WO2014207249A1 - Appareil de climatisation de véhicule pour véhicule hybride ou électrique - Google Patents

Appareil de climatisation de véhicule pour véhicule hybride ou électrique Download PDF

Info

Publication number
WO2014207249A1
WO2014207249A1 PCT/EP2014/063784 EP2014063784W WO2014207249A1 WO 2014207249 A1 WO2014207249 A1 WO 2014207249A1 EP 2014063784 W EP2014063784 W EP 2014063784W WO 2014207249 A1 WO2014207249 A1 WO 2014207249A1
Authority
WO
WIPO (PCT)
Prior art keywords
cooling
refrigerant
air conditioner
circuit
cooling liquid
Prior art date
Application number
PCT/EP2014/063784
Other languages
English (en)
Inventor
Hans LILGE
Frank Niemann
Roland Haussmann
Original Assignee
Valeo Klimasysteme 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 Valeo Klimasysteme Gmbh filed Critical Valeo Klimasysteme Gmbh
Publication of WO2014207249A1 publication Critical patent/WO2014207249A1/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
    • B60H1/00357—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
    • 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
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3228—Cooling devices using compression characterised by refrigerant circuit configurations
    • B60H1/32281—Cooling devices using compression characterised by refrigerant circuit configurations comprising a single secondary circuit, e.g. at evaporator or condenser side
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3228—Cooling devices using compression characterised by refrigerant circuit configurations
    • B60H1/32284—Cooling devices using compression characterised by refrigerant circuit configurations comprising two or more secondary circuits, e.g. at evaporator and condenser side
    • 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
    • F28D1/053—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 the conduits being straight
    • F28D1/0535—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 the conduits being straight the conduits having a non-circular cross-section
    • F28D1/05366—Assemblies of conduits connected to common headers, e.g. core type radiators
    • F28D1/05391—Assemblies of conduits connected to common headers, e.g. core type radiators with multiple rows of conduits or with multi-channel conduits combined with a particular flow pattern, e.g. multi-row multi-stage radiators
    • 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
    • B60H2001/00928—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 a secondary circuit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28F—DETAILS OF HEAT-EXCHANGE AND HEAT-TRANSFER APPARATUS, OF GENERAL APPLICATION
    • F28F1/00—Tubular elements; Assemblies of tubular elements
    • F28F1/10—Tubular elements and assemblies thereof with means for increasing heat-transfer area, e.g. with fins, with projections, with recesses
    • F28F1/12—Tubular elements and assemblies thereof with means for increasing heat-transfer area, e.g. with fins, with projections, with recesses the means being only outside the tubular element
    • F28F1/126—Tubular elements and assemblies thereof with means for increasing heat-transfer area, e.g. with fins, with projections, with recesses the means being only outside the tubular element consisting of zig-zag shaped fins

