US20140020415A1 - Heat distribution in a motor vehicle - Google Patents

Heat distribution in a motor vehicle Download PDF

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Publication number
US20140020415A1
US20140020415A1 US13/945,594 US201313945594A US2014020415A1 US 20140020415 A1 US20140020415 A1 US 20140020415A1 US 201313945594 A US201313945594 A US 201313945594A US 2014020415 A1 US2014020415 A1 US 2014020415A1
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United States
Prior art keywords
heat
motor
coolant
refrigerant
heat exchanger
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
Application number
US13/945,594
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English (en)
Inventor
Peter Heyl
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hanon Systems Corp
Original Assignee
Visteon Global Technologies Inc
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Filing date
Publication date
Application filed by Visteon Global Technologies Inc filed Critical Visteon Global Technologies Inc
Publication of US20140020415A1 publication Critical patent/US20140020415A1/en
Assigned to HALLA VISTEON CLIMATE CONTROL CORPORATION reassignment HALLA VISTEON CLIMATE CONTROL CORPORATION ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: VISTEON GLOBAL TECHNOLOGIES, INC.
Assigned to VISTEON GLOBAL TECHNOLOGIES, INC. reassignment VISTEON GLOBAL TECHNOLOGIES, INC. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: HEYL, PETER
Assigned to HANON SYSTEMS reassignment HANON SYSTEMS CHANGE OF NAME (SEE DOCUMENT FOR DETAILS). Assignors: HALLA VISTEON CLIMATE CONTROL CORPORATION
Priority to US15/361,139 priority Critical patent/US10589594B2/en
Abandoned legal-status Critical Current

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    • 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
    • B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
    • B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
    • F25B40/00—Subcoolers, desuperheaters or superheaters
    • 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
    • F25B49/00—Arrangement or mounting of control or safety devices
    • F25B49/02—Arrangement or mounting of control or safety devices for compression type machines, plants or systems
    • 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
    • F25B6/00—Compression machines, plants or systems, with several condenser circuits
    • F25B6/04—Compression machines, plants or systems, with several condenser circuits arranged in series
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    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H2001/00307—Component temperature regulation using a liquid flow
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev

Definitions

  • Motor vehicles with different drive systems include propulsion by means of an internal combustion engine, an electric motor, or a combination of the two motor types.
  • motor vehicles with a combination of internal combustion engine and electric motor drive system one distinguishes between motor vehicles with a pure hybrid drive, also known as “Plug-in hybrid electric vehicle” (PHEV), and “Range Extenders”.
  • PHEV Plug-in hybrid electric vehicle
  • PHEV vehicles can have electric, electric/combustion, and also combustion engine propulsion.
  • the range of the vehicle with pure electric drive is around 50 km.
  • Vehicles with “Range Extenders” are driven constantly by electric propulsion.
  • the battery of the vehicle is charged during travel by a generator driven by the combustion engine.
  • a PHEV and a vehicle with “Range Extender” are motor vehicles whose battery can be charged additionally by an external power network or charging system.
  • PTC heating systems are economical in manufacture, but due to the consumption of electrical energy they reduce the operating range of the electric vehicle.
  • heat pump systems is more cost-intensive, but the impact on the operating range of the electric vehicle is less.
  • Air conditioning systems of motor vehicles with heating function may have a refrigerant circuit with a supplemental heat exchanger operating as an evaporator.
  • the supplemental heat exchanger is usually configured as a connection to a coolant circuit, serving to control the temperature of components of the drive unit in motor vehicles with electric motor drive.
  • the supplemental evaporator is used to provide an option for heat transfer between the cooling circuit of the combustion engine and the refrigerant circuit.
  • a system for a motor vehicle for the heating and/or cooling of a passenger compartment and for cooling an internal combustion engine is found in DE 10 2010 038 406 A1.
  • the system comprises a coolant circuit for cooling an internal combustion engine with an ambient air heat exchanger to surrender heat from the coolant to the ambient air and a refrigerant circuit with a condenser, a compressor, and a first evaporator, exposed to a flow of air from the passenger compartment, for cooling the passenger compartment in the cooling mode.
  • the air being taken to the passenger compartment can be heated by the refrigerant circuit, taking up heat from the ambient air.
