U.S. patent application number 11/670175 was filed with the patent office on 2007-06-07 for device for climate control of a driver's bed.
This patent application is currently assigned to WEBASTO THERMOSYSTEME GMBH. Invention is credited to Oliver HORN, Noureddine KHELIFA, Wolfgang KRAMER.
Application Number | 20070125514 11/670175 |
Document ID | / |
Family ID | 31895910 |
Filed Date | 2007-06-07 |
United States Patent
Application |
20070125514 |
Kind Code |
A1 |
HORN; Oliver ; et
al. |
June 7, 2007 |
DEVICE FOR CLIMATE CONTROL OF A DRIVER'S BED
Abstract
A device for climate control of a vehicle is provided which
includes a coolant circuit in which coolant flows through a
compressor, a condenser, and an evaporator; a heat transfer medium
circuit in which heat transfer medium flows through a heat source
and a heat exchanger; and a heat/cold reservoir in which the
evaporator and the heat exchanger are located. The device provides
an improved and comparatively economical approach to climate
control in the area of a driver's bed in a motor vehicle interior
by, at least in part, using multiple heating/cooling surfaces for a
driver's bed and/or vehicle interior wall, which is integrated into
the heat transfer medium circuit in a parallel relationship to each
other such that the heat transfer medium can flow selectively
through the heating/cooling surfaces, or the heat transfer medium
which is conveyed by the heat source can flow through the
heating/cooling surfaces.
Inventors: |
HORN; Oliver; (Muenchen,
DE) ; KHELIFA; Noureddine; (Muenchen, DE) ;
KRAMER; Wolfgang; (Muenchen, DE) |
Correspondence
Address: |
ROBERTS, MLOTKOWSKI & HOBBES
P. O. BOX 10064
MCLEAN
VA
22102-8064
US
|
Assignee: |
WEBASTO THERMOSYSTEME GMBH
Neubrandenburg
DE
|
Family ID: |
31895910 |
Appl. No.: |
11/670175 |
Filed: |
February 1, 2007 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
10658746 |
Sep 10, 2003 |
|
|
|
11670175 |
Feb 1, 2007 |
|
|
|
Current U.S.
Class: |
165/42 ;
165/202 |
Current CPC
Class: |
F25B 2400/24 20130101;
B60H 1/00885 20130101; B60H 1/323 20130101; B60H 1/005 20130101;
B60H 1/032 20130101; F25D 16/00 20130101 |
Class at
Publication: |
165/042 ;
165/202 |
International
Class: |
B60H 3/00 20060101
B60H003/00; B60H 1/00 20060101 B60H001/00 |
Foreign Application Data
Date |
Code |
Application Number |
Sep 11, 2002 |
DE |
102 42 464.0 |
Claims
1. A device for climate control of a vehicle interior, comprising:
a coolant circuit in which coolant flows therethrough; a compressor
positioned in the coolant circuit; a condenser positioned in the
coolant circuit; an evaporator positioned in the coolant circuit; a
heat transfer medium circuit in which a heat transfer medium flows
therethrough; a heat source positioned in the heat transfer medium
circuit; a heat exchanger positioned in the heat transfer medium
circuit; a heat/cold reservoir in which the evaporator and the heat
exchanger are located; a heating/cooling surface for at least one
of a driver's bed and vehicle interior wall, said heating/cooling
surface being integrated into the heat transfer medium circuit such
that at least one of a heat transfer medium flowing through the
heat exchanger can flow selectively through the heating/cooling
surface and a heat transfer medium being conveyed by the heat
source can flow through the heating/cooling surface; and a second
heating/cooling surface for at least one of a second driver's bed
and a second vehicle interior wall, said second heating/cooling
surface being located in a parallel connection to the first
heating/cooling surface.
2. The device of claim 1, further including a first valve
positioned to permit remote control of said first heating/cooling
surface and a second valve positioned to permit remote control of
said second heating/cooling surface.
3. The device of claim 1, further including a common valve is
positioned to permit remote control of the flow of heat transfer
medium to the parallel connection and thus to the first and second
heating/cooling surfaces.
4. The device of claim 1, wherein the second heat exchanger is
adapted to receive an air flow therethrough.
