U.S. patent application number 14/235491 was filed with the patent office on 2014-06-12 for air conditioning system for controlling the temperature of components and of an interior of a motor vehicle.
The applicant listed for this patent is Matthias Furll, Gregor Homann, Stefan Schmitt. Invention is credited to Matthias Furll, Gregor Homann, Stefan Schmitt.
Application Number | 20140158322 14/235491 |
Document ID | / |
Family ID | 46785357 |
Filed Date | 2014-06-12 |
United States Patent
Application |
20140158322 |
Kind Code |
A1 |
Homann; Gregor ; et
al. |
June 12, 2014 |
AIR CONDITIONING SYSTEM FOR CONTROLLING THE TEMPERATURE OF
COMPONENTS AND OF AN INTERIOR OF A MOTOR VEHICLE
Abstract
The invention relates to an air conditioning system for
controlling the temperature of components and of the interior of a
motor vehicle, comprising a first water pump (C.3) that drives a
first coolant circuit (100), a second water pump (C.4) that drives
a second coolant circuit (200), a compressor (A.1) that drives a
refrigerant circuit (300) that has a high-pressure side and a
low-pressure side, an air-water heat exchanger (C.5) connected to
the first coolant circuit (100) on the water side and arranged
upstream from the interior on the air side, a first
refrigerant-coolant heat exchanger (A.2) connected to the
refrigerant circuit (300) on the refrigerant side and arranged
upstream from the air-water heat exchanger (C.5) on the water side,
and a second refrigerant-coolant heat exchanger (A.10) connected to
the refrigerant circuit (300) on the refrigerant side and located
downstream from the potential heat sources on the water side.
Inventors: |
Homann; Gregor; (Wolfsburg,
DE) ; Furll; Matthias; (Weddel, DE) ; Schmitt;
Stefan; (Velpke, DE) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Homann; Gregor
Furll; Matthias
Schmitt; Stefan |
Wolfsburg
Weddel
Velpke |
|
DE
DE
DE |
|
|
Family ID: |
46785357 |
Appl. No.: |
14/235491 |
Filed: |
July 18, 2012 |
PCT Filed: |
July 18, 2012 |
PCT NO: |
PCT/EP2012/003026 |
371 Date: |
January 28, 2014 |
Current U.S.
Class: |
165/61 ;
62/498 |
Current CPC
Class: |
B60H 1/2221 20130101;
F25B 29/003 20130101; B60H 1/00907 20130101; B60H 1/3213 20130101;
B60H 1/143 20130101; B60H 1/03 20130101 |
Class at
Publication: |
165/61 ;
62/498 |
International
Class: |
F25B 29/00 20060101
F25B029/00 |
Foreign Application Data
Date |
Code |
Application Number |
Jul 28, 2011 |
DE |
10 2011 108 729.3 |
Claims
1. An air conditioning system for controlling the temperature of
components and of the interior of a motor vehicle, comprising a
first water pump that drives a first coolant circuit, a second
water pump that drives a second coolant circuit, a compressor that
drives a refrigerant circuit that has a high-pressure side and a
low-pressure side, an air-water heat exchanger connected to the
first coolant circuit on the water side and arranged upstream from
the interior on the air side, and a first refrigerant-coolant heat
exchanger connected to the refrigerant circuit on the refrigerant
side and arranged upstream from the air-water heat exchanger on the
water side.
2. The air conditioning system according to claim 1, wherein the
first refrigerant-coolant heat exchanger is connected to the
high-pressure side of the refrigerant circuit.
3. The air conditioning system according to claim 1, wherein the
air conditioning system has a valve array by means of which the
first refrigerant-coolant heat exchanger can be disconnected from
the refrigerant circuit on the refrigerant side.
4. The air conditioning system according to claim 1, wherein an air
flap that controls an air stream flowing through the air-water heat
exchanger into the interior is arranged upstream from the air-water
heat exchanger on the air side.
5. The air conditioning system according to claim 1, wherein the
valve array can connect a heat source of the motor vehicle to the
first coolant circuit, so that it can be connected upstream from
the first refrigerant-coolant heat exchanger.
6. The air conditioning system according to claim 1, wherein the
valve array can connect a heat source of the motor vehicle to the
second coolant circuit, so that it can be connected upstream from
the second refrigerant-coolant heat exchanger.
7. The air conditioning system according to claim 6, wherein the
heat source of the motor vehicle has at least one element chosen
from the group consisting of: an electric component, an electric
traction component, a power electronics unit, a battery, an
internal combustion engine and an electric auxiliary heater.
8. The air conditioning system according to claim 7, wherein the
air conditioning system has an evaporator that is connected to a
low-pressure side of the refrigerant circuit on the refrigerant
side and that is located upstream from the air-water heat exchanger
on the air side.
9. The air conditioning system according to claim 1, wherein the
air conditioning system has a second refrigerant-coolant heat
exchanger connected to the second coolant circuit on the water side
and connected to the low-pressure side of the refrigerant circuit
on the refrigerant side.
10. The air conditioning system according to claim 1, wherein the
refrigerant circuit has a condenser through which an ambient air
stream flows, whereby said condenser can be selectively connected
to the high-pressure side or to the low-pressure of the refrigerant
circuit by means of the valve array.
11. The air conditioning system according to claim 1, wherein the
air conditioning system has a third coolant circuit that is driven
by a third water pump in order to separately cool the internal
combustion engine.
12. A method for air conditioning a motor vehicle having an
electric traction system, by means of an air conditioning system
according to claim 1, comprising transporting a heat flow from the
first refrigerant-coolant heat exchanger to the air-water heat
exchanger during the heating mode of the air conditioning system,
whereby the heat flow, controlled by the valve array, stems from at
least one of the following components of the motor vehicle: the
heat source of the motor vehicle, the electric component, the
electric traction component, the power electronics unit, the
battery, the internal combustion engine and/or the high-pressure
side of the refrigerant circuit, transporting a heat flow from the
second refrigerant-coolant heat exchanger to the pressure level of
the refrigerant circuit on the suction side in a heating mode of
the air conditioning system, whereby, as a function of settings of
valves of the refrigerant circuit and of the first and second
coolant circuits, the heat flow stems from at least one of the
following components of the motor vehicle: the heat source of the
motor vehicle, the electric component, the electric traction
component, the power electronics unit, the battery, the internal
combustion engine and/or the low-pressure side of the refrigerant
circuit, transport of transporting a heat flow from the condenser
to the pressure level of the refrigerant circuit on the suction
side in a heating mode of the air conditioning system, whereby, as
a function of settings of valves of the refrigerant circuit and of
the first and second coolant circuits and of an ambient air stream,
the heat flow stems from at least one of the following components
of the motor vehicle: the heat source of the motor vehicle, the
electric component, the electric traction component, the power
electronics unit, the battery, the internal combustion engine
and/or the low-pressure side of the refrigerant circuit,
transporting a cold flow from the second refrigerant-coolant heat
exchanger in a component cooling mode to at least one of the
following components of the motor vehicle: the heat source of the
motor vehicle, the electric component, the electric traction
component, the power electronics unit, the battery, the internal
combustion engine and/or the electric auxiliary heater.