Definitions

  • the invention relates to a vehicle air conditioner of a hybrid or electric vehicle, having a refrigerant circuit which has a compressor for compressing a refrigerant, a condenser for cooling and condensing the compressed refrigerant, a pressure reducing unit for decompressing the condensed refrigerant and an evaporator for heating and evaporating the decompressed refrigerant.
  • Modern motor vehicles are these days usually equipped with an air conditioner for controlling the climate of the vehicle interior.
  • Said vehicle air conditioners are predominantly operated with a refrigerant circuit in accordance with the Carnot principle, in order to achieve cooling of the vehicle interior at high external temperatures.
  • the waste heat of the motor vehicle internal combustion engine is usually utilized.
  • US 2011/0167850 Al proposes a vehicle air conditioner which has different heating modes, both embodiments with “direct” heat pump operation of the air conditioner and embodiments with “indirect” heat pump operation of the air conditioner being described.
  • the heat exchanger for heating air which can be fed to the vehicle interior is flowed through directly by the refrigerant of the air conditioner circuit. Since the refrigerant is under high pressure in the region of the heat exchanger and the heat exchanger is assigned as part of an "HVAC system" (heating/ventilation/air conditioning) to the vehicle interior, complicated protective measures are usually necessary in this case, in order to prevent refrigerant from escaping from the heat exchanger and passing into the vehicle interior. Moreover, the throughflow of the heat exchanger with refrigerant in the cooling mode of the vehicle air conditioner impairs the degree of efficiency of the air conditioner, which leads to an increased energy requirement with the same cooling output.
  • HVAC system heating/ventilation/air conditioning
  • the heat exchanger for heating air which can be fed to the vehicle interior is flowed through by the cooling liquid of a cooling circuit, the cooling circuit being coupled thermally via a (further) heat exchanger to the refrigerant circuit and also serving to cool an internal combustion engine.
  • a (further) heat exchanger to the refrigerant circuit and also serving to cool an internal combustion engine.
  • this cooling circuit in particular during warming-up or temporary switching-off phases of the internal combustion engine, only a moderate transfer of thermal energy between the cooling liquid and the air which can be fed to the vehicle interior is produced, which, in the heating mode, leads either to an insufficient heating output or an increased energy requirement.
  • a vehicle air conditioner of a hybrid or electric vehicle having a refrigerant circuit which has a compressor for compressing a refrigerant, a condenser for cooling and condensing the compressed refrigerant, a pressure reducing unit for decompressing the condensed refrigerant and an evaporator for heating and evaporating the decompressed refrigerant, a first cooling circuit which is coupled thermally to the refrigerant circuit and has a pump for circulating a first cooling liquid and a heat exchanger for cooling an electric drive train of the hybrid or electric vehicle, and a second cooling circuit which is coupled thermally to the refrigerant circuit and has a pump for circulating a second cooling liquid and a heat exchanger for heating air which can be fed to a vehicle interior, the evaporator being connected to the first cooling circuit and being capable of outputting thermal energy to the refrigerant, and the condenser being connected to the second cooling circuit and being capable of absorbing thermal
  • the separate refrigerant and cooling circuits are decoupled in flow terms and can therefore be constructed individually to match the function which is to be fulfilled respectively.
  • the first cooling circuit is thus designed specifically to "collect” the thermal energy of numerous relatively small heat sources (electronic power system, electric motor, battery, etc.) of the electric drive train of an electric or hybrid vehicle and to compensate largely for inhomogeneous heat output of the individual heat sources via its thermal capacity and the thermal inertia of the first cooling circuit, with the result that a very homogeneous heat transfer to the refrigerant takes place in the evaporator.
  • the second cooling circuit which is likewise decoupled from the refrigerant circuit in terms of fluid technology can be adapted, in contrast, specifically to a particularly efficient heat transfer between the second cooling liquid and the air which can be fed to the vehicle interior.
  • the refrigerant circuit ensures satisfactory heating or cooling of the vehicle interior .
  • the second cooling circuit for circulating the second cooling liquid has a cooling liquid line with a line cross section A, wherein the following applies: 10 mm 2 ⁇ A ⁇ 100 mm 2 , in particular 20 mm 2 ⁇ A ⁇ 60 mm 2 .
  • This small line cross section A in the second cooling circuit makes a satisfactory heat transfer in the heat exchanger possible between the second cooling liquid and the air which can be fed to the vehicle interior. This is expressed by a high temperature difference of the second cooling liquid between a cooling liquid inlet and a cooling liquid outlet of the heat exchanger.
  • the pump in the second cooling circuit has a delivery capacity P, wherein the following preferably applies: 50 dm /h ⁇ P ⁇ 400 dm /h, particularly preferably 120 dm 3 /n ⁇ P ⁇ 260 dm 3 /h.
  • P delivery capacity
  • a line cross section A of a cooling liquid line and a delivery capacity P of the pump in the second cooling circuit can be adapted to one another in such a way that the following applies for a flow speed v of the second cooling liquid: 0.5 m/s ⁇ v ⁇ 2.0 m/s.
  • the flow speed v is great enough, in order to ensure a largely constant and sufficient transfer of heat, and is low enough, in order to avoid excessive line wear as a consequence of erosion .
  • the refrigerant circuit is configured so as to be separate from the two cooling circuits, and the refrigerant differs from the cooling liquids.
  • Suitable refrigerants are, for example, R 134 a, HFO 1234 yf or carbon dioxide.
  • Water, oils or particularly preferably water/glycol mixtures are suitable, for example, as cooling liquid.
  • the first cooling circuit is also preferably configured so as to be separate from the second cooling circuit.
  • Said separate cooling circuits which are separated in flow terms are also particularly preferably separated thermally, with the result that a direct transfer of heat between the two cooling circuits is not possible.