5. The device of claim 4, wherein at least one of the first and
second heating/cooling surfaces is series connected to the second
heat exchanger, further including a bypass line positioned to
bypass flow around said first and second heating/cooling surfaces
and formed with an adjustable flow cross section.
6. The device of claim 4, wherein at least one of the first and the
second heating/cooling surfaces is located in a parallel connection
to the second heat exchanger.
Description
CROSS-REFERENCE TO RELATED APPLICATION
[0001] This application is a division of co-pending U.S. patent
application Ser. No. 10/658,746.
BACKGROUND OF THE INVENTION
[0002] 1. Field of the Invention
[0003] The present invention relates to a device for climate
control of a vehicle interior with a coolant circuit, in which
coolant flows through a compressor, a condenser, and an evaporator,
with a heat transfer medium circuit in which heat transfer medium
flows through a heat source and a heat exchanger, and a heat/cold
reservoir in which the evaporator and the heat exchanger are
located.
[0004] 2. Description of Related Art
[0005] A device of this type is known from German patent 100 65 279
C1 and corresponding U.S. Patent Application Publication
2002/0100290. In this climate control means, a coolant circuit and
a heat transfer medium circuit are coupled in terms of thermal
engineering using a reservoir which is used to store both heat and
cold. In particular, the device has a comparatively simple
structure and furthermore has an especially fast response
behavior.
[0006] German patent application 196 45 544 A1 discloses a climate
controlled driver's seat which has at least one combined
heating/cooling element which for climate control of the vehicle
seat can be connected to the secondary circuit of a heat exchanger
which is supplied on the primary side by at least one on-board heat
generator, or to the secondary circuit of a heat exchanger which is
supplied on the primary side by at least one onboard cold
generator. It is furthermore proposed that alternative
heating/cooling of the driver's seat is possible by it being
selectively connectable via the heat exchanger to the vehicle
heating system or the auxiliary heating system or to the vehicle
air conditioning system or auxiliary air conditioning system.
SUMMARY OF THE INVENTION
[0007] One object of the present invention is to make available a
device for climate control of the vehicle interior, with which
especially an improved, and moreover comparatively economical,
approach to climate control in the area of a driver's bed in the
vehicle interior or a vehicle interior wall is possible.
[0008] This object, and other objects, are achieved by providing a
device for climate control of the vehicle interior, in which there
is a heating/cooling surface for a driver's bed and/or vehicle
interior wall, i.e. a surface heating system integrated into the
heat transfer medium circuit such that the heat transfer medium
which is transported by the heat exchanger can flow selectively
through it, or the heat transfer medium which is conveyed by the
heat source can flow through it.
[0009] The climate control of a driver's bed in the vehicle
interior or a vehicle interior wall or cab wall has a major effect
on the well-being of the driver with respect to his resting during
rest breaks. It has therefore long been desired that the vehicle
interior or the sleeping berth of motor vehicles be comprehensively
temperature-controlled.
[0010] In the climate control of driver's bed or the rear wall of
the cab, in the past, air was used as the heat transfer medium
resulting in the driver's bed or the rear wall of the cab having to
be made technically complex. Temperature control of the driver's
bed or the rear wall of the cab via so-called surface heaters with
a manageable technology is more advantageous.
[0011] Compared to these prior climate control systems, the device
of the present invention offers the advantage that a
cooling/heating surface through which especially a liquid heat
transfer medium flows is used. With a liquid heat transfer medium,
large amounts of energy can be transported and therefore it is
possible for the driver's bed to be rapidly heated and cooled to
the required amount. The cooling/heating surface of the present
invention is moreover integrated into the device such that the
cooling/heating surface can transport the same heat transfer
medium, one time cooling being possible and then another time,
heating. Thus the driver's bed of the present invention or the
interior wall of the vehicle can be cooled as well as heated in an
especially simple manner. Therefore, the present invention permits
abandonment of a complex technology for switching and rerouting of
coolant or heat transfer medium.
[0012] With the present invention, the same heat transfer medium is
transported on the one hand by the heat source in order to directly
heat the driver's bed or the interior wall of the vehicle, and on
the other, the same heat transfer medium can be transported by the
heat exchanger in the reservoir, in order especially to cool. In
addition, the device of the present invention has the advantage
that the driver's bed and/or the vehicle interior wall can also be
heated out of the reservoir, specifically in the case in which the
reservoir has to be charged beforehand with the thermal energy of
the heat source by the heat exchanger. In this way, the driver's
bed of the present invention, or the vehicle interior wall, can be
brought to the desired temperature quickly.