  • the refrigerant circuit in this case has a second evaporator and condenser, which are configured as coolant heat exchangers. The refrigerant circuit is thus thermally coupled to the coolant circuit.
  • an air conditioning system for an electric or hybrid vehicle with a refrigerant circuit and a temperature control circuit for controlling the temperature of the passenger compartment and a vehicle component.
  • the circuits are thermally coupled via a heat exchanger for taking up heat from the temperature control circuit and a heat exchanger for surrendering heat to the temperature control circuit.
  • heat from the temperature control circuit is transferred to the refrigerant circuit at the low pressure side and heat from the refrigerant circuit is transferred to the temperature control circuit at the high pressure side of the refrigerant circuit.
  • the two supplemental heat exchangers in the refrigerant circuit as thermal couplings to the temperature control circuit, consumption devices such as the periphery of the electric motor, especially the battery, fuel cells, power electronics and/or the passenger compartment are conditioned and climate-controlled in this way. Thanks to a separation of the temperature control circuit into two independent circuits, the internal combustion engine can also be cooled, besides the mentioned components. The heat given off by the combustion engine is transferred to the surroundings or used to heat the air going to the passenger compartment.
  • the power from the operation of photovoltaic cells or solar panels can also be incorporated in the corresponding circuits, for example.
  • the aspects disclosed herein include a device for heat distribution in a motor vehicle, especially in a hybrid vehicle, with an engine cooling circuit and a refrigerant circuit configured for a combined operation in the refrigeration system mode and the heat pump mode and for a reheating mode.
  • the refrigerant circuit has an evaporator, a compressor, a heat exchanger for heat supply from the refrigerant to the air being conditioned for a passenger compartment and a heat exchanger for transfer of heat between the refrigerant of the refrigerant circuit and the coolant of the engine cooling circuit.
  • a method for operating is also provided.
  • the refrigerant/coolant heat exchanger is operated by design as a condenser for the heat transfer from the condensing refrigerant to the coolant when operating in the refrigeration system mode or in the reheating mode and as an evaporator for the heat transfer from the coolant to the refrigerant being evaporated in the heat pump mode.
  • FIGS. 1 a to 1 e a combined engine cooling circuit for air conditioning a combustion engine and an electric motor
  • FIGS. 2 a to 2 c a high-temperature cooling circuit for air conditioning a combustion engine and a low-temperature cooling circuit for air conditioning an electric motor each time in different operating modes.
  • None of the above described techniques utilize both the internal combustion engine and the electric motor in a joint system as heat sink and/or heat source, as needed, or integrates the motor in a thermal management unit within the air conditioning system of the passenger compartment.
  • the aspects disclosed herein are directed to a device for the heat distribution of a motor vehicle outfitted with a combined combustion engine and electric motor drive, including the thermal management of the motors and an air conditioning unit for the heating and cooling of the air going to the passenger compartment. It should be possible to operate the motor vehicle efficiently, cost-effectively, and ecologically friendly in terms of the electricity consumption, fuel consumption, emission of pollutants and motor operation by making use of several heat sources. Furthermore, the number of components of the drive should be as few as possible, especially with regard to the number of heat exchangers.
  • the aspects disclosed herein are direct to a device for heat distribution in a motor vehicle, for example in a hybrid vehicle, having an engine cooling circuit and a refrigerant circuit configured for a combined operation in refrigeration system and heat pump mode and for a reheating mode.
  • the refrigerant circuit has an evaporator, a compressor, a heat exchanger for heat supply from the refrigerant to the air being conditioned for a passenger compartment and a heat exchanger for transfer of heat between the refrigerant of the refrigerant circuit and the coolant of the engine cooling circuit.
  • the heat exchanger for heat transfer between the refrigerant and the coolant hereinafter also called the refrigerant/coolant heat exchanger, is arranged in the device and configured to operate as an evaporator for the heat transfer from the coolant to the refrigerant being evaporated and as a condenser for the heat transfer from the condensing refrigerant to the coolant.
  • the heat exchanger can be operated as an evaporator or a condenser.
  • the direction of flow of the refrigerant may remain unchanged in this process.
  • the refrigerant/coolant heat exchanger is configured either as a plate type heat exchanger or as a tube bundle heat exchanger.