  • the first cooling liquid can be identical to the second cooling liquid. This reduces the number of cooling media which are used in the vehicle air conditioner, which considerably simplifies stock keeping and filling of the vehicle air conditioner.
  • the first cooling circuit has a cooler which is connected in parallel to the evaporator and, in particular, can be connected separately, it being possible for the first cooling liquid to flow through the cooler and in the process to output thermal energy to the surrounding air.
  • the vehicle air conditioner is usually equipped with a control unit which can distribute the throughflow variably to the two line sections which are connected in parallel or can restrict it to one of the two line sections. Via said control unit, the vehicle air conditioner can be adapted to the respectively desired function with low complexity .
  • the second cooling circuit has a cooler which is connected in parallel to the heat exchanger and, in particular, can be connected separately, it being possible for the second cooling liquid to flow through the cooler and in the process to output thermal energy to the surrounding air.
  • the vehicle air conditioner is usually equipped with a control unit which can distribute the throughflow variably to the two line sections which are connected in parallel or can restrict it to one of the two line sections. Via said control unit, the vehicle air conditioner can be adapted to the respectively desired operating mode with low complexity.
  • the evaporator, through which the first coolant can flow is preferably a first evaporator and the pressure reducing unit which is connected upstream is a first pressure reducing unit, the refrigerant circuit having, in a manner which is connected in parallel to the first evaporator and the first pressure reducing unit, a second evaporator, through which the surrounding air can flow, with a second pressure reducing unit which is connected upstream.
  • the pressure reducing units are particularly preferably configured in each case as expansion valves with a shut-off function, with the result that, via the pressure reducing units, the throughflow can be distributed to the two line sections which are connected in parallel or can be restricted to one of the two line sections. In this way, the vehicle air conditioner can be switched with low complexity from a cooling mode to a heating mode, and vice versa.
  • the heat exchanger in order to heat the vehicle interior during operation of the air conditioner, can be flowed through both by the second cooling liquid and by the air which can be fed to the vehicle interior, the cooling liquid cooling by a temperature difference AT KF and the air warming up by a temperature difference AT L during the throughflow of the heat exchanger, wherein the following applies: 0.3 ⁇ AT KF / AT L ⁇ 1.1.
  • the adherence to said temperature parameters contributes to extremely energy-efficient heat pump operation of the vehicle air conditioner.
  • the condenser during operation of the air conditioner, can be flowed through both by the refrigerant and by the second cooling liquid, the refrigerant cooling by a temperature difference ⁇ ⁇ and the cooling liquid warming up by a temperature difference AT KF during the throughflow of the condenser, wherein the following applies: 0.5 ⁇ AT KF / ⁇ ⁇ ⁇ 1.1.
  • the adherence to said temperature parameters likewise contributes to extremely energy-efficient heat pump operation of the vehicle air conditioner.
  • the heat exchanger for heating the air which can be fed to the vehicle interior has a dimension t in the air flow direction and preferably comprises a plurality of flat tubes which are arranged in parallel, two adjacent flat tubes being at an axial spacing b, in each case at least one fin extending between two adjacent flat tubes, which at least one fin is of undulating configuration in the throughflow direction of the second cooling liquid and is in contact at an undulation peak in each case with a first flat tube of the two adjacent flat tubes and is in contact at an undulation trough with a second flat tube of the two adjacent flat tubes, the fin being at a spacing h as viewed in the throughflow direction between an undulation peak and an undulation trough, and wherein the following applies: 25 mm ⁇ t ⁇ 60 mm, 4 mm ⁇ b ⁇ 8 mm and 0.6 mm ⁇ h ⁇ 1.2 mm.
  • the vehicle air conditioner can be used, for example, in a hybrid vehicle having an internal combustion engine, a separate, third cooling circuit preferably being provided which has a pump for circulating a third cooling liquid and a heat exchanger for cooling the internal combustion engine.
  • Said third cooling circuit is particularly preferably configured so as to be separate thermally and in terms of flow from the refrigerant circuit and from the first and second cooling circuit, that is to say, in particular, does not have a fluid connection to the other circuits.
  • the waste heat of the internal combustion engine can be used with low complexity to heat the vehicle interior. If the third cooling circuit supplies a sufficient heat output, the heat pump can be switched off or at least have its performance throttled, which in turn contributes to particularly energy-efficient operation of the vehicle air conditioner.
  • the third cooling circuit preferably has a heat exchanger for heating air which can be fed to the vehicle interior.
  • a heat exchanger for heating air which can be fed to the vehicle interior.
  • Figure 1 shows a diagrammatic outline sketch of a vehicle air conditioner according to the invention
  • Figure 2 shows a temperature profile in a condenser and a heat exchanger for heating air which can be fed to a vehicle interior, in different operating conditions of the vehicle air conditioner according to the invention
  • Figure 3 shows a Mollier diagram which illustrates the state changes of a refrigerant in the heating mode of a vehicle air conditioner according to the invention
  • Figure 4 shows a diagrammatic perspective view of a heat exchanger for heating air which can be fed to a vehicle interior.
  • Figure 1 shows a vehicle air conditioner 10 of a hybrid or electric vehicle, having a refrigerant circuit 12 which has a compressor 14 for compressing a refrigerant 16, a condenser 18 for cooling and condensing the compressed refrigerant 16, a pressure reducing unit 20 for decompressing the condensed refrigerant 16 and an evaporator 22 for heating and evaporating the decompressed refrigerant 16, a first cooling circuit 24 which is coupled thermally to the refrigerant circuit 12 and has a pump 26 for circulating a first cooling liquid 28 and a heat exchanger 30 for cooling an electric drive train 31 of the hybrid or electric vehicle, and a second cooling circuit 32 which is coupled thermally to the refrigerant circuit 12 and has a pump 34 for circulating a second cooling liquid 36 and a heat exchanger 38 for heating air 40 which can be fed to a vehicle interior.