13. The method according to claim 12, comprising transporting a
cold flow from the evaporator into the interior of the motor
vehicle during the interior cooling mode or during the interior
reheating mode.
14. (canceled)
Description
[0001] The invention relates to a device and to a method for air
conditioning the interior and for controlling the temperature of
components of a motor vehicle, and the invention also relates to a
vehicle employing the method and employing the device.
[0002] The air conditioning and temperature control of components
of the interior of a motor vehicle are known procedures. Coolant
circuits operated with a cooling medium as well as refrigerant
circuits operated with a refrigerant can be employed for this
purpose. The coolant can especially be water or a mixture of
anti-freeze and water. The refrigerant can be an evaporating medium
for operating the refrigerant circuit which has a high-pressure
side and a low-pressure side. In this context, it is a known
procedure to also employ the refrigerant circuit in a heat pump
mode in order to heat up components and/or the interior of the
motor vehicle. The components of the motor vehicle can especially
be components of an electric traction system and of a source of
electric power for operating the electric traction system of the
motor vehicle. The unpublished German patent application DE 10 2010
044 416 of the same applicant discloses an air conditioner for a
vehicle having a refrigerant circuit which is configured as a heat
pump circuit and refrigeration circuit through which a refrigerant
can flow, and having a compressor associated with this circuit, at
least one exterior heat exchanger and at least one interior heat
exchanger with which an interior heat condenser is associated, and
having a device to generate an air stream that can be thermally
coupled to the interior heat exchanger and to the interior heat
condenser, as well as metering device that can meter the flow of at
least one partial stream of the thermally coupled air stream
through the interior heat condenser. In this context, it is
provided that, in a heat pump mode, the refrigerant can be or is
conveyed from the high-pressure side of the compressor into the
interior heat condenser, and then can be or is conveyed from the
interior heat condenser to the interior heat exchanger through an
expansion valve, then can be or is conveyed from the interior heat
exchanger to the exterior heat exchanger through an expansion valve
through which the refrigerant can flow in both directions, then can
be or is conveyed from the exterior heat exchanger from the
low-pressure side of the compressor, and then in an air
conditioning mode, the refrigerant can be or is conveyed from the
high-pressure side of the compressor directly into the interior
heat condenser, then can be or is conveyed from the interior heat
condenser to the exterior heat exchanger while bypassing the
expansion valve, then can be or is conveyed from the exterior heat
exchanger to the interior heat exchanger through the expansion
valve through which the refrigerant can flow in both directions,
and can be or is conveyed from the interior heat exchanger to the
low-pressure side of the compressor.
[0003] German patent application DE 10 2005 048 241 A1 discloses a
vehicle air conditioner having a thermodynamic primary circuit that
comprises a compressor controlled by a switching device and having
a secondary cooling circuit that can be thermodynamically coupled
to the primary circuit to cool electric aggregates such as, for
instance, a battery, said secondary cooling circuit comprising at
least one component that responds to a signal of the switching
device of the primary circuit. U.S. Pat. Appln. No. 2003 0182961 A1
relates to an air conditioner for a compartment. The air
conditioner has a compressor, an external heat exchanger and an
internal heat exchanger. Moreover, the air conditioner has a
cooling heat exchanger and a decompression unit arranged upstream
from the cooling heat exchanger, said decompression unit being open
during the cooling mode. German patent application DE 103 01 006 A1
relates to a heating/cooling circuit for a motor vehicle,
comprising an evaporator for cooling off air that is to be conveyed
into the interior, a heating heat exchanger for heating up air that
is to be conveyed into the interior, an external heat exchanger
with a compressor for conveying refrigerant, a first expansion
device that is associated with the evaporator, a second expansion
device that is associated with the external heat exchanger as well
as refrigerant lines by means of which the above-mentioned
components are connected to each other, whereby a defrosting system
of the circuit comprises the compressor, the external heat
exchanger and the second expansion device.
[0004] The objective of the invention is to allow the air
conditioning and temperature control of components and of the
interior of a motor vehicle in such a manner that the smallest
possible number of heat exchangers can cover the largest possible
number of temperature and operating states of the motor
vehicle.
[0005] This objective is achieved by means of an air conditioning
system for controlling the temperature of components and of the
interior of a motor vehicle, comprising a first water pump that
drives a first coolant circuit, comprising a second water pump that
drives a second coolant circuit, comprising a compressor that
drives a refrigerant circuit that has a high-pressure side and a
low-pressure side, comprising an air-water heat exchanger connected
to the first coolant circuit on the water side and arranged
upstream from the interior on the air side, and comprising a first
refrigerant-coolant heat exchanger connected to the refrigerant
circuit on the refrigerant side and arranged upstream from the
air-water heat exchanger on the water side. Advantageously, heat
from the refrigerant-coolant heat exchanger can be transferred from
the refrigerant circuit to the first coolant circuit.
Advantageously, the first coolant circuit is arranged in an air
conditioning unit of the air conditioning system and it serves to
heat and/or to cool air that is blown into the interior of the
motor vehicle. Advantageously, the first refrigerant-coolant heat
exchanger is arranged outside of the air conditioning unit, so that
the latter is free of heat sources, except for the air-water heat
exchanger that is present there. Advantageously, the air blown into
the interior is heated up inside the air conditioning unit
optionally only via the air-water heat exchanger of the first
coolant circuit. If the air-water heat exchanger is not supplied
with heat, the air conditioning unit is advantageously free of heat
sources. This advantageously allows efficient heating of the
interior and/or cooling of the interior.
[0006] In one embodiment of the air conditioning system, it is
provided that the first refrigerant-coolant heat exchanger is
connected to the high-pressure side of the refrigerant circuit.
Advantageously, the heat conveyed in the high-pressure side of the
refrigerant circuit can be dissipated via the first
refrigerant-coolant heat exchanger.
[0007] In another embodiment of the air conditioning system, it is
provided for the air conditioning system to have a valve array by
means of which the first refrigerant-coolant heat exchanger can be
disconnected from the refrigerant circuit on the refrigerant side.