  • a first motor and a second motor are arranged inside the engine cooling circuit.
  • the first motor is configured as an internal combustion engine and the second motor as an electric motor.
  • additional motors can advantageously be incorporated into the motor cooling circuit.
  • a device for heat distribution in a motor vehicle for example in a hybrid vehicle, having an engine cooling circuit and a refrigerant circuit with an evaporator, a compressor, a heat exchanger for heat supply from the refrigerant to the air being conditioned for a passenger compartment and a heat exchanger for transfer of heat between the refrigerant of the refrigerant circuit and the coolant of the engine cooling circuit.
  • the engine cooling circuit has a first motor and a second motor, the first motor being configured as an internal combustion engine and the second motor as an electric motor.
  • the refrigerant circuit is configured for a combined operation in the refrigeration system in a heat pump mode and a reheating mode.
  • the heat exchanger for the heat transfer between the refrigerant and the coolant to be arranged and configured so as to operate as an evaporator for the heat transfer from the coolant to the refrigerant being evaporated and as a condenser for the heat transfer from the condensing refrigerant to the coolant.
  • Coolant can flow through the motors regardless of their operating condition. Consequently, the motors can be exposed to the coolant both in the operating condition and in the non-operating condition, so that an air conditioning of the motors may occur at any time.
  • the first motor and the second motor are integrated in the engine cooling circuit and the engine cooling circuit is configured such that a mass flow of coolant may be conducted through the first motor for heat transfer and through the second motor for heat transfer. Consequently, the motors may be coupled via a common mass flow of coolant through the engine cooling circuit, that is, the individual mass flow of coolant can flow through both motors in succession in the flow direction and thus the motors are exposed to the flow one after the other in series.
  • the motors can be conditioned as needed, with heat being transferred between the particular motor and the coolant. Heat can be taken away from or supplied to the motor, so that the motor is to be understood as a heat source or a heat sink.
  • the conditioning occurs independently of the configuration of the motors, either by direct heat transfer between coolant and motor or through intermediate agents.
  • the engine cooling circuit comprises the heat exchanger for heat transfer between the refrigerant of the refrigerant circuit and the coolant of the engine cooling circuit, a heat exchanger for surrendering heat from the coolant to the air going to the passenger compartment, and a heat exchanger for heat transfer between the coolant and the ambient air.
  • a bypass may be arranged around the heat exchanger for heat transfer between the coolant and the ambient air, so that the coolant can be conducted around the heat exchanger as needed.
  • the engine cooling circuit is subdivided into a high-temperature cooling circuit for air conditioning of the first motor and a low-temperature cooling circuit for air conditioning of the second motor.
  • the refrigerant/coolant heat exchanger is arranged so that it can operate alternately in the high-temperature coolant circuit and in the low-temperature coolant circuit on the engine cooling circuit side.
  • This divided configuration of the engine cooling circuit enables a separate conditioning of the motors, and thus, the adjusting of optimal temperatures in the partial circuits of the combustion engine and the electric motor.
  • High-temperature cooling circuit and low-temperature cooling circuit are coupled together via change-over valves.
  • the change-over valves are arranged in the flow direction of the coolant upstream and downstream from the refrigerant/coolant heat exchanger.
  • the high-temperature cooling circuit includes the heat exchanger for heat transfer between the refrigerant of the refrigerant circuit and the coolant of the high-temperature cooling circuit, a heat exchanger for surrendering heat from the coolant to the air going to the passenger compartment, and a heat exchanger for heat transfer between the coolant and the ambient air.
  • the low-temperature cooling circuit has a heat exchanger for heat transfer between the refrigerant of the refrigerant circuit and the coolant of the low-temperature cooling circuit, and a heat exchanger for heat transfer between the coolant and the ambient air.
  • the flow direction of the coolant in the engine cooling circuit can be reversed, so that flow can move bidirectionally through the components of the engine cooling circuit.
  • the motors exposed to the flow of coolant of the engine cooling circuit and the ambient air are used as heat sources and/or heat sinks as necessary.
  • the motors can also be used as thermal masses in which heat can be stored or stored heat can be carried away, depending on the operating condition of the motor.
