WO2005110784A1 - Installation d'air climatise - Google Patents

Installation d'air climatise Download PDF

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Publication number
WO2005110784A1
WO2005110784A1 PCT/EP2005/050558 EP2005050558W WO2005110784A1 WO 2005110784 A1 WO2005110784 A1 WO 2005110784A1 EP 2005050558 W EP2005050558 W EP 2005050558W WO 2005110784 A1 WO2005110784 A1 WO 2005110784A1
Authority
WO
WIPO (PCT)
Prior art keywords
heat exchanger
exhaust gas
air conditioning
refrigerant
conditioning system
Prior art date
Application number
PCT/EP2005/050558
Other languages
German (de)
English (en)
Inventor
Gerd Lorenz
Original Assignee
Robert Bosch Gmbh
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 Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Priority to EP05707978A priority Critical patent/EP1753632A1/fr
Priority to JP2006523021A priority patent/JP2007501739A/ja
Publication of WO2005110784A1 publication Critical patent/WO2005110784A1/fr

Links

Classifications

    • 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
    • B60H1/00885—Controlling the flow of heating or cooling liquid, e.g. valves or pumps
    • 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
    • B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
    • B60H1/025—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant from both the cooling liquid and the exhaust gases of the propulsion plant
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H2001/3286—Constructional features
    • B60H2001/3297—Expansion means other than expansion valve