Advantageously, the air conditioning system can be controlled by
means of the valve array. In particular, the valve array can be
actuated by means of a central control unit that especially also
picks up measurement and sensor signals and converts them into
control signals for purposes of actuating the valve array.
Advantageously, the valve array can disconnect the first
refrigerant-coolant heat exchanger from the refrigerant circuit on
the refrigerant side, so that it does not receive any heat from the
refrigerant circuit, in other words, the flow can pass through the
refrigerant-coolant heat exchanger without any appreciable heat
transfer from the first coolant circuit.
[0008] In another embodiment of the air conditioning system, it is
provided that an air flap that controls an air stream flowing
through the air-water heat exchanger into the interior is arranged
upstream from the air-water heat exchanger on the air side.
Advantageously, the air flap can be used to discontinue a heat
and/or cold transfer between the air stream and the air-water heat
exchanger. Here, it is possible for the entire air stream to flow
through the air-water heat exchanger, a process in which the latter
comes to a complete stop when the air flap is closed. As an
alternative and/or in addition, at least part of the air stream can
bypass the air-water heat exchanger, so that closing the air flap
means that the air-water heat exchanger is disconnected from the
air stream on the air side. As an alternative and/or in addition,
the air flap can also disconnect only part of the air-water heat
exchanger from the air stream, so that the heat and/or cold
transfer can thus be controlled, especially reduced.
[0009] In another embodiment of the air conditioning system, it is
provided that the valve array can connect a heat source of the
motor vehicle to the first coolant circuit, so that it can be
connected upstream from the first refrigerant-coolant heat
exchanger. Advantageously, the first coolant circuit can take over
not only the task of transferring heat from the first
refrigerant-coolant heat exchanger to the air-water heat exchanger
of the air conditioning unit, but it can also carry out temperature
control, especially cooling and/or heating of the heat sources that
can be additionally connected.
[0010] In another embodiment of the air conditioning system, it is
provided that the heat source of the motor vehicle has at least one
element belonging to the following group: an electric component, an
electric traction component, a power electronics unit, a battery,
an internal combustion engine, an electric auxiliary heater.
Advantageously, the temperature of all kinds of components of the
motor vehicle can be controlled, in other words, heated and/or
cooled. In particular, their waste heat can be used to heat up the
interior, for instance, in that they are coupled to the
refrigerant-coolant heat exchanger. Moreover, the cold and/or heat
generated by the cooling circuit can be used to cool and/or heat
all kinds of electric components.
[0011] In another embodiment of the air conditioning system, it is
provided that the air conditioning system has an evaporator that is
connected to a low-pressure side of the coolant circuit on the
refrigerant side and that is located upstream from the air-water
heat exchanger on the air side. Advantageously, the evaporator can
cool the air stream flowing into the interior. In a corresponding
manner, heat can be fed into the refrigerant circuit.
[0012] In another embodiment of the air conditioning system, it is
provided that the air conditioning system has a second
refrigerant-coolant heat exchanger connected to the second coolant
circuit on the water side and connected to the low-pressure side of
the refrigerant circuit on the refrigerant side. Advantageously,
the second refrigerant-coolant heat exchanger can transfer heat
from the refrigerant circuit to the second coolant circuit. As an
alternative or in addition, it is conceivable for the second
coolant circuit to have a heat source so that this heat can be
transferred to the refrigerant circuit by means of the second
refrigerant-coolant heat exchanger.
[0013] In another embodiment of the air conditioning system, it is
provided that the refrigerant circuit has a condenser through which
an ambient air stream flows, whereby said condenser can be
selectively connected to the high-pressure side or to the
low-pressure of the refrigerant circuit by means of the valve
array. Advantageously, through the actuation of the valve array,
the condenser can be used to feed heat into, or alternatively to
dissipate heat out of, the refrigerant circuit. This can be
advantageously utilized especially in the case of the heat pump
mode since, thanks to the condenser that can be switched over by
means of the valve array and thanks to the evaporator, an enlarged
heat-exchange surface area is available during the circulating air
mode.
[0014] In another embodiment of the air conditioning system, it is
provided that the air conditioning system has a third coolant
circuit that is driven by a third water pump in order to separately
cool the internal combustion engine. Advantageously, the internal
combustion engine can optionally be cooled separately by means of
the third coolant circuit, for example, if the engine generates a
high heat output that cannot be used or dissipated via the other
circuits.
[0015] The objective is also achieved by a method for air
conditioning a motor vehicle having an electric traction system, by
means of the air conditioning system described above, involving the
transport of a heat flow from the first refrigerant-coolant heat
exchanger to the air-water heat exchanger during the heating mode
of the air conditioning system, whereby the heat flow, controlled
by the valve array, stems from at least one of the following
components of the motor vehicle: the heat source of the motor
vehicle, the electric component, the electric traction component,
the power electronics unit, the battery, the internal combustion
engine and/or the high-pressure side of the coolant circuit; also,
during the component cooling mode, involving the transport of a
cold flow from the second refrigerant-coolant heat exchanger to at
least one of the following components of the motor vehicle: the
heat source, the battery, the internal combustion engine and/or the
electric auxiliary heater. Advantageously, during the heating mode,
the interior of the motor vehicle can be heated up, whereby the
actual heat exchange for purposes of feeding the heat flow into the
air-water heat exchanger by means of the first refrigerant-coolant
heat exchanger takes place via a feed line, so that advantageously
the air conditioning unit is free of heat sources, in other words,
the first refrigerant-coolant heat exchanger is arranged outside of
the air conditioning unit. During the heat pump mode of the
refrigerant circuit, the heat can advantageously be generated at
the first coolant circuit of the heating heat exchanger and
transported into the interior by means of the air stream.
Advantageously, the cold that can be generated in the component
cooling mode by means of the coolant circuit can be used to cool
the components of the motor vehicle. As an alternative and/or in
addition, the heating mode and the component cooling mode can be
controlled independently of each other, so that a purely component
cooling mode, a purely heating mode and a combined heating and
component cooling mode can be advantageously controlled by means of
the valve array.
[0016] In one embodiment of the method, the transport of a cold
flow from the evaporator into the interior of the motor vehicle is
provided during the interior cooling mode or during the interior
reheating mode. The term "interior cooling mode" means that the
interior of the motor vehicle is being cooled by means of the air
stream. The term "interior heating mode" means that the interior of
the motor vehicle is being heated by means of the air stream. The
term "interior reheating mode" means that the air stream blown into
the interior is being dehumidified. Here, either cooling and/or
heating of the interior can be taking place since, for this
purpose, the air stream being blown into the interior is first
cooled and thus dehumidified, and subsequently reheated. Depending
on the control of the heat and cold flows, it is thus possible to
blow a cooled or heated and dried air stream into the interior.
