WO2001069086A2 - Gestion thermique d'un vehicule motorise comportant un circuit de refroidissement et une climatisation - Google Patents

Gestion thermique d'un vehicule motorise comportant un circuit de refroidissement et une climatisation Download PDF

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Publication number
WO2001069086A2
WO2001069086A2 PCT/DE2001/000876 DE0100876W WO0169086A2 WO 2001069086 A2 WO2001069086 A2 WO 2001069086A2 DE 0100876 W DE0100876 W DE 0100876W WO 0169086 A2 WO0169086 A2 WO 0169086A2
Authority
WO
WIPO (PCT)
Prior art keywords
coolant
heat exchanger
refrigerant
thermal management
engine
Prior art date
Application number
PCT/DE2001/000876
Other languages
German (de)
English (en)
Other versions
WO2001069086A3 (fr
Inventor
Eike Willers
Original Assignee
Eike Willers
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 Eike Willers filed Critical Eike Willers
Publication of WO2001069086A2 publication Critical patent/WO2001069086A2/fr
Publication of WO2001069086A3 publication Critical patent/WO2001069086A3/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
    • F28D1/00—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators
    • F28D1/02—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid
    • F28D1/04—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid with tubular conduits
    • F28D1/0408—Multi-circuit heat exchangers, e.g. integrating different heat exchange sections in the same unit or heat exchangers for more than two fluids
    • F28D1/0426—Multi-circuit heat exchangers, e.g. integrating different heat exchange sections in the same unit or heat exchangers for more than two fluids with units having particular arrangement relative to the large body of fluid, e.g. with interleaved units or with adjacent heat exchange units in common air flow or with units extending at an angle to each other or with units arranged around a central element
    • F28D1/0435—Combination of units extending one behind the other
    • 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
    • B60H1/3227—Cooling devices using compression characterised by the arrangement or the type of heat exchanger, e.g. condenser, evaporator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/20—Cooling circuits not specific to a single part of engine or machine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/18—Arrangements or mounting of liquid-to-air heat-exchangers
    • F01P2003/182—Arrangements or mounting of liquid-to-air heat-exchangers with multiple heat-exchangers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/18—Arrangements or mounting of liquid-to-air heat-exchangers
    • F01P2003/185—Arrangements or mounting of liquid-to-air heat-exchangers arranged in parallel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • F01P2005/105—Using two or more pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • F01P5/12—Pump-driving arrangements
    • F01P2005/125—Driving auxiliary pumps electrically
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P2007/146—Controlling of coolant flow the coolant being liquid using valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2050/00—Applications
    • F01P2050/02—Marine engines
    • F01P2050/06—Marine engines using liquid-to-liquid heat exchangers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/04—Lubricant cooler
    • F01P2060/045—Lubricant cooler for transmissions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/14—Condenser
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • 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
    • F25B1/00—Compression machines, plants or systems with non-reversible cycle
    • 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
    • F25B39/00—Evaporators; Condensers
    • F25B39/04—Condensers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
    • F28D21/00—Heat-exchange apparatus not covered by any of the groups F28D1/00 - F28D20/00
    • F28D2021/0019—Other heat exchangers for particular applications; Heat exchange systems not otherwise provided for
    • F28D2021/008—Other heat exchangers for particular applications; Heat exchange systems not otherwise provided for for vehicles
    • F28D2021/0084—Condensers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
    • F28D21/00—Heat-exchange apparatus not covered by any of the groups F28D1/00 - F28D20/00
    • F28D2021/0019—Other heat exchangers for particular applications; Heat exchange systems not otherwise provided for
    • F28D2021/008—Other heat exchangers for particular applications; Heat exchange systems not otherwise provided for for vehicles
    • F28D2021/0091—Radiators
    • F28D2021/0094—Radiators for recooling the engine coolant