[0013] In one advantageous embodiment of the invention, the
heating/cooling surface for the driver's bed and/or the vehicle
interior wall is arranged in a parallel connection to the heat
exchanger in the heat transfer medium circuit. The parallel
connection enables three basic flow paths which can be cleared
individually, or also in combination, in an especially simple
manner for flowing heat transfer medium. A first flow path leads
from the engine cooling circuit as a heat source through the heat
exchanger in the reservoir and back into the engine cooling
circuit. A second flow path leads from the engine cooling circuit
through the heating/cooling surface and back into the engine
cooling circuit. The third flow path leads out of the heat
exchanger in the reservoir into the heating/cooling surface and
back into the reservoir. Alternatively to a parallel connection,
the heat exchanger in the reservoir and the heating/cooling surface
in the heat transfer medium circuit can be connected in series. In
this series connection, a bypass line and possibly a line with a
second heat exchanger are advantageously connected parallel to the
heating/cooling surface.
[0014] In the device of the present invention, a valve is
furthermore assigned to the heating/cooling surface and it can
remotely control the flow of the heat transfer medium through the
heating/cooling surface. With the valve, the flow of heat transfer
medium through the heating/cooling surface is controlled and, in
this way, the temperature on the driver's bed or the interior wall
of the vehicle is adapted as desired.
[0015] Several driver's beds and/or vehicle interior walls can be
simultaneously controlled especially easily by an individual device
as provided by the present invention by the use of a second
heating/cooling surface for a second driver's bed or a second
vehicle interior wall which is located in a parallel connection to
the first heating/cooling surface.
[0016] Two or more heating/cooling surfaces for driver's beds or
vehicle interior walls can be individually controlled with respect
to their temperature by each of the two heating/cooling surfaces
being assigned its own valve with which the flow through the
respective heating/cooling surface can be remotely controlled.
[0017] For one economical approach to the device of the present
invention, alternatively to the parallel connection, a common valve
can be assigned to the heating/cooling surfaces, whereby the flow
of heat transfer medium through the two heating/cooling surfaces
can be remotely controlled.
[0018] The device of the present invention can moreover be used to
heat the air itself in the passenger compartment. This is possible
via a second heat exchanger which is integrated into the heat
transfer medium circuit and through which air can flow. The second
heat transfer medium can be located in the front and/or rear area
of the vehicle interior. The temperature in the vehicle interior or
the sleeping berth can then be set via the heat transfer medium
flow in the second heat exchanger and the air flow through this
heat exchanger. In addition, the driver's bed itself is
temperature-controlled by the same heat transfer medium flow, and
the temperature of the driver's bed can be influenced by the amount
of heat transfer medium flowing therethrough.
[0019] At least one heating/cooling surface is advantageously
series-connected to the aforementioned second heat exchanger. A
bypass line for the heating/cooling surface is formed with an
adjustable flow cross section. In this series connection, heat
energy is withdrawn in a controlled manner from the heat transfer
medium flow first from one of the two means, while already colder
heat transfer medium is flowing through the means which is located
downstream in the series connection. It is advantageous in this
arrangement if at least one heating/cooling surface for heating is
located in front of the second heat exchanger in the flow direction
from the engine cooling circuit. When flow takes place through the
arrangement, the heat transfer medium then heats first the driver's
bed before the remainder of its thermal energy is released to the
air in the vehicle interior with the second heat exchanger. The
driver's bed is then heated first. The aforementioned bypass line
is used for flow around the heating/cooling surface when it has
been blocked by one of the aforementioned valves. When the driver's
bed and the vehicle interior are cooled in turn the focus is on the
means through which the heat transfer medium flows first.
[0020] Alternatively, at least one heating/cooling surface can also
be advantageously located in a parallel connection to the second
heat exchanger. In the parallel connection, hot or cold heat
transfer medium flows simultaneously through the heating/cooling
surface and the pertinent second heat exchanger. Accordingly, the
aforementioned heating or cooling of the driver's bed and the air
in the vehicle interior takes place therefore uniformly. Both means
are therefore operated to the same degree.