[0017] The objective is also achieved in a motor vehicle that is
designed, provided, constructed and/or furnished with software for
carrying out a method as described above and/or that is equipped
with an air conditioning system as described above. This results in
the advantages described above.
[0018] Additional advantages, features and details ensue from the
description below, in which an embodiment is described in greater
detail making reference to the drawing. Identical, similar and/or
functionally identical parts are designated by the same reference
numerals.
[0019] The following is shown:
[0020] FIG. 1: a schematic view of an air conditioning system for
controlling the temperature of components and of the interior of a
motor vehicle, whereby the air conditioning system has an electric
auxiliary heater;
[0021] FIG. 2: a schematic view of another air conditioning system
analogous to the air conditioning system shown in FIG. 1, with the
difference that an internal combustion engine is provided instead
of the auxiliary heater;
[0022] FIG. 3: a schematic overview of various modes of operation
of the air conditioning system shown in FIG. 1; and
[0023] FIG. 4: a schematic overview of various modes of operation
of the air conditioning system shown in FIG. 2.
[0024] FIG. 1 schematically shows an air conditioning system 7 for
controlling the temperature of the interior 3 of a motor vehicle 1
by means of an air conditioning unit 5.
[0025] The air conditioning system 7 shown in FIG. 1 has a first
coolant circuit 100 that is or can be driven by a first water pump
C.3.
[0026] Moreover, the air conditioning system 7 has a second coolant
circuit 200 that is or can be driven by a second water pump
C.4.
[0027] Moreover, the air conditioning system 7 has a refrigerant
circuit 300 that is or can be driven by a compressor A.1. The
refrigerant circuit 300 is operated with a refrigerant and can work
in the air conditioning mode and in the heat pump mode.
[0028] The coolant circuits 100 and 200 are operated with a
coolant, for instance, cooling water, especially with a mixture of
cooling water and anti-freeze. For purposes of controlling and/or
regulating the air conditioning system 7, the motor vehicle 1 has a
control unit (not shown in greater detail here), for instance, an
air conditioning control device and/or a central control device.
The control device controls a valve array 400 that acts upon the
circuits 100, 200 and 300. In order to generate the requisite
control and/or regulation signals, the control device (not shown in
greater detail here) receives measurement signals from the
pressure-temperature sensors, namely, from a first
pressure-temperature sensor A.5, a second pressure-temperature
sensor A.8 and a third pressure-temperature sensor A.11.
[0029] As a function of the signals of the pressure-temperature
sensors A.5, A.8 and A.11, especially electric expansion valves,
namely, a first electric expansion valve A.3, a second electric
expansion valve A.6 and a third electric expansion valve A.9 of the
refrigerant circuit 300 are controlled. Heat exchangers are
installed downstream from each of the expansion valves A.3, A.6 and
A.9, and they are designed as evaporators or can be operated as
evaporators, namely, an evaporator A.4, a condenser A.7 as well as
a second refrigerant-coolant heat exchanger A.10.
[0030] Moreover, the first coolant circuit 100 and the refrigerant
circuit 300 have a first refrigerant-coolant heat exchanger A.2
that is installed upstream from the first electric expansion valve
A.3 on the refrigerant side, and upstream from an air-water heat
exchanger C.5 of the air conditioning unit 5 on the coolant
side.
[0031] The refrigerant circuit 300 has a collector A.12 upstream
from the compressor A.1.
[0032] The valve array 400 has 2/2-way valves and 3/2-way valves
connected to the circuits 100-300. More specifically, these are a
first 2/2-way valve B.1, a second 2/2-way valve B.2, a third
2/2-way valve B.3, a fourth 2/2-way valve B.5, a fifth 2/2-way
valve B.6, a sixth 2/2-way valve B.7 and a seventh 2/2-way valve
B.8, a first 3/2-way valve D.1, a second 3/2-way valve D.2 and a
third 3/2-way valve D.3. Moreover, the valve array 400 has a
non-return valve B.4 that is located downstream from the third
2/2-way valve B.3 and that shuts off in the direction of the third
2/2-way valve B.3
[0033] The motor vehicle 1 shown in FIG. 1 has an electric traction
system (not shown in greater detail here) that can be supplied with
electric power by means of a battery C.1. The battery C.1 can be
connected to the second coolant circuit 200 by means of the valve
array, namely, in order to cool or heat the battery.
[0034] If the battery needs to be warmed up, the motor vehicle 1
has a heat source, in this case, an electric auxiliary heater C.2
that can feed heat into the second coolant circuit 200. However,
the battery can also be warmed up by the heat input into the
coolant circuit 100 via the cold circuit 300 via the
refrigerant-coolant heat exchanger A.2.
[0035] Different operating states or different modes of operation
of the air conditioning system shown in FIG. 1 will be described
below. These states or modes are effectuated by switching the state
of the valve array 400, whereby the circuits 100, 200, 300 of the
air conditioning system 7 change accordingly. In order to describe
the operating states or modes of operation, the individual
components will be enumerated starting at the drive source, in
other words, at the compressor A.1 and the water pumps C.3 and C.4,
and continuing downstream. This enumeration also indicates the
applicable switching state of the 3/2-way valves. Correspondingly,
the 2/2-way valves, which are not mentioned and which are
configured here as switching valves, are closed in each described
switching state.
[0036] In a first variant, the first coolant circuit 100 runs from
the first water pump C.3 to the second 3/2-way valve D.2, then via
the first refrigerant-coolant heat exchanger A.2 and the air-water
heat exchanger C.5 back to the first water pump C.3.
[0037] The second coolant circuit 200 runs from the second water
pump C.4 to the first 3/2-way valve D.1, via the third 2/2-way
valve D.3, then via the electric auxiliary heater C.2 and via the
second refrigerant-coolant heat exchanger A.10 back to the second
water pump C.4.
[0038] The refrigerant circuit 300 runs from the compressor A.1 via
the first 2/2-way valve B.1, then via the first refrigerant-coolant
heat exchanger A.2, the third electric expansion valve A.3. the
evaporator A.4, the first pressure-temperature sensor A.5, the
seventh 2/2-way valve B.8, the second refrigerant-coolant heat
exchanger A.10, the third pressure-temperature sensor A.11 and via
the collector A.12 back to the compressor A.1.
[0039] The seventh 2/2-way valve B.8 is connected in parallel to
the third electric expansion valve A.9, whereby in the first
variant of the first mode of operation, the seventh 2/2-way valve
B.8 is open.