Definitions

  • the invention relates to a thermal management system for a motor vehicle with an internal combustion engine which is arranged in a coolant circuit and with an air conditioning system which contains an air-cooled condenser with tubes through which refrigerant flows.
  • the size of a coolant cooler of the coolant circuit is designed for the maximum cooling capacity required for the engine. For safety reasons, this must be to prevent the internal combustion engine from overheating.
  • Coolant cooler and condenser are usually arranged in the engine compartment of the motor vehicle, especially in passenger cars. The space in the engine compartment is limited, so that the size of the condenser can then be limited in favor of the coolant cooler, the cooling capacity of the air conditioning system then being limited.
  • the invention has for its object to design the thermal management for a motor vehicle of the type mentioned in such a way that a more favorable design of the sizes of the coolant cooler and the condenser is possible.
  • a section of the condenser is designed as a coolant-coolant heat exchanger, for which purpose the pipes through which the coolant flows are surrounded by flow channels which are connected to the coolant circuit.
  • the invention is based on the knowledge that the case practically never occurs, that at the same time the greatest cooling capacity is required from the engine cooling and the greatest cooling capacity from the air conditioning system. It also applies in particular to high outside temperatures.
  • the vehicle is started at high outside temperatures, the interior is usually very hot, so that the air conditioning system requires a high cooling capacity.
  • the internal combustion engine is not yet at its operating temperature, so that the correspondingly relatively cool coolant of the coolant circuit of the internal combustion engine can be used to support the condenser.
  • the capacitor can then be used for support, i.e. the refrigerant-coolant heat exchanger integrated in the condenser.
  • the refrigerant-coolant heat exchanger which is integrated in the condenser, for support, for example during the warm-up phase of the internal combustion engine and thus also for supporting the interior heating or also for tempering gear oil, engine oil, fluids such as charge air or components.
  • a control device for switching the refrigerant-coolant heat exchanger on and off is provided, to which means for acquiring operating data and / or environmental parameters are connected.
  • FIG. 1 shows a front view of a condenser provided with an integrated coolant-coolant heat exchanger and a coolant cooler located behind it,
  • FIG. 2 shows a vertical section through the condenser of FIG. 1 in the region of the refrigerant-coolant heat exchanger
  • FIG. 3 is a view similar to FIG. 1 of a condenser with an integrated coolant-coolant heat exchanger and a coolant cooler behind it,
  • FIG. 4 shows a coolant circuit for an internal combustion engine and a coolant circuit for an air conditioning system with the support of the coolant cooler by a coolant-coolant heat exchanger integrated in the condenser,
  • FIG. 7 shows a refrigerant circuit and a coolant circuit with a refrigerant-coolant heat exchanger, which can be used to support the coolant cooler, to support the condenser and to support the vehicle interior heating,
  • FIG. 8 shows a further embodiment of a coolant circuit and a refrigerant circuit with a refrigerant-coolant heat exchanger, which can be used both to support the coolant cooler and to support the condenser,
  • Fig. 9 is a coolant circuit and a refrigerant circuit with a refrigerant-coolant heat exchanger, which can be used to support the coolant cooler, to support the condenser of the air conditioning system, to support the interior heating or to support the transmission oil temperature, and
  • FIG. 10 shows a coolant circuit and a refrigerant circuit with a coolant-coolant heat exchanger, which can be used either for gear oil temperature control, to support the coolant cooler or to support the condenser.
  • a coolant cooler 10 and a condenser 11 are shown only schematically.
  • the coolant cooler 10 which is arranged behind the condenser 11 in the inflow direction of the air or in the direction of travel of the vehicle, has an inlet water tank 12 and an outlet water tank 13 and an intermediate tube-fin block 14.
  • the inlet water tank 12 is provided with an inlet 15 and the outlet water tank 13 with an outlet 16.
  • other types of coolant coolers can also be used, in particular coolant coolers with upper and lower water tanks and vertically extending tubes of a tube fin block.
  • the condenser 11 arranged in front of the coolant cooler 10 is also only shown schematically, namely as a so-called flat tube condenser. As can be seen from FIG.
  • horizontally extending flat tubes 17 extend between an inlet manifold 18 and an outlet manifold 19.
  • the inlet manifold 18 is provided with an inlet 20 and the outlet manifold 19 with an outlet 21.
  • the header tubes 18, 19 are divided in the vertical direction by means of dividing walls into sections in which the refrigerant, which initially arrives in gaseous form, condenses to liquid refrigerant. Since the volume is reduced, the header pipes are divided accordingly.
  • a section of the condenser 11 is designed as a refrigerant-coolant heat exchanger 22.
  • the flat tubes 17 of this section are surrounded by tubes 23 of larger cross section, which are connected at their ends to water boxes 24, 25 arranged in front of the condenser 11.
  • the water tank 25 is connected via an inlet line 26 to the inlet 15 of the coolant cooler 10.
  • the opposite water tank 24 is designed as a deflection box, so that the water tank 25, which is divided by a partition, is also connected to a line 27 which leads to the outlet 21 of the coolant cooler 10.
  • Corrugated fins are arranged between the flat tubes 17. 22 corrugated fins are also arranged between the tubes 23 of the refrigerant-coolant heat exchanger.