  • a refrigerant circuit 12 which has a compressor 14 for compressing a refrigerant 16, a condenser 18 for cooling and
  • the refrigerant circuit 12 is a circuit which is separate in flow terms without a fluid connection to the cooling circuits 24, 32.
  • the refrigerant 16 in the refrigerant circuit 12 differs from the cooling liquids 28, 36 of the cooling circuits 24, 32 and also is not mixed with said cooling liquids 28, 36 on account of the configuration of the refrigerant circuit 12 such that it is separated in flow terms.
  • Suitable refrigerants are, for example, R 134 a, HFO 1234 yf or carbon dioxide.
  • the evaporator 22 of the refrigerant circuit 12 is connected to the first cooling circuit 24, with the result that the first cooling liquid 28 can flow through the evaporator 22 and can output thermal energy to the refrigerant 16.
  • the condenser 18 of the refrigerant circuit 12 is connected to the second cooling circuit 32, with the result that the second cooling liquid 36 can flow through the condenser 18 and can absorb thermal energy from the refrigerant 16.
  • the first cooling circuit 24 is configured so as to be separate from the second cooling circuit 32 both in flow terms and also thermally. In other words, this means that the two cooling circuits 24, 32 are separate circuits without a fluid connection and without the direct transfer of heat. There is merely an indirect thermal coupling between the two cooling circuits 24, 32 via the refrigerant circuit 12.
  • the first cooling liquid 28 is preferably identical to the second cooling liquid 36.
  • the use of merely a single cooling liquid reduces the number of cooling media, which simplifies their stock keeping and, moreover, is also advantageous during filling of the vehicle air conditioner 10, since mixing up of cooling liquids cannot occur.
  • Suitable cooling liquids are, for example, water, oils or particularly preferably water/glycol mixtures.
  • the first cooling circuit 24 has a cooler 42 which is connected in parallel to the evaporator 22 and, in particular, can be connected separately, it being possible for the first cooling liquid 28 to flow through the cooler 42 and in the process to output thermal energy to the surrounding air 44.
  • control unit 46 is provided in the first cooling circuit 24, via which control unit 46 the cooler 42 can be switched on or off separately.
  • the control unit 46 comprises two switch- off valves which can distribute a throughflow of the first cooling liquid 28 to line sections 48, 50, which are connected in parallel, of the first cooling circuit 24.
  • control unit 46 is preferably switched in such a way that a line section 48, comprising the cooler 42, of the first cooling circuit 24 is not flowed through by the first cooling liquid 28.
  • the entire first cooling liquid 28 therefore flows through the evaporator 22 and outputs the thermal energy which is absorbed from the electric drive train 31 via the heat exchanger 30 to the refrigerant 16.
  • the control unit 46 is preferably switched in such a way that a line section 50, comprising the evaporator 22, of the first cooling circuit 24 is not flowed through by the first cooling liquid 28.
  • the entire first cooling liquid 28 therefore flows through the cooler 42 and outputs the thermal energy which is absorbed from the electric drive train 31 via the heat exchanger 30 to the surrounding air 44.
  • the control unit 46 usually opens one line section 48, 50 and shuts the other line section 50, 48 which is connected in parallel, it goes without saying that switching positions are also conceivable, in which both line sections 48, 50 are open at least partially.
  • the second cooling circuit 32 has a cooler 54 which is connected in parallel to the heat exchanger 38 and, in particular, can be connected separately, it being possible for the second cooling liquid 36 to flow through the cooler 54 and in the process to output thermal energy to the surrounding air 44.
  • a control unit 56 is provided in the second cooling circuit 32, via which control unit 56 the cooler 54 can be switched on or off separately.
  • the control unit 56 is a three-way valve which can distribute a throughflow of the second cooling liquid 36 to line sections 55, 57, which are connected in parallel, of the second cooling circuit 32.
  • control unit 56 is preferably switched in such a way that a line section 55, comprising the cooler 54, of the second cooling circuit 32 is not flowed through by the second cooling liquid 28.
  • the entire second cooling liquid 28 therefore flows through the heat exchanger 38 and outputs the thermal energy which is received via the condenser 18 to the air 40 which can be fed to the vehicle interior.
  • the control unit 56 is preferably switched in such a way that a line section 57, comprising the heat exchanger 38, of the second cooling circuit 32 is not flowed through by the second cooling liquid 36.
  • the entire second cooling liquid 36 therefore flows through the cooler 54 and outputs the thermal energy which is received via the condenser 18 to the surrounding air 44.
  • the control unit 56 usually opens a line section 55, 57 and shuts the other line section 57, 55 which is connected in parallel, it goes without saying that switching positions are also conceivable, in which both line sections 55, 57 are open at least partially.
  • an optional heating unit 52 can be connected upstream of the heat exchanger 38, in order to heat the second cooling liquid 36.
  • Said heating unit 52 is preferably a self-regulating PTC heating element, but, as an alternative, can also be an electric resistance heater, for example.
  • the evaporator 22, through which the first cooling liquid 28 can flow is a first evaporator and the pressure reducing unit 20 which is connected upstream is a first pressure reducing unit, the refrigerant circuit 12 having, in a manner which is connected in parallel to the first evaporator and the first pressure reducing unit, a second evaporator 58, through which the surrounding air 44 can flow, with a second pressure reducing unit 60 which is connected upstream.
  • the two pressure reducing units 20, 60 are configured in each case as expansion valves with a shut-off function.