[0040] The first mode of operation in the first variant can be used
to heat the interior 7 [sic] of the motor vehicle 1, especially at
temperatures below -10.degree. C. [14.degree. F.] in the
environment of the motor vehicle 1. Here, the electric auxiliary
heater C.2 serves as the source of heat. In a second variant of the
first mode of operation, which likewise serves to heat the interior
7 [sic], heat from an ambient air stream 9 stemming from the
environment can be fed by means of the condenser A.7 to the
refrigerant circuit 300, so that the latter can be additionally
employed as a heat source in a heat pump mode. In contrast, the
refrigerant circuit 300 additionally runs downstream from the first
pressure-temperature sensor A.5 via a parallel branch that runs via
the three 2/2-way valve B.3, the non-return valve B.4, the
condenser A.7, the second pressure-temperature sensor A.8, the
fifth 2/2-way valve B.6 and finally likewise via the collector A.12
back into the compressor A.1. In this mode of operation, the
condenser A.7 of the refrigerant circuit 300 can advantageously
serve as an evaporator to pick up the heat present in the
environment of the motor vehicle 1 or contained in the ambient air
stream 9.
[0041] In a first variant of a second mode of operation, the air
conditioning system 7 can be operated to heat the interior 3 at
temperatures as low as -10.degree. C. [14.degree. F.]. In the first
variant of the second mode of operation, the first coolant circuit
100 is connected analogously to the first mode of operation. The
second coolant circuit 200 is disconnected, whereby the second
water pump C.4 is not generating any pump output. The refrigerant
circuit 300 runs from the compressor A.1 via the first 2/2-way
valve B.1, the first refrigerant-coolant heat exchanger A.2, the
first electric expansion valve A.3, the evaporator A.4, the first
pressure-temperature sensor A.5, the second electric expansion
valve A.6 and the third 2/2-valve B.3 as well as the non-return
valve B.4, the condenser A.7 that is being operated as an
evaporator, the second pressure-temperature sensor A.8, the fifth
2/2-way valve B.6, and finally via the collector A.12 back into the
compressor A.1
[0042] In a second variant of the second mode of operation, the
second coolant circuit 200 is likewise disconnected.
[0043] In this second variant of the second mode of operation, the
battery C.1 can be heated when the motor vehicle 1 is at a
standstill. This can be done by means of the first coolant circuit
100 which, for this purpose, runs from the first water pump C.3 via
the second 3/2-way valve D.2, the first 3/2-way valve D.1, the
battery C.1, the third 3/2-way valve D.3, the first
refrigerant-coolant heat exchanger A.2, and finally via the
air-water heat exchanger C.5 back to the first water pump C.3.
[0044] As a special feature of the second variant of the second
mode of operation, the flap 11 that is upstream from the air-water
heat exchanger C.5 on the air side is closed. The flap 11 is shown
in a partially open state in FIG. 1.
[0045] An air stream 500 that flows into the interior 3 flows
through the evaporator A.4 and the air-water heat exchanger C.5.
The air stream 500 serves to control the temperature of the
interior 3.
[0046] In the second variant of the second mode of operation,
however, this air stream 500 is shielded from the air-water heat
exchanger C.5 by the flap 11.
[0047] In a third variant of the second mode of operation, the
battery C.1 can be cooled by means of the coolant circuit 200 while
the motor vehicle 1 is at a standstill.
[0048] In this process, the first coolant circuit 100 runs from the
first water pump C.3 via the second 3/2-way valve D.2, the first
refrigerant-coolant heat exchanger A.2, and finally via the
air-water heat exchanger C.5 back to the first water pump C.3.
[0049] The second coolant circuit 200 runs from the second water
pump C.4 via the first 3/2-way valve D.1 via the battery C.1, via
the third 3/2-valve D.3, the electric auxiliary heater C.2, the
second refrigerant-coolant heat exchanger A.10, and finally back to
the second water pump C.4.
[0050] The refrigerant circuit 300 runs from the compressor A.1 via
the first 2/2-way valve B.1, the first refrigerant-coolant heat
exchanger A.2, the first electric expansion valve A.3, the
evaporator A.4, the first pressure-temperature sensor A.5, via a
first parallel branch via the third electric expansion valve A.9,
the seventh 2/2-way valve B.8, the second refrigerant-coolant heat
exchanger A.10, the third pressure-temperature sensor A.11, a
second parallel branch with the second electric expansion valve
A.6, the condenser A.7, the second pressure-temperature sensor A.8,
the fifth 2/2-way valve B.6, and finally, downstream from the
parallel branches, via the collector A.12 back into the compressor
A.1.
[0051] In a first variant of a third mode of operation, the air
conditioning system 7 can be used to cool the battery in an air
conditioning mode and to dehumidify the interior 3 in a reheating
mode. In this context, the air stream 500 is first cooled off and
then reheated, before it is blown into the interior 3. The first
coolant circuit 100 here is connected in the same manner as, for
example, in the first variant of the first mode of operation.
[0052] The second coolant circuit 200 here is connected in the same
manner as, for example, in the third variant of the second mode of
operation.
[0053] The refrigerant circuit 300 runs from the compressor A.1 via
the first 2/2-way valve B.1, the first refrigerant-coolant heat
exchanger A.2, the fourth 2/2-way valve B.5, the second
pressure-temperature sensor A.8, the condenser A.7 that is being
operated as a condenser, the second electric expansion valve A.6
and, downstream from there, branching off in parallel, in a first
parallel branch via the first pressure-temperature sensor A.5, the
evaporator A.4 and the sixth 2/2-way valve B.7, and in a second
parallel branch via the seventh 2/2-way valve B.8, the second
refrigerant-coolant heat exchanger A.10 and the third
pressure-temperature sensor A.11, and finally reunited via the
collector A.12 and back into the compressor A.1.
[0054] A first variant of a fourth mode of operation of the air
conditioning system can be used to cool the battery C.1 and the
interior 3 in an air conditioning mode of the refrigerant circuit
300. In this context, the first coolant circuit 100 is
disconnected, in other words, the first water pump C.3 is not
generating any pumping output. The second coolant circuit 200 is
connected analogously, for example, to the third variant of the
second mode of operation.
[0055] The refrigerant circuit 300 runs from the compressor A.1 via
the second 2/2-way valve B.2, the second pressure-temperature
sensor A.8, the condenser A.7, the second electric expansion valve
A.6 and from there, branching off in parallel, in a first parallel
branch via the first pressure-temperature sensor A.5, the
evaporator A.4 and the sixth 2/2-way valve B.7, and in a second
parallel branch via the seventh 2/2-way valve B.8, the second
refrigerant-coolant heat exchanger A.10 and the third
pressure-temperature sensor A.11, and finally reunited via the
collector A.12 and back to the compressor A.1.