  • the refrigerant-coolant heat exchanger 22 is shown only schematically as a portion of the condenser 11 that is in the embodiment of FIGS. 1 and 2 substantially in the region of one side.
  • the coolant-coolant heat exchanger 22 ′ extends over the entire width of the condenser.
  • the water tank 25 ' is connected via an inlet line 26' to the inlet 15 of the coolant cooler 10
  • the water tank 24 ' is connected via a line 27' to the outlet 16 of the coolant cooler 10.
  • the arrangement of coolant cooler 10 and condenser 11 corresponds to the arrangement shown, i.e. the condenser 11 is arranged in front of the coolant cooler 10 in the direction of travel of the vehicle and thus in the flow direction of the incoming air.
  • the condenser 11 and the coolant cooler 10 can easily be arranged side by side or one above the other.
  • the refrigerant-coolant heat exchanger 22 or 22 ′ is switched by means of a control unit 29 depending on ambient conditions and / or operating data or operating parameters such that heat is transferred from the refrigerant to the coolant or from the coolant to the refrigerant.
  • the coolant-coolant heat exchanger 22 or 22 ' is mainly used to support the coolant cooler or the condenser.
  • auxiliary functions are improved, for example the heater for the driver and the interior of the vehicle, as well as the temperature of the transmission oil.
  • the coolant circuit is shown with solid lines.
  • the refrigerant circuit is shown with dash-dotted lines. Dot lines indicate an oil cycle and Dashed lines show control lines between a control unit 29 and components to be described.
  • the basic structure is essentially the same in all the embodiments according to FIGS. 4 to 10.
  • An internal combustion engine 30 is arranged in a coolant circuit with the coolant cooler 10.
  • a line 31 leads from the engine outlet to the coolant cooler 10.
  • a return line 32 leads to the engine inlet.
  • a coolant pump 33 is connected upstream of the engine inlet.
  • a short-circuit line 34 is provided between the supply line 31 and the return line 32, which opens into the return line 32 in a control valve 35.
  • the control valve 35 is used to control the engine temperature via the coolant temperature.
  • thermostatic valve For example, it is designed as a thermostatic valve. However, it can also be designed as a thermostatic valve with an electrically heatable thermostatic working element, so that its control characteristic can be changed via the control unit 29. Of course, it can also be a pure control valve, the position of which is predetermined by the control unit 29.
  • the internal combustion engine 30 includes a gear 36 which is connected to a device 39 for temperature control of the gear oil by means of a feed line 37 and a return line for gear oil.
  • the device 39 is connected via a line 40 to the engine outlet line 31 so that its hot, uncooled coolant can be supplied. It is also connected to the coolant cooler 10 by a line 41, so that its cooled coolant can be supplied.
  • the refrigerant-coolant heat exchanger 22, which is integrated in the condenser 11, is arranged parallel to the refrigerant cooler 10, ie it is connected to the engine outlet line 31, which represents the radiator flow, and to the engine return line 32, which represents the radiator return.
  • a temperature-dependent switchable valve 42 which can be, for example, a thermostatic valve with an electrically heatable thermostatic working element.
  • the coolant circuit also includes at least one heat exchanger 43 for the interior heating of the motor vehicle.
  • This heat exchanger 43 is connected via a line containing a switchable solenoid valve 44 to an outlet of the internal combustion engine 30 and via a line to the engine return line 32 in front of the coolant pump 33.
  • the motor cooling also includes a fan 45, which is assigned to the coolant cooler 10 and which is driven, for example, by means of an adjustable electric motor 46.
  • the air conditioning system also includes an expansion valve 47, via which the refrigerant leaving the condenser 11 reaches an evaporator 48.
  • a compressor 49 draws in the evaporated refrigerant 49 and conveys it to the condenser 11.
  • the coolant-coolant heat exchanger 22 can be used to support the coolant cooler. If a certain temperature is exceeded in the engine return, ie after the coolant cooler 10 emerges, which is measured, for example, at the valve 42, then the control device 29 causes this valve 42 to open and switch on the coolant-coolant heat exchanger 22 to support the coolant cooler 10 , Since in this case only a temperature-dependent connection takes place, a known thermostatic valve can be used instead of a switchable valve 42, the thermostatic working element of which is designed for a predetermined opening temperature. 5, the coolant coolant heat exchanger 22 is also arranged parallel to the coolant cooler 10. Its outlet line contains a valve 50 which can be switched by means of the motor control 29 and whose output is connected to the motor return 32 after the control valve 35.
  • the switchable valve 50 can be opened to support the coolant cooler 10 at an increased coolant temperature by means of the control device 29, so that coolant flows parallel to the coolant cooler 10 through the coolant-coolant heat exchanger 22, is cooled there and then flows back to the engine 30.
  • the coolant-coolant heat exchanger can also be switched on by the control device 29 in a further operating state, namely to support the heating of the internal combustion engine 30 and thus to make the heat exchanger 43 serving as a heater ready for operation.
  • the control device 29 the temperature of the refrigerant m communicated to the condenser and the motor temperature via suitable sensors. As long as the temperature of the refrigerant in the condenser 11 is greater than the engine temperature, the valve 50 is opened, so that heat can be transferred from the refrigerant to the coolant in the refrigerant-coolant heat exchanger.
