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
  • B60H1/00321—Heat exchangers for air-conditioning devices
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
  • B60H1/00—Heating, cooling or ventilating [HVAC] devices
  • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
  • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
  • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
  • B60H1/00899—Controlling the flow of liquid in a heat pump system
  • B60H1/00921—Controlling the flow of liquid in a heat pump system where the flow direction of the refrigerant does not change and there is an extra subcondenser, e.g. in an air duct
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
  • B60H1/00—Heating, cooling or ventilating [HVAC] devices
  • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
  • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
  • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
  • B60H2001/00957—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 locations with heat exchange within the refrigerant circuit itself, e.g. cross-, counter-, or parallel heat exchange

Definitions

• the invention relates to a vehicle with an air conditioning system according to the preamble of claim 1.
• the heating of the vehicle interior is usually carried out with a heating heat exchanger, the waste heat of a drive unit, such as an internal combustion engine, is supplied via a water-cooled coolant circuit, for example.
• the heater core is usually associated with a heater.
• the auxiliary heater can be a condenser connected in the refrigerant circuit of the air conditioning system, which emits heat to the air flowing into the vehicle interior during heating operation. From DE 102 53 357 B4 a generic vehicle with an air conditioner is known. In heating operation, the incoming air flowing into the vehicle interior is heated by means of a heating heat exchanger, which is thermally coupled via a coolant circuit to a drive unit, and an additional heat exchanger.
• the additional heat exchanger is connected in a refrigerant circuit of the air conditioner. Both the additional heat exchanger and the heating heat exchanger are arranged in an air-flow air conditioner, the air flowing out of the air conditioner warm air is divided and directed to several separate Wegströmern. Future diesel engines as well as petrol engines will not be able to provide the necessary heat for heating the passenger compartment. Additional heating measures such as fuel burners or PTC are required. A more efficient and environmentally friendly measure is the use of the existing air conditioning and its operation in heat pump mode.
• the object of the invention is to provide a vehicle with an air conditioning system for cooling and heating with appropriate heating power and efficiency.
• the additional heat pump condenser should be constructed so that the air leaving it has a good homogeneity, synonymous with a uniform temperature distribution, which in turn has a positive influence on the control quality in terms of indoor comfort for the passengers.
• the condenser operating in the heating mode as a booster is designed at least in two rows with a first heat exchanger row and with a second heat exchanger row connected thereto.
• the two heat exchanger rows and the heat exchanger connected in the coolant circuit are connected in series in the flow direction of the incoming supply air, depending on the application, first the heat exchanger and then the additional heat exchanger or first of the additional heat exchanger and are arranged in the connection of the heating heat exchanger.
• Due to the double-row design of the additional heat exchanger results in a flow pattern of exiting the air conditioner hot air flow, which has a constant air temperature over the entire flow cross-section of the hot air flow.
• the guided through the double-row auxiliary heat exchanger main supply air flow can thus be divided into partial streams, each with identical hot air temperature, whereby the exiting at the different Wunschströmern warm air reliably has the user-set hot air temperature.
• the two heat exchanger rows are coordinated so that a subcooling of the condensed refrigerant takes place in the first heat exchanger row in the air flow direction.
• Functionally separated from it takes place in the second heat exchanger series at least a desuperheating and optionally a condensation of the compressor supplied refrigerant.
• Decalcification is the cooling of the refrigerant until it reaches the dew point of a Mollier diagram.
• the separation of desuperheating / condensation and subcooling achieves both efficient air heating and uniform air heating.
• the two heat exchanger rows are fluidically connected to a header pipe.
• the header pipe collects the liquid refrigerant exiting the second heat exchanger row and transfers the liquid refrigerant to the first row of heat exchangers.