[0056] As a special feature, the flap 11 is closed in the first
variant of the fourth mode of operation.
[0057] A second variant of the fourth mode of operation can be used
to cool the battery C.1 and the interior 3 in a reheating mode, in
other words, with dehumidification of the air stream 500.
[0058] The first coolant circuit 100 here is connected analogously
to the second variant of the second mode of operation. The second
coolant circuit 200 is disconnected, in other words, the second
water pump C.4 is not generating any pumping output.
[0059] The refrigerant circuit 300 is connected analogously to the
first variant of the fourth mode of operation.
[0060] The refrigerant circuit 300 shown in FIG. 1 has a
high-pressure side 700 and a low-pressure side 800, whereby the
low-pressure side 800 is located downstream from the corresponding
electric expansion valve A.3, A.6 and A.9. The high-pressure side
700 is correspondingly located downstream from the compressor A.1
and upstream from the corresponding electric expansion valve A.3,
A.6 and A.9.
[0061] FIG. 2 shows another embodiment of an air conditioning
system 7 of a motor vehicle 1. Unless explicit mention is made of
differences, functionally identical parts are designated by the
same reference numerals. Moreover, only the differences from the
depiction according to FIG. 1 regarding the connections are
elaborated upon below. One difference is that the motor vehicle 1
has an internal combustion engine C.2 in addition to an electric
traction system. The internal combustion engine C.2 can be used as
a heat source and, in accordance with the diagram shown in FIG. 2,
is provided instead of the electric auxiliary heater. Other
differences designated by the reference numerals D.2 and D.3
consist of a first 2/2-way valve D.2 and a second 2/2-way valve D.3
of the valve array 400.
[0062] As another difference, the air conditioning system 7
according to the depiction of FIG. 2 has a third coolant circuit
600 that is or can be driven by a third water pump. A cooling
apparatus C.7 through which the ambient air stream 9 flows or can
flow is or can be connected to the third refrigerant circuit
600.
[0063] The cooling apparatus C.7 is located downstream from the
condenser A.7 on the air side relative to the ambient air stream
9.
[0064] The air conditioning system 7 shown in FIG. 2 can be
operated in five different modes of operation, which will be
elaborated upon below.
[0065] In a first variant of a first mode of operation that can be
used to heat the interior 3 at temperatures below -10.degree. C.
[14.degree. F.], the second coolant circuit 200, the refrigerant
circuit 300 and the third coolant circuit 600 are disconnected, in
other words, the appertaining drive sources are without conveying
output.
[0066] The first coolant circuit 100 runs from the first water pump
C.3 via the first 3/2-way valve D.1, the fourth 3/2-way valve D.8
and the first 2/2-way valve D.2, the fifth 3/2-way valve D.9, the
internal combustion engine C.2, the third 3/2-way valve D.7, the
first refrigerant-coolant heat exchanger A.2, and finally via the
air-water heat exchanger C.5 back to the first water pump C.3.
Advantageously, the heat generated by the internal combustion
engine C.2 can be transferred via the air-water heat exchanger C.5
into the air stream 500 that flows into the interior 3 in order to
heat the interior 3.
[0067] In a second variant of the first mode of operation, in
addition to the interior 3, the battery C.1 can also be heated.
[0068] For this purpose, the first coolant circuit 100, starting
from the first water pump C.3, runs via the first 3/2-way valve
D.1, the battery C.1, the second 2/2-way valve D.3, the first
2/2-way valve D.2, the fifth 3/2-way valve D.9, the internal
combustion engine C.2, the fourth 3/2-way valve D.8, the third
3/2-way valve D.7, the first refrigerant-coolant heat exchanger
A.2, and finally via the air-water heat exchanger C.5 back to the
first water pump C.3. Advantageously, the heat that is still
present downstream from the air-water heat exchanger C.5 can still
be used to heat the battery C.1.
[0069] In a first variant of a second mode of operation, at
temperatures below -10.degree. C. [14.degree. F.], the interior 3
can be heated and the battery C.1 can be cooled.
[0070] The first coolant circuit 100 here is connected analogously
to the first variant of the first mode of operation. The second
coolant circuit 200, starting from the second water pump C.4, runs
via the fourth 3/2-way valve D.8, the second refrigerant-coolant
heat exchanger A.10, the second 3/2-way valve D.4, the battery C.1,
the fourth 2/2-way valve D.6 and finally back to the second water
pump C.4. The refrigerant circuit 300 runs from the compressor A.1
via the first 2/2-way valve B.1, the first refrigerant-coolant heat
exchanger A.2, the first electric expansion valve A.3, the
evaporator A.4, the first pressure-temperature sensor A.5 and, from
there, branching off in parallel, in a first parallel branch via
the second electric expansion valve A.6, the condenser A.7, the
second pressure-temperature sensor A.8, the fifth 2/2-way valve B.6
and, in a second parallel branch via the third electric expansion
valve A.9, the second refrigerant-coolant heat exchanger A.10, the
third pressure-temperature sensor A.11 and finally jointly via the
collector A.12 back into the compressor A.1.
[0071] In a second variant of the second mode of operation, which
can likewise be connected in order to heat the interior 3 at
temperatures below -10.degree. C. [14.degree. F.], starting from
the first water pump C.3, the first coolant circuit 100 runs via
the first 3/2-way valve D.1, the third 2/2-way valve D.5, the first
refrigerant-coolant heat exchanger A.2 and the air-water heat
exchanger C.5 back to the first water pump C.3.
[0072] Starting from the second water pump C.4, the second coolant
circuit 200 runs via the second refrigerant-coolant heat exchanger
A.10, the second 3/2-way valve D.4, the fifth 3/2-way valve D.9,
the internal combustion engine C.2, the fourth 3/2-way valve D.8,
and finally via the third 3/2-way valve D.7 back to the second
water pump C.4.
[0073] The refrigerant circuit 300 is connected analogously to the
first variant of the second mode of operation, with closed 2/2-way
valves B.3 and B.8 and via the expansion valves A.6 and A.9 in
parallel branches.
[0074] A third variant of the second mode of operation can be used
to heat the interior 3 and to heat the battery C.1 at temperatures
below -10.degree. C. [14.degree. F.].
[0075] Starting from the first water pump C.3, the first coolant
circuit 100 runs via a first 3/2-way valve D.1, the battery C.1,
the second 2/2-way valve D.3, the third 2/2-way valve D.5, the
first refrigerant-coolant heat exchanger A.2, the air-water heat
exchanger C.5 back to the first water pump C.3.