  • pressure reducing unit 20, 60 As an alternative, it is also conceivable, however, that in each case one prefabricated module comprising an expansion valve and a shut-off valve is used as pressure reducing unit 20, 60.
  • the pressure reducing units 20, 60 can also be used to control the throughflow of the refrigerant 16, with the result that additional throughflow control elements can be dispensed with, such as separate shut-off or non-return valves, for example .
  • the second pressure reducing unit 60 preferably shuts a line section 62, comprising the second evaporator 58, of the refrigerant circuit 12.
  • the refrigerant 16 therefore receives exclusively thermal energy which is provided by the electric drive train 31 of the hybrid or electric vehicle via the first evaporator 22.
  • the first pressure reducing unit 20 shuts a line section 64, comprising the first evaporator 22, of the refrigerant circuit 12.
  • the refrigerant 16 therefore receives exclusively thermal energy from the air 40 which can be fed to the vehicle interior, which leads to desired cooling of the vehicle interior .
  • a refrigerant accumulator 65 is provided on the pressure side in the refrigerant circuit 12, which refrigerant accumulator 65 is arranged upstream of the pressure reducing units 20, 60. Accordingly, the refrigerant accumulator 65 is a high pressure accumulator, from which preferably exclusively liquid refrigerant 16 is removed, in order to guide it in the heating mode via the first pressure reducing unit 20 to the evaporator 22 and in the cooling mode via the second pressure reducing unit 60 to the evaporator 58. As an alternative, it goes without saying that the refrigerant accumulator 65 can also be a low pressure accumulator which is arranged on the suction side and from which preferably exclusively gaseous refrigerant 16 is removed, in order to feed it to the compressor 14.
  • a cooling liquid line 66 for circulating the second cooling liquid 36 in the second cooling circuit 32 has a line cross section A, where 10 mm 2 ⁇ A ⁇ 100 mm 2 , in particular 20 mm 2 ⁇ A ⁇ 60 mm 2 .
  • the pump 34 in the second cooling circuit 32 has a delivery capacity P, where 50 dm 3 /h ⁇ P ⁇ 400 dm 3 /h, in particular 120 dm 3 /h ⁇ P ⁇ 260 dm 3 /h.
  • the line cross section A of the cooling liquid line 66 and the delivery capacity P of the pump 34 in the second cooling circuit 32 are particularly preferably adapted to one another in such a way that a flow speed v of the second cooling liquid 36 lies at 0.5 m/s ⁇ v ⁇ 2.0 m/s .
  • the small line cross section A and the low throughflow in the second cooling circuit 32 make a satisfactory transfer of heat possible in the heat exchanger 38 between the second cooling liquid 36 and the air 40 which can be fed to the vehicle interior. This is expressed by a high temperature drop of the second cooling liquid 36 between a cooling liquid inlet 67 and a cooling liquid outlet 69 of the heat exchanger 38 and particularly pronounced heating of the air 40 when flowing through the heat exchanger 38.
  • the thermal energy of the electric drive train 31 of a hybrid or electric vehicle can be collected in the first cooling circuit 24, can be transferred to the refrigerant circuit 12, can be increased during heat pump operation of the refrigerant circuit 12 and finally can be output to the second cooling circuit 32, in order there to heat the air 40 which can be fed to the vehicle interior via the heat exchanger 38.
  • the thermal energy of the electric drive train 31 is usually composed of the thermal energy of a plurality of heat sources of the electric or hybrid vehicle (for example, electronic power system, electric motor, battery) .
  • each individual circuit 12, 24, 32 can be adapted to the specific function of the respective circuit 12, 24, 32, in particular with regard to its line cross sections, flow quantities and flow speeds.
  • the first cooling circuit 24 is tailored to receive thermal energy as efficiently as possible from the electric drive train 31 of the hybrid or electric vehicle and to output it depending on requirements via the cooler 42 or the evaporator 22 to the surrounding air 44 or the refrigerant circuit 12, respectively.
  • the second cooling circuit 32 is tailored to remove as much thermal energy as possible from the refrigerant circuit 12 via the condenser 18 and as required to output it as efficiently as possible via the cooler 54 or the heat exchanger 38 to the surrounding air 44 or the air 40 which can be fed to the vehicle interior, respectively.
  • the refrigerant circuit 12 which is connected between the cooling circuits 24, 32 is designed specifically to ensure satisfactory heating or cooling output of the vehicle air conditioner 10 for as far as possible all boundary conditions which occur, via adaptable performance of the compressor 14.
  • a separate, third cooling circuit 70 can optionally be provided which is indicated using dashed lines in Figure 1.
  • the third cooling circuit 70 comprises a pump 72 for circulating a third cooling liquid 74 and a heat exchanger 76 for cooling the internal combustion engine 68.
  • the third cooling circuit 70 has a heat exchanger 78 for heating air 40 which can be fed to the vehicle interior.
  • a cooler 80 which, in particular, can be connected separately is provided in the third cooling circuit 70, it being possible for the third cooling liquid 74 to flow through the cooler 80 and in the process to output thermal energy to the surrounding air 44.
  • a control unit 79 is provided in the third cooling circuit 70, via which control unit 79 the cooler 80 can be switched on or off separately.
  • the control unit 79 comprises two shut- off valves which can distribute a throughflow of the third cooling liquid 74 to line sections, which are connected in parallel, of the third cooling circuit 70.
  • the control unit 79 is preferably switched in such a way that a line section, comprising the cooler 80, of the third cooling circuit 70 is not flowed through by the third cooling liquid 74.
  • the entire third cooling liquid 74 therefore flows through the heat exchanger 78 and outputs the thermal energy which is received from the internal combustion engine 68 via the heat exchanger 76 to the air 40 which can be fed to the vehicle interior.
  • control unit 79 is preferably switched in such a way that a line section, comprising the heat exchanger 78, of the third cooling circuit 70 is not flowed through by the third cooling liquid 74.
  • the entire third cooling liquid 74 therefore flows through the cooler 80 and outputs the thermal energy which is received from the internal combustion engine 68 via the heat exchanger 76 to the surrounding air 44.