• the collector pipe can preferably open into the underside of the first and the second heat exchanger row, whereby the condensed refrigerant can readily collect in the collector pipe.
• the collector tube can also have a separation chamber, in which optionally still vaporous refrigerant can be separated from the liquid refrigerant. In this way, a functional separation of the two heat exchanger rows between the Enthitzungs- / condensation function and the supercooling function is achieved.
• the collector tube can be designed as a receiver.
• the collector tube can also be designed as a flat tube or as a double tube.
• the collector tube can be positioned horizontally or vertically.
• the increase in the condensation temperature of the refrigerant in the condensation series of the heat exchanger can preferably be achieved by reducing the effective condensation area.
• Such a reduction of the condensation surface results in the heat pump operation of the refrigerant circuit that sets in the condensation series of Rajettaübertragers a much higher condensation pressure with a correspondingly increased condensation temperature.
• the subcooling heat transfer surface can be dimensioned substantially larger.
• the heat exchanger surface for desuperheating is almost negligible.
• the subcooling distance can be many times greater than the heat transfer surface of the condensation.
• the heat transfer surface ratio between dehumidification / condensation and supercooling can vary between 70/30 to 1/99%. With this design it is important that the internal volumes of the subcooling section and the subsequent lines are minimized in order to be able to limit the filling quantity to a certain level.
• the area ratios described relate to the front surface of a single-row heating heat exchanger. In a multi-row design, the introduction of a normalized volume ratio makes sense, because in several levels, the face is the same. With the introduction of a standardized volume ratio for multi-row heat exchangers with the same area ratio of heat exchanger levels (otherwise calculated), the following design can result: 15% supercooling / 85% condensation to 99% supercooling / 1% condensation.
• the conventional condensers of an air conditioning system are conversely designed with a comparatively large desalting / condensation section and a correspondingly reduced subcooling section (above the mentioned area ratio 70/30%).
• the supply air to be heated can first be preheated countercurrently in the subcooling series and then brought to the outlet temperature in the dewatering / condensation series.
• the auxiliary heat exchanger and the heating heat exchanger form a heating arrangement of the air conditioner of the air conditioner.
• the air conditioner can also have a likewise connected in the refrigerant circuit evaporator, which can cool the inflowing supply air in a cooling operation and / or for dehumidification.
• the evaporator and then the additional heat exchanger and then the heating heat exchanger and optionally a PTC heating element may follow in the flow direction of the supply air.
• the heater core may be located immediately downstream of the evaporator. The order depends on the application.
• the two additional heat exchanger rows with the refrigerant inlet / outlet can be designed with one or more pumps.
• the additional heat exchanger can also be designed in three rows with a special Enthitzungs #2 and a condensation series and a subcooling.
• Show it: 1 shows the circuit of an air conditioning system of a motor vehicle when performing a heating mode.
• FIG. 2 in a view corresponding to FIG. 1, the air conditioner at
• Fig. 3 generally a heat pump process in the heating mode of
• FIGs. 1 and 2 Air conditioning in a Mollier diagram.
• an air conditioner of the motor vehicle is shown, by means of which the vehicle interior 2 can be cooled or heated.
• the heating mode for heating the vehicle interior 2 is shown, with the parts through which the refrigerant flows being emphasized by thick lines in comparison with the parts which are shut down in the heating mode.
• the refrigerant from a compressor 3 is preferably guided via a 3/2-way valve in a first high-pressure line 6, which leads in the direction of the arrow to an additional heat exchanger 7.
• the additional heat exchanger 7 is arranged in an air conditioner indicated by dashed lines within an air duct of an air conditioner 9, through which the supply air I is directed into the vehicle interior 2.
• the hot air in, for example, three separate hot air flows l a , lb, l c to different Wunschströmern (for example defrost, Mannan-, complicatraumströmer) passed.
• the present invention at least two rows executed heat exchanger 7 forms, together with a heating heat exchanger 8, a heating arrangement 10, which is flowed through by the supply air I.
• the heating heat exchanger 8 is arranged in an only indicated coolant circuit 13, with which the waste heat generated in an internal combustion engine, not shown, can be passed to the heater core 8.