Definitions

  • the invention is based on an air conditioning system according to the preamble of claim 1.
  • EP 0 945 291 A1 discloses a device and a method for heating and cooling a useful space of a motor vehicle.
  • the refrigerant is compressed by a compressor in heating mode and passes through a 3/2-way valve to an evaporator, in which it contains part of the sion emits heat to the colder vehicle interior air.
  • the refrigerant flows from the evaporator to an expansion device, in which it is cooled to such an extent that it can absorb heat from the ambient air in a gas cooler arranged downstream. Further heat is supplied to the refrigerant in a downstream exhaust gas heat exchanger, which is subjected to hot exhaust gases from the internal combustion engine.
  • the refrigerant returns to the compressor from the exhaust gas heat exchanger, which closes the refrigerant circuit.
  • the refrigerant flows into the ambient heat exchanger after compression and is subjected to cool ambient air there.
  • the refrigerant then flows through the expansion device, is expanded there and, in the following indoor heat exchanger, is subjected to warmer, usable air supplying the usable space.
  • the warmed refrigerant then flows back to the compressor.
  • the compressor is driven by the drive shaft of the internal combustion engine.
  • the useful power of the internal combustion engine is reduced by the compressor power ⁇ . Furthermore, fuel consumption increases.
  • the refrigerant preferably an alcohol-water mixture
  • the use of such refrigerants offers the advantage of a low greenhouse effect and zero GWP.
  • the required system pressures if appropriately designed, are in the vacuum range or in a pressure range that is clear is lower than with conventional R134a air conditioning systems. This means a significant safety advantage over high-pressure systems, for example with the refrigerant carbon dioxide (R744).
  • the exhaust gas heat exchanger can be used in a simple thermosiphon version or in a valve-controlled version.
  • the refrigerant absorbs the energy from the exhaust gases required to air-condition the vehicle.
  • a pump a so-called feed pump, expediently supplies the refrigerant to the exhaust gas heat exchanger.
  • the pump is preferably a rotary piston pump, e.g. a gear pump, vane pump or the like.
  • a motor which is one of the devices for conveying the refrigerant and can be an electric motor or advantageously a vane motor, drives the pump via a drive shaft.
  • Motor and pump can have an essentially identical outer diameter and can be combined to form a structural unit.
  • the refrigerant serves as a propellant for the vane cell motor and can be taken from the exhaust gas heat exchanger in liquid form or as steam. Since the energy for conveying and compressing the refrigerant is not drawn from the drive shaft of the internal combustion engine in the air conditioning system according to the invention, the performance of the internal combustion engine is not impaired by the air conditioning system.
  • Another device for conveying the refrigerant is advantageously an injector pump, which in cooling operation is supplied with hot refrigerant vapor or hot refrigerant liquid from the exhaust gas heat exchanger as a blowing agent via a line branch of the refrigerant circuit, and which is supplied via a suction line, an expansion valve and the evaporator.
  • fer draws refrigerant from a reservoir.
  • the motive steam may previously have driven the vane motor.
  • the refrigerant cools the air flowing into the vehicle in the evaporator and is then conveyed into a storage container together with the motive steam by the injector pump.
  • the previously required compressor for the refrigerant can be dispensed with by using the energy obtained from the combustion chamber with the heat exchanger in the form of evaporated refrigerant as motive steam for a refrigeration system operated according to the injector principle.
  • the injector pump is a comparatively inexpensive and robust component. The elimination of the electric or direct from the
  • Compressor driven by the internal combustion engine avoids the additional fuel consumption resulting for the motor vehicle of conventional compressor air conditioning, which arises as long as no air conditioning is required, because at least the compressor must be driven by the internal combustion engine even when the air conditioning is regulated down.
  • the refrigerant vapor leaving the exhaust gas heat exchanger can also be used as motive steam for a Veuillemier heat pump or in the expeller of an absorption cooling system.
  • the refrigerant In heating mode, the refrigerant is passed through a heating heat exchanger and thereby heats the air flowing into the vehicle through the heating heat exchanger.
  • the refrigerant is distributed to the injector pump and the heating heat exchanger by a three-way valve and / or by additional pumps that can be driven together by the motor and combined into a single unit.
  • two pumps are provided which are driven by the motor and of which the first pump conveys refrigerant from the reservoir to the exhaust gas heat exchanger with a larger delivery volume, while the second pump with a lower delivery volume for the removal of liquid refrigerant from the Exhaust gas heat exchanger is used.
  • This has the advantage that low-boiling components of the refrigerant can be removed from the exhaust gas heat exchanger as steam for driving the vane cell motor, while the higher-boiling components can be supplied to the injector pump in cooling mode as driving steam or driving fluid.
  • the low-boiling components come out of the vane motor into an ambient heat exchanger, condense there and are collected in a separate storage container. Due to their low boiling point, they are particularly suitable as a refrigerant for the cooling operation by using the expansion valve and the
