene.
10. The method as claimed in claim 9 , characterized in that the first and second exchangers are of the air/coolant type.
11. The method as claimed in claim 9 , characterized in that the reversible cooling loop is thermally coupled to the cooling circuit of the thermal engine.
12. The method as claimed in claim 9 , characterized in that the engine coolant and exhaust gases from the thermal engine of the automobile flow through the first heat exchanger simultaneously.
13. The method as claimed in 9, characterized in that the cooling loop further comprises a branch having at least one heat exchanger communicating thermally with a flow of air which is to be admitted into the thermal engine of the automobile or with exhaust gases emitted by the thermal engine of the automobile.
14. The method as claimed claim 9 , characterized in that the cooling loop recovers energy from the thermal engine and/or from the electrical battery.
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FR0857454A FR2937906B1 (en) | 2008-11-03 | 2008-11-03 | METHOD FOR HEATING AND / OR AIR CONDITIONING A VEHICLE |
PCT/FR2009/052075 WO2010061084A1 (en) | 2008-11-03 | 2009-10-28 | Vehicle heating and/or air conditioning method |
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Also Published As
Publication number | Publication date |
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IL212354A (en) | 2016-03-31 |
JP2018063108A (en) | 2018-04-19 |
CN102203209A (en) | 2011-09-28 |
EP3205699A1 (en) | 2017-08-16 |
PL2342302T3 (en) | 2017-08-31 |
CN102203209B (en) | 2014-03-12 |
JP2015163836A (en) | 2015-09-10 |
DK2342302T3 (en) | 2017-06-19 |
FR2937906A1 (en) | 2010-05-07 |
EP2342302B1 (en) | 2017-04-26 |
HUE034395T2 (en) | 2018-02-28 |
JP6258253B2 (en) | 2018-01-10 |
PT2342302T (en) | 2017-06-08 |
WO2010061084A1 (en) | 2010-06-03 |
ES2627319T3 (en) | 2017-07-27 |
JP2012507682A (en) | 2012-03-29 |
JP2020040663A (en) | 2020-03-19 |
EP2342302A1 (en) | 2011-07-13 |
FR2937906B1 (en) | 2010-11-19 |
IL212354A0 (en) | 2011-06-30 |
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