  • control unit 79 usually opens one line section and shuts the other line section which is connected in parallel, it goes without saying that switching positions are also conceivable, in which both line sections are open at least partially.
  • the heat exchanger 38 and the evaporator 58 and the optional heat exchanger 78 are part of an "HVAC system" (heating/ventilation/air conditioning) which is assigned to the vehicle interior and is usually arranged in a ventilation duct for ventilating the vehicle interior.
  • HVAC system heating/ventilation/air conditioning
  • the third cooling circuit 70 is configured so as to be separated thermally and in flow terms from the refrigerant circuit 12 and from the first and second cooling circuit 24, 32, that is to say it does not have a fluid connection to one of the other circuits 12, 24, 32. Via the separate, third cooling circuit 70, the waste heat of the internal combustion engine 68 can be used with low complexity for heating the vehicle interior. If the third cooling circuit 70 supplies sufficient heat output, the vehicle air conditioner 10 which is in heat pump operation can be switched off or at least have its performance throttled. This results overall in a vehicle air conditioner 10, the operation of which is extremely energy-efficient both in the heating mode and in the cooling mode.
  • FIG. 2 shows temperature profiles in the condenser 18 and in the heat exchanger 38 under different operating conditions of the vehicle air conditioner 10, the temperature T being plotted against the enthalpy E.
  • the vaporous, overheated refrigerant 16 liquefies at an overheating temperature between 80°C and 110°C in the condenser 18 and leaves the condenser 18 as a liquid, undercooled refrigerant 16 at an undercooling temperature between 40°C and 50°C.
  • the preferred operating ranges of the overheated and undercooled refrigerant 16 are emphasized by hatching.
  • best-fit lines 81 for the temperature profile of the refrigerant 16 are shown using dotted lines in Figure 2.
  • the temperature of the second cooling liquid 36 in the condenser 18 rises, starting from approximately 10 to 30°C, to approximately 60°C.
  • This preferred operating range for the second cooling liquid 36 is likewise emphasized by hatching in Figure 2.
  • the target temperature of the second cooling liquid 36 in the condenser 18 lies at approximately 60°C, in order to make sufficient heating possible of the air 40 which can be fed to the vehicle interior. According to Figure 2, this air 40 is heated in the heat exchanger 38 from approximately 0°C to approximately 55°C, it being possible for an air outlet temperature of approximately 50°C to be considered the minimum value for a satisfactory heat output.
  • the condenser 18 can preferably be flowed through both by the refrigerant 16 and by the second cooling liquid 36, the refrigerant 16 cooling by a temperature difference ⁇ ⁇ and the second cooling liquid 36 warming up by a temperature difference AT KF during the throughflow of the condenser 18, wherein the following applies: 0.5 ⁇
  • the heat exchanger 38 can be flowed through both by the second cooling liquid 36 and by the air 40 which can be fed to the vehicle interior, the second cooling liquid 36 cooling by a temperature difference AT KF and the air 40 warming up by a temperature difference AT KL during the throughflow of the heat exchanger 38, wherein the following applies: 0.3 ⁇ ⁇ ⁇ / AT L ⁇ 1.1.
  • temperature profiles for the second cooling liquid 36' and the air 40' which can be fed to the vehicle interior are also illustrated using dashed lines in Figure 2 for conventional vehicle air conditioners with indirect heat pump operation. It becomes clear here that the temperature of the second cooling liquid 36' in the condenser or in the heat exchanger changes merely by approximately 10 °C and lies approximately between 30°C and 40°C. Here, the air 40' can be heated at best from 0°C to approximately 40°C.
  • FIG. 1 shows a Mollier diagram of the refrigerant circuit 12 in the heating mode of the vehicle air conditioner 10, the enthalpy E being plotted on the abscissa and a pressure p of the refrigerant 16 being plotted logarithmically on the ordinate.
  • an evaporation range 82 of the refrigerant 16 (R134a here) lies at a temperature of approximately -10°C and a corresponding refrigerant pressure of approximately 2 bar.
  • the refrigerant 16 is then compressed by the compressor 14 as far as a condensation range 84, in which the refrigerant 16 has a temperature of approximately 55°C at a pressure of approximately 16 bar. Finally, the refrigerant 16 is expanded at the (first) pressure reducing unit 20 to such an extent that it again lies in the evaporation range 82.
  • approximately 10% of the enthalpy E in the condenser 8 is distributed to an undercooling range, approximately 63% is distributed to a condensation range and approximately 27% is distributed to an overheating range of the refrigerant 16 (see also Figure 2 ) .
  • refrigerant R134a and HFO 1234 yf are suitable as refrigerant 16 for the refrigerant circuit 12 which is shown in Figure 3.
  • suitable refrigerants 16 can also be used in the refrigerant circuit 12 of the vehicle air conditioner 10, for example carbon dioxide.
  • FIG. 4 shows a diagrammatic perspective view of the heat exchanger 38 for heating the air 40 which can be fed to the vehicle interior.
  • FIG. 2 In order to achieve a temperature profile according to Figure 2 with high temperature differences in the heat exchanger 38, it has proven advantageous to adhere to the following dimensional stipulations for the heat exchanger 38.
  • the heat exchanger 38 for heating air 40 which can be fed to the vehicle interior has a dimension t in the air flow direction 86, which dimension t lies at 25 mm ⁇ t ⁇ 60 mm.
  • the heat exchanger 38 comprises a plurality of flat tubes 88 which are arranged in parallel, two adjacent flat tubes 88 being at an axial spacing b where 4 mm ⁇ b ⁇ 8 mm.
  • At least one fin 90 extends between two adjacent flat tubes 88, which at least one fin 90 is of undulating configuration in the throughflow direction 92 of the second cooling liquid 36 and is in contact at an undulation peak 94 in each case with a first flat tube 88 of the two adjacent flat tubes 88 and is in contact at an undulation trough 96 with a second flat tube 88 of the two adjacent flat tubes 88, the fin 90 being at a spacing h as viewed in the throughflow direction 92 between an undulation peak 94 and an undulation trough 96, wherein the following applies: 0.6 mm ⁇ h ⁇ 1.2 mm .