  • Evaporators are sucked in by the injector pump.
  • the injector pump the low-boiling components mix with the higher-boiling components and come together into the storage container, from which the feed pump sucks in the refrigerant again to convey it to the exhaust gas heat exchanger.
  • the latter has an insert which is constructed in the manner of a rectification column for separating two-substance mixtures. It is furthermore expedient that at least one heat exchanger is combined with a storage container, so as to keep the construction volume and construction expenditure low.
  • the exhaust gas heat exchanger can be acted upon by the exhaust gases of the internal combustion engine and / or a combustion chamber.
  • it can basically be arranged anywhere in the exhaust line of the internal combustion engine. According to one embodiment of the invention, it becomes in the cylinder head
  • the thermal energy of the exhaust gas can be taken directly from the exhaust valves of the internal combustion engine, as a result of which the exhaust valves, which are subjected to high thermal loads, are selectively cooled. If the exhaust gas heat exchanger is between the outlet of the combustion chambers
  • the exhaust gas heat exchanger can expediently be carried out after a
  • catalyst can be arranged. This prevents the catalyst from reaching its operating temperature too late due to the heat removal.
  • the exhaust gas heat exchanger is only supplied with exhaust gases or combustion gases from a combustion chamber.
  • the combustion chamber can be operated independently of the internal combustion engine, so that an autonomous air conditioning system is created and can be cooled and / or heated without the internal combustion engine operating.
  • the motor vehicle heater responds much more quickly, since it is no longer necessary to heat the high heat capacity of the entire heating and cooling circuit, but only by means of the separate combustion chamber, which can be heated by the air conditioning circuit which can be designed for much lower heat capacity.
  • a control concept integrated in the air conditioning system according to the invention allows, depending on which individual functions, heating or cooling, or in which combination of the individual functions, heating and cooling, dehumidification, the output of the combustion energy used for the operation of the combustion chamber with heat exchanger available is provided to create an air conditioning system that is both quick-acting and energy-saving and operates independently of the function of the internal combustion engine of the motor vehicle.
  • FIG. 1 shows a schematic structure of an air conditioning system
  • FIG. 2 shows a variant of FIG. 1 with a combustion chamber
  • FIG. 3 shows a schematic representation of an embodiment of an exhaust gas heat exchanger
  • FIG. 4 shows a variant of FIG. 3
  • FIG. 5 1 shows a schematic representation of a drive of a pump
  • 6 an insert in the exhaust gas heat exchanger for the refrigerant
  • FIG. 7 shows a variant of FIG. 2 with a combustion chamber independent of the internal combustion engine
  • Fig. 8 shows a variant of a heat exchanger according to Fig. 3 with an integrated combustion chamber
  • FIG. 9 shows a variant of FIG. 8.
  • the internal combustion engine 12 has a row of cylinders 14, the cylinders of which discharge exhaust gases into the environment via an exhaust manifold 16, an exhaust pipe 18, a catalytic converter 20, the exhaust gas heat exchanger 22 and a silencer 24.
  • the exhaust gas heat exchanger 22 can be integrated in the cylinder head of the cylinder bank 14. In the exemplary embodiment according to FIG. Iv, it is arranged in the exhaust line downstream of the catalytic converter 20.
  • the exhaust gas heat exchanger 22 is connected to a refrigerant circuit 26.
  • the refrigerant leaves the exhaust gas heat exchanger 22 as refrigerant vapor and in the further course drives a motor 30, which can be an electric motor, but is expediently designed as a vane motor 80 (FIG. 5).
  • a vane motor 80 (FIG. 5)
  • This is drivingly connected by a drive shaft 32 to the pump 28, which is expediently designed as a gear pump 82 (FIG. 5).
  • the rotary lines of the vane motor 80 and the gear pump 82 are indicated by arrows 84.
  • the refrigerant flow resulting from the directions of rotation 84 is denoted by 66.
  • a three-way valve 36 branches the refrigerant flow downstream of the engine 30 onto two line branches 54 and 56. In heating mode, the refrigerant vapor passes back through the line branch 56 and a heating heat exchanger 38 into the storage container 34. The air flow 52 flowing into the vehicle is thereby in the heating heat exchanger 38 heated.
  • the refrigerant vapor is supplied as motive vapor to an injector pump 42 via line branch 54.
  • This sucks refrigerant from the storage container 34 via a suction line 60, an expansion valve 46 and an evaporator 40 and conveys the drawn-in refrigerant together with the motive steam via a collecting line 58 and an ambient heat exchanger 44 back into the collecting container 34.
  • the ambient heat exchanger 44 the refrigerant or heat is removed from the refrigerant vapor by an air flow 50 from the surroundings.
  • a mixed operation is possible in which part of the refrigerant vapor flows through the heating heat exchanger 38, while another part acts as the propellant gas on the injector pump 42.
  • the air flow 52 can thus first be cooled in the evaporator 40 and then brought to the desired temperature in the heating heat exchanger 38.
  • FIG. 3 shows a tube heat exchanger 22, in which the refrigerant is passed through pipes 74 arranged parallel to one another, which at their ends through header boxes 70, 72 are interconnected.