  • the combined system of the device for heat distribution in a motor vehicle especially for the cooling and/or warming up of combustion engine and electric motor as needed, enables a preconditioning of both motors before being placed in operation.
  • the motors are integrated in the thermal management of the motor vehicle provided with a combined combustion engine and electric motor drive and its air conditioning system for heating and cooling of the air going to the passenger compartment.
  • the motors which can be used as stores of heat/cold in special driving conditions are brought into the cooling of the passenger compartment, for example, after maximum possible heating in the electric motor operation (“pulldown”).
  • pulsedown maximum possible heating in the electric motor operation
  • heat is given off to the surroundings and to the combustion engine, which advantageously decreases the high pressure in the refrigerant circuit.
  • the heat exchanger for the heat transfer between the coolant and the ambient air can be configured to use less installation space.
  • the coolant of the engine cooling circuit heated upon flowing through the refrigerant/coolant heat exchanger operating as a condenser and through the second motor serving as a heat source flows through the first motor and heat is transferred to the first motor.
  • the first motor is already warmed up when it is placed in operation, which leads to lower emission of pollutants, and is utilized as an additional heat sink of the engine cooling circuit.
  • FIGS. 1 a to 1 e the device 1 for a motor vehicle with the refrigerant circuit 2 and the combined engine cooling circuit 3 for conditioning a first motor 14 configured as an internal combustion engine and a second motor 17 configured as an electric motor is shown in different operating modes.
  • the lines of the refrigerant circuit 2 or the engine cooling circuit 3 that are in operation are illustrated by solid lines, while lines not in operation are shown by means of broken lines.
  • the flow directions of the fluids are shown via arrows.
  • the refrigerant circuit 2 comprises, besides the evaporator 4 , compressor 5 , heat exchanger 6 operated as a heating register, also known as a second condenser or heat pump condenser, valve 7 , receiver 8 , and heat exchanger 9 operated as a condenser, arranged in succession in the flow direction of the refrigerant in the refrigeration system mode or reheating mode, which is shown in FIG. 1 a , also an inner heat exchanger 10 .
  • An inner heat exchanger 10 refers to a heat exchanger internal to the circuit, which serves for the transfer of heat between the refrigerant at high pressure and the refrigerant at low pressure.
  • the liquid refrigerant is further cooled down after condensation in the heat exchanger 9 and on the other hand the intake gas upstream from the compressor 5 is superheated.
  • the check valve 24 allows passage in the indicated direction of flow of the refrigerant.
  • the supercooled refrigerant upon emerging from the inner heat exchanger 10 at the high pressure side is expanded upon flowing through the valve 11 , operated as an expansion element, and evaporated in the evaporator 4 upon taking up heat from the air going to the passenger compartment. In this way, the air is cooled down and/or dehumidified.
  • the heat exchanger 9 is called a condenser. Some of the heat transfer takes place at constant temperature. In supercritical operation or at supercritical surrender of heat in the heat exchanger 9 , the temperature of the refrigerant decreases constantly. In this case, the heat exchanger 9 is also called a gas cooler. Supercritical operation can occur under certain environmental conditions or operating modes of the refrigerant circuit 2 , for example, with carbon dioxide as refrigerant.
  • the heat transferred to the refrigerant in the evaporator 4 from the air being taken to the passenger compartment is either returned proportionately in the heat exchanger 6 for reheating to the air going to the passenger compartment and transferred in the heat exchanger 9 to the engine cooling circuit 3 or it is surrendered exclusively in the heat exchanger 9 to the engine cooling circuit 3 .
  • the refrigerant circuit 2 is operated either in the refrigeration system mode or in the reheating mode.
  • the heat exchanger 6 When operating in the refrigeration system mode, the heat exchanger 6 is not subjected to air.
  • the heat exchanger 6 which is also known as a heating register, performs the function of a second condenser/gas cooler, besides the heat exchanger 9 .
  • the air taken in through a blower (not shown) is first taken across the evaporator 4 , then the heating heat exchanger 13 and then the heating register 13 in the direction of flow, before it flows into the passenger compartment.
  • the heat exchangers 4 , 13 , 6 are consequently arranged one after another in the indicated sequence with regard to the air being taken to the passenger compartment and are switched on and off according to need and operating mode.