[0076] In the third variant of the second mode of operation, the
second coolant circuit 200 is connected analogously to the second
variant of the second mode of operation. The refrigerant circuit
300 in the third variant of the second mode of operation is
connected analogously to the first and second variants of the
second mode of operation. In the modes of operation 1 and 2, the
third coolant circuit 500 is not being driven, in other words, the
third water pump C.6 is disconnected.
[0077] A first variant of a third mode of operation can be used to
heat the interior 3 and to heat the battery C.1.
[0078] Starting from the first water pump C.3, the first coolant
circuit 100 runs via the first 3/2-way valve D.1, the battery C.1,
the second 2/2-way valve D.3, the third 2/2-way valve D.5, the
first refrigerant-coolant heat exchanger A.2, and finally via the
air-water heat exchanger C.5 back to the first water pump C.3. The
second coolant circuit 200 is disconnected. The third coolant
circuit 600 is likewise disconnected.
[0079] Starting from the compressor A.1, the refrigerant circuit
300 runs via the first 2/2-way valve B.1, the first
refrigerant-coolant heat exchanger A.2, the first electric
expansion valve A.3, the evaporator A.4, the first
pressure-temperature sensor A.5, the second electric expansion
valve A.6, the condenser A.7, the second pressure-temperature
sensor A.8, the fifth 2/2-way valve B.6, and finally via the
collector A.12 back into the compressor A.1.
[0080] A second variant of the third mode of operation can be used
to heat the interior 3 and to cool the battery C.1, likewise at
temperatures below -10.degree. C. [14.degree. F.]. The first
coolant circuit 100 here is connected in the same way as in the
second variant of the second mode of operation.
[0081] The second coolant circuit 200 here is connected analogously
to the first variant of the second mode of operation.
[0082] The refrigerant circuit 300 here is connected analogously to
the first variant of the second mode of operation.
[0083] A first variant of a fourth mode of operation can be used to
cool the interior 3 while dehumidifying the air stream 500 during a
reheating mode. The first coolant circuit 100 is connected
analogously to the second variant of the third mode of
operation.
[0084] The second refrigerant circuit 200 and the third coolant
circuit 600 are disconnected.
[0085] Starting from the compressor A.1, the refrigerant circuit
300 runs via the first 2/2-way valve B.1, the first
refrigerant-coolant heat exchanger A.2, the fourth 2/2-way valve
B.5, the second pressure-temperature sensor A.8, the condenser A.7,
the second electric expansion valve A.6, the first
pressure-temperature sensor A.5, the evaporator A.4, the sixth
2/2-way valve B.7, and finally via the collector A.12 back into the
compressor A.1.
[0086] In a second variant of the fourth mode of operation, the
interior 3 and the battery C.5 can be cooled while the air stream
500 is dehumidified during a reheating mode.
[0087] Here, the first coolant circuit 100 here is connected
analogously to the first variant of the fourth mode of
operation.
[0088] The second coolant circuit 200 here is connected analogously
to the second variant of the third mode of operation.
[0089] Starting from the compressor A.1, the refrigerant circuit
300 runs via the first 2/2-way valve B.1, the first
refrigerant-coolant heat exchanger A.2, the fourth 2/2-way valve
B.5, the second pressure-temperature sensor A.8, the condenser A.7,
the second electric expansion valve A.6 and from there, branching
off in parallel, in a first parallel branch via the first
pressure-temperature sensor A.5, the evaporator A.4 and the sixth
2/2-way valve B.7, and in a second parallel branch, via the seventh
2/2-way valve B.8, the second refrigerant-coolant heat exchanger
A.10, the third pressure-temperature sensor A.11 and from there,
reunited via the collector A.12 and back into the compressor
A.1.
[0090] The third coolant circuit 600 is disconnected.
[0091] A first variant of a fifth mode of operation can be used to
cool the interior 3 and to cool the battery C.1, whereby the air
stream 500 is dehumidified by means of a reheating mode. The first
coolant circuit 100 here is connected analogously to the first
variant of the third mode of operation. The second coolant circuit
200 and the third coolant circuit 600 are disconnected. Starting
from the compressor A.1, the refrigerant circuit 300 runs via the
second 2/2-way valve B.2, via the second pressure-temperature
sensor A.8, via the condenser A.7, via the second electric
expansion valve A.6, via the first pressure-temperature sensor A.5,
via the evaporator A.4, via the sixth 2/2-way valve B.7, and
finally via the collector A.12 back into the compressor A.1.
[0092] In a second variant of the fifth mode of operation, which
can be used to cool the battery C.1 and the interior 3, the first
coolant circuit 100 is disconnected.
[0093] The second coolant circuit 200 is connected analogously to
the second variant of the fourth mode of operation.
[0094] Starting from the compressor A.1, the refrigerant circuit
runs via the second 2/2-way valve B.2, the second
pressure-temperature sensor A.8, the condenser A.7, the second
electric expansion valve A.6 and from there, branching off in
parallel, via a first parallel branch via the first
pressure-temperature sensor A.5, the evaporator A.4, the sixth
2/2-way valve B.7, and in a second parallel branch via the seventh
2/2-way valve B.8, the second refrigerant-coolant heat exchanger
A.10, the third pressure-temperature sensor A.11, and reunited via
the collector A.12 and back into the compressor A.1.
[0095] The third coolant circuit 600 is disconnected.
[0096] In a third variant of the fifth mode of operation, the
internal combustion engine C.2 can also be cooled. For this
purpose, the coolant circuits 100, 200 as well as the refrigerant
circuit 300 are connected analogously to the second variant of the
fifth mode of operation, with the difference that, starting from
the third water pump C.6, the third coolant circuit 600 runs via
the fifth 3/2-way valve D.9, the internal combustion engine C.2,
the fourth 3/2-way valve D.8, and finally via the cooling apparatus
C.7 back to the third water pump C.6.
[0097] As a special feature, the flap is closed in the second
variant and in the third variant of the fifth mode of operation. In
other words, the air stream 500 does not pass through the air-water
heat exchanger C.5.
[0098] For purposes of driving the air stream 500, the air
conditioning unit 5 can have a blower (not shown in greater detail
here).
[0099] FIG. 3 shows an overview of the four different modes of
operation of the air conditioning system 7 depicted in FIG. 1. In a
first line 13, plus and minus symbols serve to indicate that the
mode of operation in question entails strong heating++, medium
heating+, optional heating (+), optional cooling (-), normal
cooling - and strong cooling -- of the battery C.1. The cooling of
the battery C.1. is likewise encoded in a line 15. In a third line
17, the temperatures of the environment of the motor vehicle 1 are
indicated in .degree. C. The first mode of operation is designated
by the reference numeral 19, the second mode of operation by the
reference numeral 21, the third mode of operation by the reference
numeral 23 and the fourth mode of operation by the reference
numeral 25, whereby these numerals are each shown in the rectangles
above the lines 13-17.