  • a low-temperature cooler for the transmission oil temperature is created by means of the coolant-coolant heat exchanger 22, which is integrated in the condenser 11.
  • the coolant-coolant heat exchanger 22 is connected in series with the coolant cooler 10.
  • An inlet line 51 branches off from the engine return line 32 upstream of the control valve or mixing valve 35 and leads to the coolant-coolant heat exchanger 22. This is connected via a return line 52 directly to the device 39 for transmission oil temperature control. It it is thus possible to supply the device 39 with coolant which has been cooled to a lower temperature than the coolant leaving the coolant cooler 10 and flowing back to the engine 30.
  • the engine outlet line 31 is connected by means of a switchable valve to the line 51 leading to the coolant-coolant heat exchanger 22, which line is opened by the control unit 29 if there is a need for transmission oil cooling while the engine 30 is still in the heating-up phase is located and the coolant flows back from the engine outlet line 31 via the short-circuit line 34 through the mixing valve 35 to the coolant pump 33 and to the engine 30.
  • the coolant-coolant heat exchanger 22 is again connected in parallel to the coolant cooler 10.
  • a coolant pump 53 is arranged in its outlet line and is driven by means of an electric motor 54, which is switched on by means of the control device 29 and is speed-controlled.
  • the coolant pump 53 is followed by a multi-way valve 55, which can be switched by means of the control unit 29 in such a way that it is closed, that there is a connection to the engine return line 32 before the control valve 35 or a connection to the return line 32 after the control valve 35.
  • the coolant pump 53 is switched on and a connection to the engine return line 32 is established via the multi-way valve 55.
  • This connection can be provided after the control valve 35.
  • the engine and the heating heat exchanger 43 can be supported in the heating-up phase, provided that that the temperature of the refrigerant in the condenser is higher than the temperature of the coolant.
  • the coolant pump 53 is switched on and a connection to the engine return line 32 is established after the control valve 35 via the multi-way valve 55.
  • coolant is pumped through the coolant cooler 10 against the normal flow direction, branched off at the engine outlet line 31 and conveyed to the coolant-coolant heat exchanger 22, so that it flows through it and supports the cooling effect of the condenser. In this way, a significant relief of the air conditioning and especially the compressor can be obtained.
  • the refrigerant-coolant heat exchanger 22, which is integrated in the condenser 11, is again parallel to the coolant cooler 10 on. It is assigned a coolant pump 53 with a drive motor 54 and a switching valve 56 which, on command from the control unit 19, establishes a connection to the motor return 32 upstream of the control valve 35.
  • the coolant-coolant heat exchanger 22 is switched on at an increased temperature of the coolant and the motor 30 by switching on the coolant pump 53 and opening the valve 56. In this case, the refrigerant absorbs heat within the condenser 11, so that the coolant is additionally cooled.
  • the coolant-coolant heat exchanger 22 can be used to support the air conditioning system while the engine and coolant have not yet reached the operating temperature, i.e. while the coolant flows from the engine outlet line 31 via the short-circuit line 34 through the mixing valve 35 to the coolant pump 33 and back to the engine 30.
  • the coolant pump 53 can be switched on and the switchable valve 56 can be opened.
  • coolant flows against the normal flow direction through the coolant cooler 10 and from there to the coolant-coolant heat exchanger 22, wherein heat is transferred from the refrigerant to the coolant.
  • the embodiment according to FIG. 9 largely corresponds to the embodiment according to FIG. 7.
  • the inlet line 41 'for cooled coolant does not come from the coolant cooler 10, but from the coolant-coolant heat exchanger 22. Its total cooling capacity can thus be achieved the device 39 for transmission oil temperature control are supplied when the multi-way valve 55 is completely blocked.
  • the coolant-coolant heat exchanger 22 which is integrated in the condenser 11, is arranged parallel to the coolant cooler 10 in the coolant circuit. It contains a coolant pump and a switchable valve 56, with which a connection fertilizer to the motor return line 32 can be released and locked.
  • the coolant pump 53 is switched on and the valve 56 is opened, so that coolant circulates in the engine circuit in parallel with the coolant cooler. In this case, heat is transferred from the coolant to the refrigerant in the coolant-coolant heat exchanger 22.
  • the control valve 35 shuts off the coolant cooler 10.
  • the coolant pump 53 is switched on and the valve 56 is opened.
  • the coolant pump 53 then pumps coolant against the normal flow direction through the coolant cooler 10 to the coolant-coolant heat exchanger, in which heat is then transferred from the coolant to the coolant.
  • a return line 58 is connected to the engine outlet line 31 leading to the coolant cooler 10 from the device 39 for gearbox temperature control, which in this case does not contain a thermostatic valve.
  • the transmission oil cooling can be effected only by the refrigerant-coolant heat exchanger 22 with the pump 53 switched on and the valve 56 closed.
  • the transmission oil can be cooled or the transmission oil can be heated.
  • the air conditioning system can also be supported in this way depending on the temperatures of the coolant and refrigerant.
  • Tempering can also be used for motor oil, other fluids, e.g. Charge air, or for components.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Motor Or Generator Cooling System (AREA)