  • the heating register 6 can also be arranged downstream of the heating heat exchanger 13 in the direction of the air flow.
  • the heat exchanger 6 allows heat to be transferred directly to the ambient air from the refrigerant by configuring special openings and air baffles inside the climate control system.
  • the coolant preferably a water/glycol mixture
  • the heat exchanger 15 configured as a coolant/air heat exchanger the heat is transferred from the coolant to the ambient air.
  • the coolant flows through the heat exchanger 9 configured as a refrigerant/coolant heat exchanger and takes up heat from the condensing refrigerant, before being conducted through the branch A to the motor 14 .
  • the heat exchanger 13 has no coolant flowing through it.
  • the coolant circulating in the engine cooling circuit 3 cools the combustion engine 14 , which is in operation.
  • the motor 17 configured as an electric motor is not conditioned with coolant.
  • the branch A, configured as a bypass around the electric motor 17 is open, while the branch B, configured as a bypass around the combustion engine 14 , is closed.
  • the branch B can also be fashioned inside the motor 14 .
  • the engine cooling circuit 3 has devices not shown in the figures for the circulation of the coolant.
  • the devices can be arranged as separately formed pumps within the engine cooling circuit 3 , for example.
  • the pumps can also be configured as part of the motors 14 , 17 , each motor 14 , 17 forming a unit with one pump.
  • the passenger compartment may need to be heated, which is done by means of the device 1 operating in the heating or heat pump mode according to FIGS. 1 b and 1 c.
  • FIG. 1 b shows the refrigerant circuit 2 in the heat pump mode with ambient air and FIG. 1 c with coolant of the engine cooling circuit 3 as the heat source.
  • the entire heat taken up in the refrigerant circuit 2 is surrendered in the heat exchanger 6 to the air going to the passenger compartment.
  • the valve 7 operating as an expansion element, the refrigerant exiting from the heat exchanger 6 is expanded to a pressure level corresponding to the coolant temperature in the two-phase region in the heat exchanger 9 , where the refrigerant is evaporated.
  • the refrigerant takes up heat from the engine cooling circuit 3 .
  • the valve 11 configured as a three-way valve, is switched so that the refrigerant is conducted past the compressor 5 by a bypass 12 at the evaporator 4 and the inner heat exchanger 10 . Since the inner heat exchanger 10 only receives flow on one side, no heat is transferred. The inner heat exchanger 10 is inactive.
  • the check valve 24 serves to prevent a refrigerant buildup in the evaporator 4 and in the inner heat exchanger 10 when the refrigerant circuit 2 is operating in heat pump mode.
  • a portion of the coolant within the engine cooling circuit 3 is circulated between the heat exchanger 9 , the heat exchanger 15 and the electric motor 17 .
  • the heat surrendered in the heat exchanger 9 to the evaporating refrigerant is taken up from the ambient air in the heat exchanger 15 .
  • the electric motor 17 is not in operation, but can be used as a heat source or heat sink.
  • a second part of the coolant can be circulated between the motor 14 and the heat exchanger 13 when the combustion engine 14 is in operation.
  • the heat taken up during the cooling of the motor 14 is transferred in the heat exchanger 13 to the air going to the passenger compartment.
  • the individual regions of the engine cooling circuit 3 are switched on and off according to the heat demand for the heating of the passenger compartment.
  • the refrigerant circuit 2 in the heat pump mode is operated with coolant of the engine cooling circuit 3 or the motor 14 as the heat source.
  • the valve 16 configured as a four-way valve, is switched so that the coolant is conveyed in a bypass 18 around the heat exchanger 15 and thus no heat is taken up from the ambient air.
  • the valve 16 can also be configured as a combination of several valves.
  • the coolant is circulated between the heat exchanger 13 , the heat exchanger 9 and the motor 14 .
  • the heat taken up upon cooling of the motor 14 is transferred in the heat exchanger 13 to the air going to the passenger compartment and/or in the heat exchanger 9 to the evaporating refrigerant.
  • the refrigerant then surrenders the heat back again to the air going to the passenger compartment in the heat exchanger 6 .
  • the heat exchangers 9 , 13 or the engine cooling circuit 3 and the refrigerant circuit 2 are switched on and off in this process according to the heat demand for the heating of the passenger compartment.