  • the tubes 74 and the header boxes 70, 72 are accommodated in a housing 68 through which the exhaust gas flow 48 flows. Heat is transferred from the exhaust gas stream 48 to the refrigerant stream 66.
  • the exhaust gas heat exchanger 78 according to FIG. 4 is a so-called jacket heat exchanger 78, in which the refrigerant flow 66 is passed through a jacket room 76 through which the exhaust pipe 18 leads. Thus, thermal energy is transferred from the exhaust pipe 18 to the refrigerant.
  • two pumps 28 and 64 are driven by the motor 30, of which the first pump 28 has a larger delivery volume and conveys refrigerant from the storage container 34 into the exhaust gas heat exchanger 22, while the second pump 64 with one smaller delivery volume liquid, heated refrigerant, which usually consists of higher-boiling components of the refrigerant, promotes from the exhaust gas heat exchanger 22 to the injector pump 42.
  • the pumps 28, 64 can be of the same type, advantageously rotary pumps, and essentially differ only in width in accordance with the required delivery volume.
  • the pump 28 or the two pumps 28 and 64 preferably form a structural unit with the motor 30. This results in a space-saving, compact and cost-effective solution, especially since the pumps 28, 64 essentially have the same exterior
  • the low-boiling components of the refrigerant leave the exhaust gas heat exchanger 22 in vapor form and drive the engine 30.
  • the refrigerant vapor is condensed in an ambient heat exchanger 44 and collected in a second reservoir 62. This is via a suction line 60, an expansion valve 46 and an evaporator 40 with the I ejector pump 42 in connection.
  • the pump 64 conveys refrigerant with higher-boiling components to the injector pump 42
  • the latter draws in refrigerant from the additional reservoir 62, which consists of lower-boiling components and therefore easily evaporates in the evaporator 40 at lower pressures and generates cold.
  • the refrigerant consisting of higher-boiling components, is mixed again with the evaporated refrigerant from lower-boiling components and fed to the common storage container 34.
  • the use of the higher-boiling components as motive steam or the propellant liquid for the injector pump 42 enables a higher vacuum to be evaporated and sucked in from the separate storage container 62 for the lower-boiling components.
  • the lower-boiling components in the storage container 62 'at the same time allow a lower' evaporator temperature in the evaporator 40 and thus an improvement in the cooling capacity.
  • a heating heat exchanger 38 instead of the ambient heat exchanger 44, a heating heat exchanger 38 according to FIG. 1 can also be used.
  • the heating heat exchanger 38 can be used in combination with the ambient heat exchanger 44.
  • a further possibility is to connect the heating heat exchanger 38 in parallel to the injector pump 42 via a three-way valve 36, as is shown by broken lines.
  • an insert 100 is used for the exhaust gas heat exchanger 22 (FIG. 6) which, in the manner of a rectification column, is used to separate two-substance mixtures. is building. It has several bell bottoms 92 which divide the insert 100 in height and have openings 94 which have an upwardly directed collar. The openings 94 are covered at a distance from the bells 96, so that the collars of the openings 94 are axially overlapped by the bells 96. Overflows 98 are provided in the bell bottoms parallel to the openings 94. The refrigerant is supplied by the pump 28 via an inlet 86 in the upper part of the insert 100.
  • refrigerant can be removed as steam, consisting of lower-boiling components.
  • an intake line 90 via which the second pump 64 draws refrigerant with higher-boiling components.
  • the energy of the exhaust gas is not sufficient to operate the air conditioning system 10, it is expedient to connect a combustion chamber 102 to the exhaust line upstream of the exhaust gas heat exchanger 22, which has a fuel nozzle 104 and, if necessary, additionally heats the exhaust gases "T, or which, when the internal combustion engine is at a standstill,
  • the combustion chamber 102 enables autonomous operation of the air conditioning system 10 with little energy input independently of the internal combustion engine 12.
  • the air conditioning system 10 can, as the exemplary embodiment according to FIG Exhaust gas side as well as' on the refrigerant side from the internal combustion engine 12.
  • the heat exchanger 22 is acted upon exclusively by a combustion chamber 106.
  • This has a fuel nozzle 110 to which fuel 116 is supplied via a fuel line 108.
  • the air 112 required for the combustion flows sideways the Fuel nozzle 110 into the combustion chamber 106.
  • the combustion chamber 106 can advantageously with the Exhaust gas heat exchanger 22 form a structural unit.
  • a separate exhaust pipe 18 can be provided for the exhaust gases 48 emerging from the exhaust gas heat exchanger 22 or the exhaust gases can be introduced into the exhaust system of the internal combustion engine 12.
  • the air conditioning system 10 is thus quickly effective, energy-saving and independent of the functions of the internal combustion engine 12.
  • FIG. 8 9 show corresponding combustion chambers 118 and 120, which are integrated in heat exchangers 22 and 78 in the same way as the embodiments according to FIGS. 3 and 4.
  • the coolant flows through the heat exchanger 22 relative to the exhaust gas flow 48 in the countercurrent principle, the flow direction of the refrigerant and the exhaust gas in the exhaust gas heat exchangers 22 and 78 according to the explanations according to FIGS. 7 to 9 rectified.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