Landscapes

  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • General Engineering & Computer Science (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

La présente invention concerne un appareil de climatisation (10) de véhicule pour véhicule hybride ou électrique, comportant un circuit de réfrigérant (12) possédant un compresseur (14) destiné à compresser un réfrigérant (16), un condenseur (18) destiné à refroidir le réfrigérant compressé (16) et à le condenser, une unité de réduction de pression (20) destinée à décompresser le réfrigérant condensé (16) et un évaporateur (22) destiné à chauffer le réfrigérant décompressé (16) et à l'évaporer, un premier circuit de refroidissement (24) qui est couplé thermiquement au circuit de réfrigérant (12) et qui comporte une pompe (26) destinée à faire circuler un premier liquide de refroidissement (28) et un échangeur de chaleur (30) destiné à refroidir un train de propulsion électrique (31) du véhicule hybride ou électrique, et un second circuit de refroidissement (32) qui est couplé thermiquement au circuit de réfrigérant (12) et qui comporte une pompe (34) destinée à faire circuler un second liquide de refroidissement (36) et un échangeur de chaleur (38) destiné à chauffer l'air (40) qui peut être délivré à l'intérieur du véhicule, l'évaporateur (22) étant raccordé au premier circuit de refroidissement (24) et pouvant appliquer de l'énergie thermique au réfrigérant (16), et le condenseur (18) étant raccordé au second circuit de refroidissement (32) et pouvant absorber l'énergie thermique du réfrigérant (16).
PCT/EP2014/063784 2013-06-28 2014-06-27 Appareil de climatisation de véhicule pour véhicule hybride ou électrique WO2014207249A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013106831.6A DE102013106831A1 (de) 2013-06-28 2013-06-28 Fahrzeugklimaanlage eines Hybrid- oder Elektrofahrzeugs
DE102013106831.6 2013-06-28

Publications (1)

Publication Number Publication Date
WO2014207249A1 true WO2014207249A1 (fr) 2014-12-31

Family

ID=51162741

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2014/063784 WO2014207249A1 (fr) 2013-06-28 2014-06-27 Appareil de climatisation de véhicule pour véhicule hybride ou électrique

Country Status (2)

Country Link
DE (1) DE102013106831A1 (fr)
WO (1) WO2014207249A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10272744B2 (en) * 2015-09-03 2019-04-30 Ford Global Technologies, Llc Vehicle HVAC system with auxiliary coolant loop for heating and cooling vehicle interior
DE102016112094B4 (de) 2016-07-01 2021-10-21 Hanon Systems System zum Klimatisieren der Luft eines Fahrgastraums und zur Kühlung von Antriebskomponenten eines Kraftfahrzeugs sowie Verfahren zum Betreiben des Systems und Verwendung des Systems in einem Kraftfahrzeug
DE102018114762B4 (de) 2017-07-10 2023-12-28 Hanon Systems Verfahren zum Betreiben einer Klimaanlage eines Kraftfahrzeuges
JP7176987B2 (ja) * 2019-03-20 2022-11-22 トヨタ自動車株式会社 熱要求調停装置
FR3103742B1 (fr) * 2019-11-29 2022-12-23 Commissariat Energie Atomique Dispositif de gestion de l'énergie thermique dans un véhicule