  • the valve 16 for example, the coolant can be taken only through the heat exchanger 9 or only through the heat exchanger 13 or through both at the same time.
  • the refrigerant circuit 2 is operated in the refrigeration system mode or in the reheat mode, similar to FIG. 1 a .
  • the coolant is circulated between the motor 17 , instead of the motor 14 of FIG. 1 a , and the heat exchangers 15 , 9 , as the solid lines indicate.
  • the heat exchanger 15 the heat is transferred from the coolant to the ambient air. After this, the coolant flows through the heat exchanger 9 and takes up heat from the condensing refrigerant, before being taken to the motor 17 .
  • the heat exchanger 13 does not receive a flow of coolant.
  • the coolant circulating in the engine cooling circuit 3 cools the electric motor 17 , which is in operation.
  • the internal combustion engine 14 is not conditioned with coolant.
  • the branch B, configured as a bypass around the motor 14 is opened, while the branch A, configured as a bypass around the electric motor 17 , is closed.
  • the branch B is closed as a bypass around the internal combustion engine 14 , so that coolant heated upon flowing through the heat exchanger 9 and upon cooling the electric motor 17 is taken to the internal combustion engine 14 , as the broken lines indicate. In this process, heat can be transferred from the coolant to the motor 14 .
  • the internal combustion engine 14 can thus be warmed up or preconditioned in the shut-off state, i.e., before being placed in operation.
  • the internal combustion engine 14 can be warmed up by surrendering heat from the coolant to the motor 14 , which is shown in particular in FIG. 1 d .
  • the heat being given off to the motor 14 is transferred in the heat exchanger 9 from the refrigerant to the coolant, and is taken up in the heat exchanger 15 from the ambient air or the motor 17 .
  • it is possible to use the residual heat of the internal combustion engine 14 only just shut off, to warm up the electric motor 17 if the electric motor 17 was placed in operation.
  • the residual heat is transferred from the internal combustion engine 14 to the coolant and from the coolant to the electric motor 17 .
  • FIG. 1 e shows the device 1 with the refrigerant circuit 2 in the heat pump mode with coolant or the electric motor 17 as the heat source.
  • the valve 16 configured as a four-way valve is switched so that the coolant is led in the bypass 18 around the heat exchanger 15 and thus no heat is taken up from the ambient air.
  • the coolant is circulated between the heat exchanger 9 and the motor 17 .
  • the heat taken up during the cooling of the motor 17 is transferred in the heat exchanger 9 to the evaporating refrigerant.
  • the refrigerant then surrenders the heat back, upon condensation in the heat exchanger 6 , to the air going to the passenger compartment.
  • the motors 14 , 17 receive a coolant flow at all times, even at standstill or in the “out of operation” condition, so that the branches A, B are eliminated.
  • the coolant depending on the operating mode of the device 1 , of the refrigerant circuit 2 in combination with the engine cooling circuit 3 , can flow in both directions through the engine cooling circuit 3 .
  • FIGS. 2 a to 2 c the device 1 is shown for a motor vehicle with the refrigerant circuit 2 and a two-piece engine cooling circuit 3 ′ in different operating modes.
  • the engine cooling circuit 3 ′ is divided into a high-temperature cooling circuit 3 a for the conditioning of the motor 14 , configured as an internal combustion engine, and a low-temperature cooling circuit 3 b for conditioning the motor 17 configured as an electric motor.
  • the engine cooling circuit 3 ′ is divided into two partial circuits.
  • the partial circuits have the heat exchanger 9 of the refrigerant circuit 2 in common.
  • the refrigerant circuit 2 remains unchanged.
  • the high-temperature cooling circuit 3 a furthermore comprises the heating heat exchanger 13 for heat transfer to the air going to the passenger compartment, the heat exchanger 19 for heat transfer with the surroundings, and a valve 23 configured as a three-way valve.
  • the low-temperature cooling circuit 3 b furthermore comprises the heat exchanger 20 for heat transfer with the surroundings.
  • the high-temperature cooling circuit 3 a and low-temperature cooling circuit 3 b are coupled together via change-over valves 21 , 22 .