Abstract

L'invention concerne un véhicule motorisé comportant un moteur à combustion interne disposé dans un circuit de refroidissement, et une climatisation contenant un condensateur refroidi par air pourvu de tuyaux parcourus par un réfrigérant. Selon l'invention, une partie du condensateur (11) est conçue en tant qu'échangeur thermique à réfrigérant et agent de refroidissement (22).
PCT/DE2001/000876 2000-03-13 2001-03-08 Gestion thermique d'un vehicule motorise comportant un circuit de refroidissement et une climatisation WO2001069086A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10012197.7 2000-03-13
DE10012197A DE10012197B4 (de) 2000-03-13 2000-03-13 Thermomanagement für ein Kraftfahrzeug mit einem Kühlmittelkreislauf und einer Klimaanlage

Publications (2)

Publication Number Publication Date
WO2001069086A2 true WO2001069086A2 (fr) 2001-09-20
WO2001069086A3 WO2001069086A3 (fr) 2002-09-26

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2001/000876 WO2001069086A2 (fr) 2000-03-13 2001-03-08 Gestion thermique d'un vehicule motorise comportant un circuit de refroidissement et une climatisation

Country Status (2)

Country Link
DE (1) DE10012197B4 (fr)
WO (1) WO2001069086A2 (fr)

Cited By (1)

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Publication number Priority date Publication date Assignee Title
KR101531360B1 (ko) * 2008-03-06 2015-06-24 스카니아 씨브이 악티에볼라그 과급 내연 기관용 장치

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