[0021] In addition, advantageously, a circulation pump is
integrated into the heat transfer medium circuit such that it
conveys the heat transfer medium through the heat exchanger and the
heating/cooling surface and especially also through the second heat
exchanger. The circulation pump is used to charge the reservoir
with thermal energy and, moreover, enables heating and cooling from
the reservoir into the heating/cooling surface of the driver's bed
and/or into the second heat exchanger. Besides this circulation
pump, using the coolant pump of the internal combustion engine,
which is used as a heat source, the liquid heat transfer medium can
likewise be conveyed in the heat transfer medium circuit. The
coolant pump can likewise convey the heat transfer medium through
the heating/cooling surface and/or the heat exchanger, in this case
the driver's bed and the air being heated in the vehicle interior
by the exhaust heat of the internal combustion engine. Besides an
internal combustion engine, an auxiliary heater with a burner and
possibly its own circulation pump, an electrical heater and/or a
fuel cell (APU means) can be used as the heat source.
[0022] In the coolant circuit, a second evaporator is
advantageously provided through which preferably air can flow.
Using the second evaporator, during operation of the coolant
circuit, the air in the motor vehicle interior can be directly
cooled. This function is used during operation of the vehicle
engine, during which the compressor in the coolant circuit is
driven by the engine. The other aforementioned functions in which
the reservoir is used, are provided preferably, for auxiliary
climate control while the engine of the vehicle is off.
BRIEF DESCRIPTION OF THE DRAWINGS
[0023] FIG. 1 shows a simplified representation of a first
embodiment of a device of ent invention while driving or in
auxiliary operation;
[0024] FIG. 2 shows a simplified representation of a second
embodiment of a device of ent invention in auxiliary operation;
[0025] FIG. 3 shows a simplified representation of a third
embodiment of a device of ent invention while driving or in
auxiliary operation;
[0026] FIG. 4 shows a simplified representation of a fourth
embodiment of a device as in the invention while driving or in
auxiliary operation,
[0027] FIG. 5 shows a simplified representation of a fifth
embodiment of the device of ent invention in auxiliary
operation;
[0028] FIG. 6 shows a simplified representation of a sixth
embodiment of the device of ent invention in auxiliary
operation;
[0029] FIG. 7 shows a simplified representation of a seventh
embodiment of the device esent invention while driving or in
auxiliary operation;
[0030] FIG. 8 shows a simplified representation of an eighth
embodiment of the device esent invention while driving or in
auxiliary operation; and
[0031] FIG. 9 is a broken-away view of a truck cab in which
DETAILED DESCRIPTION OF THE INVENTION
[0032] FIG. 1 shows a device 10 for climate control of a vehicle
interior (not shown), and perferably for the sleeping birth of a
truck. The device 10 has a coolant circuit 12 and a heat transfer
medium circuit 14 as important components.
[0033] The coolant circuit 12 is used to cool a coolant and
includes a line 18 proceeding from a compressor 16 and leading to a
condenser 20 and further to a collector/drier 22. In the line 18,
there is a branch 24 from which a line 26 leads to a valve 28 and
then to an expansion valve 30. In the flow direction behind the
expansion valve 30, there is an evaporator 32 in a cold/heat
reservoir 34. From the evaporator 32, a line 36 leads to a check
valve 38 and further to a branch 40 at which the line 36 again
meets the line 18.
[0034] Between the branch 24 and the branch 40, there is a second
line 42 parallel to the evaporator 32, in which proceeding from the
branch 24 there are a valve 44, an expansion valve 46 and an
evaporator 48. The evaporator 48 is located as a so-called front
HVAC in the vehicle interior. Air can be transported through the
evaporator 48 and also the condenser 20 by a fan.
[0035] The coolant circuit enables the following operating modes:
during operation of the compressor 16 which is driven by the
internal combustion engine of the truck (not shown), heat is
removed from the coolant at the condenser 20 and is subsequently
conveyed to the branch 24. At the branch 24, the coolant can be
routed by switching the valves 28 and/or 44 selectively into the
evaporator 32 and/or the evaporator 48. In the evaporators 32 and
48, heat is supplied to the coolant and thus the vicinity of the
evaporators 32 and 48 is cooled.