• the double-row auxiliary heat exchanger 7 operating as a condenser is fluidly coupled via a second high-pressure line 11 and via a 3/2-way valve 12 with the interposition of an expansion element 15 with a heat exchanger 17 on the radiator side.
• This radiator-side heat exchanger 17 operates in the heating mode as an evaporator, which extracts heat from the ambient air. In refrigeration plant operation, it fulfills the function of a capacitor.
• the cooler-side heat exchanger 17 is guided downstream with a low pressure line 19 to the suction side of the compressor 3.
• the low pressure line 19 is passed through an inner heat exchanger 21, in which a heat exchange with the high pressure side, that is from high pressure line 11, can take place.
• the direct involvement of the line 19 before the compressor 3 is possible.
• the auxiliary heat exchanger 7 has a first heat exchanger row 30 and a second heat exchanger row 31. These are connected to each other in series and fluidly connected to each other via a collector tube 33 with a separation chamber 34.
• the collector tube 33 opens into the first and second heat exchanger rows 30, 31 on the bottom side in each case.
• FIG. 3 shows a heat pump process in a Mollier diagram in which the process stages of desuperheating, condensation and supercooling are shown with E, K and U, respectively.
• the diagram shown relates, for example, to the refrigerant R134a.
• a compressor outlet temperature T a of the refrigerant is about 95 ° C
• the condensation K of the first heat exchanger row 30 at a condensation temperature T K is 60 ° C.
• the subcooling row 31 of the additional heat exchanger 7 is arranged upstream of the desuperheating / condensation row 30 in the flow direction of the incoming air I.
• the inlet air I flowing into the air conditioning unit 9 is preheated countercurrently through the subcooling row 31 and then heated by the condensation / dehattering row 30 to the air conditioner outlet temperature.
• the Enthitzungs- / condensation series 30 is executed with greatly reduced refrigerant-air heat exchanger surface.
• the gas flowing into the first heat exchanger row 30 refrigerant is liquefied at high condensation pressure, whereby a correspondingly high condensation temperature T K is established. Proportional to the thus achieved increase in the condensation temperature T "results in a comparatively large driving temperature difference between the heat exchanger row 30 and the incoming air I.
• the collector tube 33 is a functional separation between the Enthitzung- / condensation in the heat exchanger row 30 and the subcooling in the heat exchanger row 31 reaches.
• the condensed refrigerant emerging from the first row 30 collects, wherein the still gaseous refrigerant can be separated. As a result, only liquid refrigerant is passed into the subcooling row 31.
• Fig. 2 the cooling mode of the air conditioner is shown, with the refrigerant flow lines are highlighted with thick lines.
• the 3/2-way valve 5 blocks the downstream of the compressor 3 to the auxiliary heat exchanger 7 in the air conditioner 9 guided line 6, while an intermediate line 23 is opened to line 19.
• At the branch point to line 19 is on the side facing away from the heat exchanger 17 side of the check valve 25 in the closed position.
• the refrigerant is therefore passed through the radiator-side heat exchanger 17, which emits heat in the cooling mode as a condenser to the ambient air.
• the refrigerant is passed via a parallel to the expansion element 15 switched one-way valve 27 via the inner heat exchanger 21 and the 3/2-way valve 12 to an evaporator 29 within the air conditioner 9.
• the evaporator 29 is preceded by an expansion element 31.
• the effluent from the evaporator 29 refrigerant is passed through the line 36, the inner heat exchanger 21 and the line 19 back to the compressor 3.
• the function of the Schuungs Scristedtragers 8 is significantly influenced by the operation of the heat pump. It is possible to heat the air exclusively via the heat pump or via the heat pump and the engine cooling circuit, of which only the coolant line 13 is shown in FIG. Accordingly, the operation of the additional heat exchanger will be distinguished. Depending on the operating mode, it also influences the performance, but also the efficiency of the overall system.

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

Priority Applications (3)

Applications Claiming Priority (2)

Related Child Applications (1)

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Citations (4)

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• 2010
  • 2010-11-15 DE DE102010051471.3A patent/DE102010051471B4/de active Active
• 2011
  • 2011-10-29 JP JP2013538091A patent/JP2013542130A/ja active Pending
  • 2011-10-29 EP EP11776719.4A patent/EP2640585B2/de active Active
  • 2011-10-29 WO PCT/EP2011/005484 patent/WO2012065687A1/de not_active Ceased
• 2013
  • 2013-05-12 US US13/892,285 patent/US20140138049A1/en not_active Abandoned

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