L'invention concerne une installation d'air climatisé (10) d'un véhicule automobile ayant un moteur à combustion interne (12). Cette installation comprend sensiblement un échangeur de chaleur de chauffage (38), un évaporateur (40) et un échangeur de chaleur de gaz d'échappement (22, 78) dans un circuit de réfrigérant (26). En mode de chauffage, le réfrigérant chauffé dans l'échangeur de chaleur de gaz d'échappement (22,78) passe par l'échangeur de chaleur de chauffage (38) et, en mode de refroidissement, le réfrigérant passe par un dispositif d'expansion (46) et un évaporateur (40) après avoir été refroidi dans un échangeur de chaleur d'environnement (44). Selon l'invention, le réfrigérant a un point d'ébullition bas et après avoir parcouru l'échangeur de chaleur de gaz d'échappement (22, 78), il est cédé comme agent propulseur à au moins un dispositif (30, 42) d'alimentation en réfrigérant.
PCT/EP2005/050558 2004-05-14 2005-02-09 Installation d'air climatise WO2005110784A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP05707978A EP1753632A1 (fr) 2004-05-14 2005-02-09 Installation d'air climatise
JP2006523021A JP2007501739A (ja) 2004-05-14 2005-02-09 空調装置

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200410023997 DE102004023997A1 (de) 2004-05-14 2004-05-14 Klimaanlage
DE102004023997.5 2004-05-14

Publications (1)

Publication Number Publication Date
WO2005110784A1 true WO2005110784A1 (fr) 2005-11-24

Family

ID=34960176

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2005/050558 WO2005110784A1 (fr) 2004-05-14 2005-02-09 Installation d'air climatise

Country Status (4)

Country Link
EP (1) EP1753632A1 (fr)
JP (1) JP2007501739A (fr)
DE (1) DE102004023997A1 (fr)
WO (1) WO2005110784A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2908083A1 (fr) * 2006-11-02 2008-05-09 Renault Sas Systeme de chauffage d'habitacle d'un vehicule automobile, muni d'un injecteur de carburant

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010023178A1 (de) 2010-06-09 2011-12-15 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Klimaanlage
JP2012001182A (ja) * 2010-06-21 2012-01-05 Calsonic Kansei Corp 車両用補助暖房装置
DE102016001373A1 (de) * 2016-02-08 2017-08-10 KAMAX GmbH Verfahren und Vorrichtung zur Übertragung von Wärmeenergie an einen Wärmeverbraucher einer Heizungsanlage

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4164850A (en) * 1975-11-12 1979-08-21 Lowi Jr Alvin Combined engine cooling system and waste-heat driven automotive air conditioning system
DE3207383A1 (de) * 1982-03-02 1983-09-08 Magirus-Deutz Ag, 7900 Ulm Kuehleinrichtung fuer eine brennkraftmaschine von fahrzeugen
US4523437A (en) * 1980-10-14 1985-06-18 Hybrid Energy Systems, Inc. Vehicle air conditioning system
US4765148A (en) * 1986-10-22 1988-08-23 Nihon Radiator Co., Ltd. Air conditioning system including pump driven by waste heat
EP0945291A1 (fr) 1998-03-27 1999-09-29 DaimlerChrysler AG Dispositif et procédé pour chauffer et réfrigérer l'espace de chargement d'un véhicule
US6038876A (en) * 1998-01-21 2000-03-21 Prime Hill Development Limited Motor vehicle air-conditioning system

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4164850A (en) * 1975-11-12 1979-08-21 Lowi Jr Alvin Combined engine cooling system and waste-heat driven automotive air conditioning system
US4523437A (en) * 1980-10-14 1985-06-18 Hybrid Energy Systems, Inc. Vehicle air conditioning system
DE3207383A1 (de) * 1982-03-02 1983-09-08 Magirus-Deutz Ag, 7900 Ulm Kuehleinrichtung fuer eine brennkraftmaschine von fahrzeugen
US4765148A (en) * 1986-10-22 1988-08-23 Nihon Radiator Co., Ltd. Air conditioning system including pump driven by waste heat
US6038876A (en) * 1998-01-21 2000-03-21 Prime Hill Development Limited Motor vehicle air-conditioning system
EP0945291A1 (fr) 1998-03-27 1999-09-29 DaimlerChrysler AG Dispositif et procédé pour chauffer et réfrigérer l'espace de chargement d'un véhicule
US6543531B1 (en) * 1998-03-27 2003-04-08 Daimlerchrysler Ag Device and method for heating and cooling a compartment of a motor vehicle

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2908083A1 (fr) * 2006-11-02 2008-05-09 Renault Sas Systeme de chauffage d'habitacle d'un vehicule automobile, muni d'un injecteur de carburant

Also Published As

Publication number Publication date
EP1753632A1 (fr) 2007-02-21
JP2007501739A (ja) 2007-02-01
DE102004023997A1 (de) 2005-12-08

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