[0036] Air flows through the evaporator 48 and is subsequently
routed into the motor vehicle interior to directly cool the air in
the interior. This direct cooling of the vehicle interior
corresponds to the operation of an ordinary air conditioner.
[0037] The evaporator 32 is located in the reservoir 34 so that
this reservoir 34 can be cooled and charged by the coolant flowing
through the evaporator 32. In the reservoir 34, using the coolant
circuit during operation of the compressor 16, "cold" can be
stored.
[0038] The heat transfer medium circuit 14 is preferably used to
heat a liquid heat transfer medium and moreover to cool the
driver's bed and/or the vehicle interior or cab wall. A feed inlet
50 leads into the heat transfer medium circuit 14 and makes
available heat transfer medium from an engine cooling circuit (not
shown). From the inlet 50, a line 52 leads to a valve 54 and
further to a branch 56. From branch 56, a line 58 leads to another
branch 60 from which a line 62 leads to a circulation pump 64 and
further to a heat exchanger 66. The heat exchanger 66 is located in
the aforementioned cold/heat reservoir 34. In the flow direction
downstream of the heat exchanger 66, a compensation tank 70 is
connected to the line 62 at the branch 68. A valve 72 is located in
the line 62 which leads further to a branch 74. From the branch 74,
a line 76 leads to another branch 78. From branch 78, finally a
line 80 leads to an outlet 82 which discharges into the engine
cooling circuit.
[0039] In the engine cooling circuit, on the one hand, there is an
internal combustion engine (not shown); its exhaust heat is
released to the engine cooling circuit. Furthermore, in the engine
cooling circuit, there is an auxiliary heater with a burner and/or
an electrical heater. In an embodiment of the device 10 which is
not shown, a fuel cell is located in the engine cooling
circuit.
[0040] Between the branch 56 and the branch 78, a line 88 is formed
in which a valve 90 and the heating/cooling surface 92 of a
driver's bed (not shown) are located. Between the branch 60 and the
branch 74, there is a line 84 in which there is a heat exchanger
86. Air flows through the heat exchanger 86, which is also called a
rear/front heater (HE), by use of a fan, and into the motor vehicle
interior.
[0041] Using the heat transfer medium circuit 14, the following
functions of the device 10 can be made available on the
heating/cooling surface 92 of the driver's bed and the heat
exchanger 86. Both the heating/cooling surface 92 and also the heat
exchanger 86 can be directly heated with a hot heat transfer medium
which is made available from the engine cooling circuit by a
coolant pump or delivery pump in the auxiliary heater which is not
shown. For this direct heating, the valve 54 is opened and the
valve 88 selectively closed. With the valve 88 in particular, the
amount of heat transfer medium delivered by the heating/cooling
surface 92 per unit of time can be influenced, by which the
temperature of the driver's bed can be adjusted. For
heating/cooling as provided by the invention, a temperature of the
driver's bed 1K to 5K above or below the ambient temperature at a
heat output of roughly 30-100 W/m.sup.2, especially 50-80
W/m.sup.2, is desirable. To prevent flow through the heat exchanger
66 during direct heating, the valve 72 can be closed. In the engine
cooling circuit, the heat transfer medium can be heated with the
exhaust heat of the internal combustion engine and/or the auxiliary
heater.
[0042] In addition to direct heating, it is also possible to charge
the reservoir 34 with thermal energy from the engine cooling
circuit. To do this, with the valve 54 open and the valve 72 open,
the heat transfer medium is transported by the circulation pump 64
through the heat exchanger 66. During charging of the reservoir 34
with thermal energy, moreover, the heat transfer medium can be
transported by the heat exchanger 86 to heat the air in the vehicle
interior or the heat transfer medium can be routed through the
heating/cooling surface 92 to heat the driver's bed.
[0043] In addition, with the heat transfer medium circuit 14,
indirect heating can also be enabled by discharging a charged hot
reservoir 34 again and by its thermal energy being routed to the
heat exchanger 86 and/or the heating/cooling surface 92. The
reservoir 34 is discharged in this way using the circulation pump
64 which, with the valve 72 opened, delivers the heat transfer
medium to the heat exchanger 86 and, with the valve 90 opened, also
to the heating/cooling surface 92. Direct and indirect heating can
take place at the same time with both the valve 72 and also the
valve 54 being opened.