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4523437A (en) * 1980-10-14 1985-06-18 Hybrid Energy Systems, Inc. Vehicle air conditioning system
US5311935A (en) * 1992-01-17 1994-05-17 Nippondenso Co., Ltd. Corrugated fin type heat exchanger
EP1721763A1 (fr) * 2005-05-11 2006-11-15 Behr GmbH & Co. KG Canalisation de liquide réfrigérant pour climatisation
FR2897016A1 (fr) * 2006-02-09 2007-08-10 Vehicules Electr Societe Par A Vehicule automobile electrique ou hybride a systeme de conditionnement thermique valorisant les sources de bas niveau
US20100032130A1 (en) * 2007-03-02 2010-02-11 Vehtec Ab Vehicle with heating element
FR2936445A1 (fr) * 2008-10-01 2010-04-02 Valeo Systemes Thermiques Systeme de chauffage et climatisation ameliore pour vehicule automobile
US20110072841A1 (en) * 2009-09-30 2011-03-31 Hitachi, Ltd. Thermodynamic cycle system for moving vehicle
US20110167850A1 (en) * 2010-01-11 2011-07-14 Denso Corporation Air conditioner for vehicle
FR2963408A1 (fr) * 2010-08-02 2012-02-03 Valeo Systemes Thermiques Systeme de climatisation, notamment d'un vehicule automobile, comprenant une boucle de climatisation et une boucle secondaire cooperant avec la boucle de climatisation

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4523437A (en) * 1980-10-14 1985-06-18 Hybrid Energy Systems, Inc. Vehicle air conditioning system
US5311935A (en) * 1992-01-17 1994-05-17 Nippondenso Co., Ltd. Corrugated fin type heat exchanger
EP1721763A1 (fr) * 2005-05-11 2006-11-15 Behr GmbH & Co. KG Canalisation de liquide réfrigérant pour climatisation
FR2897016A1 (fr) * 2006-02-09 2007-08-10 Vehicules Electr Societe Par A Vehicule automobile electrique ou hybride a systeme de conditionnement thermique valorisant les sources de bas niveau
US20100032130A1 (en) * 2007-03-02 2010-02-11 Vehtec Ab Vehicle with heating element
FR2936445A1 (fr) * 2008-10-01 2010-04-02 Valeo Systemes Thermiques Systeme de chauffage et climatisation ameliore pour vehicule automobile
US20110072841A1 (en) * 2009-09-30 2011-03-31 Hitachi, Ltd. Thermodynamic cycle system for moving vehicle
US20110167850A1 (en) * 2010-01-11 2011-07-14 Denso Corporation Air conditioner for vehicle
FR2963408A1 (fr) * 2010-08-02 2012-02-03 Valeo Systemes Thermiques Systeme de climatisation, notamment d'un vehicule automobile, comprenant une boucle de climatisation et une boucle secondaire cooperant avec la boucle de climatisation

Also Published As

Publication number Publication date
DE102013106831A1 (de) 2014-12-31

Similar Documents

Publication Publication Date Title
US11299014B2 (en) Refrigeration cycle device
US9925845B2 (en) Heat exchange system
JP6015636B2 (ja) ヒートポンプシステム
US9180754B2 (en) Heat pump system for vehicle
JP5962556B2 (ja) 車両用熱管理システム
JP5751028B2 (ja) ヒートポンプサイクル
JP5391379B2 (ja) 自動車の空気調和装置の冷媒サイクル
US8607855B2 (en) Cooling system for a motor vehicle
US11214126B2 (en) Air conditioning system of a motor vehicle and method for operating the air conditioning system
US20130025311A1 (en) Motor vehicle refrigerant circuit with a refrigeration system circuit and a heat pump circuit
WO2015097988A1 (fr) Dispositif de climatisation de véhicule
JP6269307B2 (ja) 車両用空調装置
JP7251229B2 (ja) 車載温調装置
US20140060102A1 (en) Mild ambient vehicular heat pump system
US8938989B2 (en) Heat exchanger
WO2014207249A1 (fr) Appareil de climatisation de véhicule pour véhicule hybride ou électrique
WO2016080343A1 (fr) Système de conditionnement d'air de véhicule du type à pompe à chaleur
JP7327221B2 (ja) 車載温調システム
JP2018058573A (ja) 車両用空調装置
US20190255910A1 (en) Air conditioner for vehicle
WO2015097987A1 (fr) Dispositif de climatisation de véhicule
JP5096956B2 (ja) 車両用空気調和システム
JP6079477B2 (ja) 車両用空調装置
WO2018066276A1 (fr) Dispositif de climatisation pour véhicule
CN108928210A (zh) 特别用于电动车辆的车辆空调系统

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 14736700

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 14736700

Country of ref document: EP

Kind code of ref document: A1