  • change-over valves 21 , 22 By switching of the change-over valves 21 , 22 , either coolant of the high-temperature cooling circuit 3 a or coolant of the low-temperature cooling circuit 3 b is conducted through the heat exchanger 9 .
  • the refrigerant circuit 2 is operated in the refrigeration system mode or in the reheat mode, comparable to the operating style of the device 1 according to FIG. 1 a .
  • the heat taken away in the heat exchanger 9 operated as a condenser, is transferred to the low-temperature cooling circuit 3 b .
  • the coolant is circulated between the heat exchanger 9 and the heat exchanger 20 , so that the heat taken up in the heat exchanger 20 is given off to the surroundings.
  • the motor 17 is not in operation.
  • the air going to the passenger compartment is heated upon flowing through the heat exchanger 6 and/or the heat exchanger 13 .
  • the heat taken away from the motor 14 is transferred to the air going to the passenger compartment in the heat exchanger 13 or to the ambient air in the heat exchanger 19 .
  • the coolant in the high-temperature cooling circuit 3 a is circulated between the motor 14 and the heat exchanger 19 .
  • the device 1 is operated in heat pump mode according to FIGS. 2 b and 2 c.
  • FIG. 2 b shows the refrigerant circuit 2 in the heat pump mode with ambient air as the heat source.
  • the heat is transferred in the heat exchanger 20 from the ambient air to the coolant and surrendered in the heat exchanger 9 to the refrigerant circuit 2 .
  • the motor 17 is out of operation.
  • the heat transferred from the motor 14 to the coolant circulating in the high-temperature cooling circuit 3 a is given off to the air going to the passenger compartment in the heat exchanger 13 .
  • the motor 17 is in operation.
  • the heat arising in the motor 17 is taken up by the coolant circulating in the low-temperature cooling circuit 3 b and transferred to the coolant in the heat exchanger 9 .
  • heat from the ambient air can also be used besides the heat given off by the electric motor 17 .
  • the coolant flows in opposite direction through the electric motor 17 . Consequently, the motor 17 can receive flow in both directions.
  • FIG. 2 c shows the refrigerant circuit 2 when operating in the heat pump mode with the coolant of the high-temperature cooling circuit 3 a or the internal combustion engine 14 as the heat source.
  • the heat is transferred from the motor 14 to the coolant and given up in the heat exchanger 9 to the refrigerant circuit 2 and/or in the heat exchanger 13 to the air going to the passenger compartment.
  • No coolant is circulated in the low-temperature cooling circuit 3 b.
  • the mass flow of coolant is divided by means of a three-way valve 23 into a first partial mass flow through the heat exchanger 9 and a second partial mass flow through the heat exchanger 13 .
  • the heat given off by the motor 14 is thus transferred directly via the heat exchanger 13 and indirectly via the heat exchanger 6 to the air going to the passenger compartment and is not taken away to the surroundings.
  • the mass flow of coolant is not divided.
  • valves 7 , 11 of the refrigerant circuit 2 can also be configured as fixed throttles.
  • the receiver 8 which is operated as a collector in the heat pump mode of the refrigerant circuit 2 at low pressure, is advantageously configured with appropriate separation devices, such as a deflector or a centrifugal separator. In the refrigeration system mode or in reheat mode, the receiver 8 is subjected to refrigerant at high pressure.
  • the receiver 8 which in the indicated embodiments is arranged in the refrigerant flow direction upstream from the heat exchanger 9 , can also be arranged alternatively as an accumulator on the low pressure side in the refrigerant flow direction downstream from the evaporator 4 .
  • the switching variants and operating modes shown can be used for every refrigerant that undergoes a phase transition from liquid to gas at the low pressure side.
  • the medium gives up the heat to a heat sink by gas cooling, condensation, and undercooling.
  • the refrigerants may be natural substances, such as R744, R717 etc., flammable substances R290, R600, R600a etc. and chemical substances such as R134a, R152a, HFO-1234yf etc. or various refrigerant mixtures.

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DE102019203293A1 (de) * 2019-03-12 2020-09-17 Audi Ag Verfahren zum Betreiben einer Kälteanlage für ein Fahrzeug mit einem eine Wärmepumpenfunktion aufweisenden Kältemittelkreislauf
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