[0044] Finally, with the heat transfer medium circuit 14, a charged
cold reservoir 34 can also be discharged and its cold can be
conveyed to the heat exchanger 86 and/or especially to the
heating/cooling surface 92 of the driver's bed. In these operating
modes of indirect cooling, using the circulation pump 64, the heat
transfer medium is conveyed through the cold reservoir 34. With the
valve 72 open, the heat transfer medium travels to the heat
exchanger 86 and, with the valve 90 open, also travels to the
heating/cooling surface 92. The cold heat transfer medium can be
prevented from flowing into the engine cooling circuit by closing
the valves 54 and 102. Indirect cooling is carried out preferably
when the internal combustion engine is off, during which the
compressor 16 is not driven.
[0045] Overall, the following operating modes can be implemented
with the coolant circuit 12:
[0046] 1. only cooling at the evaporator 48 (air conditioner
function);
[0047] 2. only charging of the reservoir 34 at the evaporator 32
(charging while driving);
[0048] 3. simultaneous cooling on the evaporator 48 and charging at
the evaporator 32.
[0049] The following operating modes can be implemented with the
heat transfer medium circuit 14:
[0050] 1. only discharging of the cold reservoir 34 at the heat
exchanger 86;
[0051] 2. only discharging of the cold reservoir 34 at the
heating/cooling surface;
[0052] 3. simultaneous discharging of the cold reservoir 34 at the
heat exchanger 86 and at the heating/cooling surface 92;
[0053] 4. only charging of the reservoir 34 with the heat exchanger
66;
[0054] 5. only heating at the heat exchanger 86;
[0055] 6. only heating at the heating/cooling surface 92;
[0056] 7. simultaneous charging of the reservoir 34 and heating at
the heat exchanger 86 and/or at the heating/cooling surface 92;
[0057] 8. only heating at the heat exchanger 86 and/or at the
heating/cooling surface 92.
[0058] These diverse operating modes of the device 10 can moreover
be extensively varied by combining the functions of the coolant
circuit 12 with those of the heat transfer medium circuit 14. In
this way, for example, during operation of the compressor 16, the
vehicle interior can be cooled, for example, via the evaporator 48
and, at the same time, via the reservoir 34 and the heat exchanger
86. Moreover the heating/cooling surface 92 of the driver's bed can
be cooled from the reservoir 66.
[0059] The different heating functions of the heat transfer medium
circuit 14 can be further varied by the exhaust heat of the
internal combustion engine and the heat output of the auxiliary
heater or a heater being used in the engine cooling circuit.
[0060] The device 10 enables simple, reliable and moreover highly
flexible climate control of the heating/cooling surface of a
driver's bed. The heating and cooling of the driver's bed takes
place in combination with the heating and cooling of air in the
motor vehicle interior so that overall the level of comfort for the
driver of the vehicle is greatly increased.
[0061] FIG. 2 shows an embodiment of the device 10 in which the
heat transfer medium circuit 14 is made slightly differently.
Instead of the valve 72 as shown in FIG. 1, in the line 84 as shown
in FIG. 2, a valve 96 is located next to the heat exchanger 86.
Furthermore, in the line 88, the valve 90 as shown in FIG. 1 is
replaced by the valve 94 on the side of the heating/cooling surface
92, which is the left one in FIG. 2. The two valves 92 and 94
enable dedicated control of the flows of the heat transfer medium
through the heat exchanger 86 and the heating/cooling surface 92
such that the aforementioned operating modes can be controlled with
especially high temperature control accuracy.
[0062] FIG. 3 illustrates a device 10 in which, in contrast to the
device as shown in FIG. 2, a line 98 is connected parallel to the
heating/cooling surface 92 wherein there is a second
heating/cooling surface 100. To control the flow of the heat
transfer medium through the two heating/cooling surfaces 92 and
100, a valve 94 is provided downstream of the union of the lines 88
and 98.
[0063] Furthermore, in the device as shown in FIG. 3, in the line
80, there is another valve 102 by means of which the heat transfer
medium circuit 14 can also be closed at the outlet 82 relative to
the engine cooling circuit.
[0064] FIG. 4 shows a device 10 in which, instead of the joint
control of the flow through the two heating/cooling surfaces 92 and
100 using only one valve 94, there is another valve 106. While the
valve 94 in the line 88 is assigned to the heating/cooling surface
92, using the valve 106, the line 98 of the second heating/cooling
surface 100 can be closed. In this way the individual flows in the
heating/cooling surfaces 92 or 100 can be controlled individually.
There is another branch 104 as the discharge of the line 98 into
the line 80.
[0065] FIGS. 5 and 6 each show a device 10 in which with the
heating/cooling surface 92 and the heat exchanger 86, a series
connection is formed within the heat transfer medium circuit 14.
This series connection is made in the line 110 which extends from
the branch 56 as shown in FIG. 1 in the direction to the branch 78
as shown in FIG. 1. In the line 110, there are a heating/cooling
surface 92 and furthermore a valve 112 with which the flow through
the heating/cooling surface 92 can be controlled. On the branch 114
in the line 52, furthermore a line 116 branches off in which
selectively, as shown in FIG. 5, a second heating/cooling surface
100 and the pertinent valve 118 may be provided. The two
heating/cooling surface 92 and 100 in this way, within the series
connection, form a parallel connection. For the heating/cooling
surface 92, there is furthermore as shown in FIG. 5 and also FIG.
6, a bypass line 120 in which the valve or a choke 122 is located.
Using the bypass line 120, the heat transfer medium can be routed
around the heating/cooling surface 92 and also the heating/cooling
surface 100 when, with the flowing heat transfer medium solely or
to an increased degree, the heat exchanger 86 can be controlled.
The heat exchanger 86 is located in a line 124 in the flow
direction behind the heating/cooling surfaces 92 and 100.
[0066] In the series connection shown in FIGS. 5 and 6, during
heating out of the engine cooling circuit, upstream of the heat
exchanger 86, the heating/cooling surface 92 and 100 can be started
with the hot heat exchanger. This leads to an especially rapid
heat-up of the heating/cooling surfaces 92 and 100, especially
while driving. When hot or cold is discharged from the reservoir
using the circulation pump 64, conversely first the heat exchanger
86 and subsequently the heating/cooling surfaces 92 and 100 are
started with the hot or cold heat transfer medium. Accordingly
especially during auxiliary operation of the device 10, the heat
exchanger 86 is operated to an intensified degree. The
heating/cooling performance of the heat exchanger 86 can be
influenced both by means of the flow of heat transfer medium
transported by it and also by means of the amount of air delivered
per unit of time by the heat exchanger 86.
[0067] FIG. 7 shows a device 10 which is structured essentially
like the device as shown in FIG. 5. As shown in FIG. 7, the bypass
line 120 is however made in a direct continuation of the line 124.
In the bypass line 120, there is furthermore no valve so that the
flow of heat transfer medium is conveyed essentially by the heat
exchanger 86. Heating and cooling on the heat exchanger 86 are
controlled solely by the corresponding operation of its fan. The
heating/cooling surfaces 92 and 100 are connected in parallel to
the bypass line 120 analogously to FIG. 5.
[0068] Finally, FIG. 8 shows the device 10 in which, in the line 52
of heat transfer medium circuit 14, a branch 126 is formed from
which a line 128 leads continuously to a branch 130 which is
located in the line 80 at the outlet 82. In the device 10 as shown
in FIG. 8, furthermore in the flow direction downstream of the
branch 126 proceeding from the triple junction 136, a parallel
connection is formed from the line 134, the line 136 and the line
138. In the line 138, there are a valve 140 and the heating/cooling
surface 92. The line 136 extends continuously from the branch 132
to a branch 142 at which the three lines 134, 136 and 138 come
together.
[0069] The parallel connection of the three lines 134, 136, 138
selectively enables flow through the heat exchanger 86, direct
diversion to the reservoir 34 and/or flow through the
heating/cooling surface 92. Moreover, the line 128 can deliver the
heat transfer medium directly back into the engine cooling circuit
without it flowing further through the heat transfer medium circuit
14. In this way, the engine cooling circuit can be heated up
especially quickly after the starting of the internal combustion
engine.
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