[0100] In the first mode of operation 19, a circulating air mode
can take place between 0% and 100%. The refrigerant circuit 300 can
be operated in a heat pump mode with the assistance of the electric
auxiliary heater C.2 or other waste-heat energy sources of the
electric traction system, for instance, the battery C.1 as the
source of heat. In this context, the interior 3 can be heated,
optionally with and without cooling and/or heating of the battery
C.1.
[0101] In the second mode of operation 21, the refrigerant circuit
300 can be operated in a heat pump mode, whereby the interior 3 can
be heated. This can be done with and without heating and/or cooling
of the battery C.1.
[0102] In the third mode of operation 23, the refrigerant circuit
300 can be operated in an air conditioning mode, optionally with
and without cooling of the battery C.1.
[0103] In the fourth mode of operation 25, the refrigerant circuit
300 can be operated in an air conditioning mode, optionally with
and without cooling of the battery C.1.
[0104] Heating of the interior for the temperature range . . .
.degree. C. . . . .apprxeq.15.degree. C. [59.degree. F.] will be
described in greater detail below on the basis of FIG. 1.
[0105] The HV heater C.2 releases heat to the refrigerant-coolant
heat exchanger A.10 and conveys it via the water pump C.4 back to
the HV heater C.2, optionally via the battery C.1. The heated-up
refrigerant is made available to the compressor A.1 on the suction
side via the collector A.10. The compressor A.1 compresses the
refrigerant and conveys it to the refrigerant-coolant heat
exchanger A.2.
[0106] The cooling water is heated in the refrigerant-coolant heat
exchanger A.2 and then, by means of the water pump C.3, released
via the air-water heat exchanger C.5 to the air (500) flowing
through the interior.
[0107] Once the refrigerant leaves the refrigerant-coolant heat
exchanger A.2 at a slightly lower energy level, it is conveyed into
the expansion valve A.3, where it expands to a lower pressure. The
expanded refrigerant is conveyed to the second expansion valve A.6
and to the third expansion valve A.9 via the AC evaporator.
[0108] The drawn-in air is dehumidified at the AC evaporator A.4
for the passenger compartment and then reheated via the air-water
heat exchanger C.5 (reheating mode).
[0109] In the expansion valve A.6, the refrigerant is expanded to a
temperature that is lower than the ambient temperature, so that the
refrigerant can pick up heat from the environment. The heat is
picked up via the AC condenser A.7. Once the refrigerant has picked
up heat via the AC condenser, the refrigerant is conveyed to the
suction side of the compressor A.1 via the switch-over valve B.6
and the collector A.12
[0110] In the expansion valve A.9, the refrigerant is expanded to a
temperature that has to be lower than the inlet temperature of the
heated-up cooling water, for instance, of the battery C.1, said
cooling water being conveyed via the refrigerant-coolant heat
exchanger A.10. After leaving the refrigerant-coolant heat
exchanger A.10, the heated-up refrigerant is returned to the
compressor A.1 via the collector A.12.
[0111] The mode of operation that involves the reheating function
will be explained below on the basis of FIG. 2, whereby a
temperature range . . . .apprxeq.5.degree. C. [59.degree. F.] . . .
.apprxeq. . . . .degree. C. is provided.
[0112] Through the reheating function, the air that had been
previously cooled at the AC evaporator A.4 is reheated by the
air-water heat exchanger C.5. The compressor A.1 is actuated and it
conveys the compressed refrigerant to the refrigerant-coolant heat
exchanger A.2. Cooling water flows through the latter, a process in
which it releases the heat of the refrigerant to the cooling water.
The water pump C.3 conveys the heated-up cooling water through the
air-water heat exchanger C.5. The air-water heat exchanger C.5
releases the heat of the cooling water to the air that is flowing
through the air-water heat exchanger C.5 to the interior. The
cooled-off cooling water is made available to the
refrigerant-coolant heat exchanger A.2 or to the battery C.1 via
the switch-over valve D.2 and/or D.1. The flow rate of the cooling
water is regulated by means of the electric actuation of the water
pump C.3.
[0113] The refrigerant is conveyed to the AC condenser A.7 via the
switch-over valve B.5 since the electric expansion valve A.3 is
completely closed. Once the refrigerant has been liquefied in the
AC condenser A.7, it expands at the expansion valve A.6 and is
subsequently distributed.
[0114] Some of the expanded refrigerant flows through the AC
evaporator A.4 and releases its cold through the latter to the air
that is flowing through into the interior.
[0115] The rest of the refrigerant expands in the electric
expansion valve A.9 and/or it flows through the switch-over valve
B.8 to the refrigerant-coolant heat exchanger A.10, thereby
releasing its cold to the cooling water of the battery C.1. The
cooling of the battery is carried out via the water pump C.4. The
latter specifies the flow rate that can be conveyed through the
battery C.1.
[0116] The two cold mass flows are reunited upstream from the
collector A.10 and conveyed to the suction side of the compressor
A.1.
[0117] FIG. 4 shows a diagram analogous to diagram 3, except that
it refers to the air conditioning system shown in FIG. 2, whereby a
fifth mode of operation 27 has been drawn there.
[0118] In the first mode of operation 19, the internal combustion
engine C.2 can be running as the heat source, thus heating the
interior 3, optionally with and without heating the battery
C.1.
[0119] In the second mode of operation 21, the internal combustion
engine C.2 is likewise running, thus heating the interior 3.
Moreover, the refrigerant circuit 300 can be operated in a heating
mode, whereby the cooling water 100 that has already been heated by
means of the internal combustion engine C.2 can be reheated via the
refrigerant-coolant heat exchanger A.2, optionally also with
cooling and/or heating of the battery C.1.
[0120] In the third mode of operation 23, the refrigerant circuit
300 can be operated in the heat pump mode, whereby the battery C.1
can optionally be heated or cooled.
[0121] In the fourth mode of operation 25, the refrigerant circuit
300 can be operated in the air conditioning mode, whereby the
battery C.1 can optionally be heated and cooled.
[0122] In the fifth mode of operation 27, the refrigerant circuit
300 can be operated in the air conditioning mode, whereby the
interior 3 can be cooled. Here, the battery C.1. can optionally be
cooled and/or heated, whereby optionally the internal combustion
engine C.2 is either running or not, and can optionally likewise be
cooled.
[0123] Heating the passenger compartment by means of the internal
combustion engine C.2 is explained on the basis of FIG. 2. This is
done without operating the compressor A.1. within a temperature
range.apprxeq.- . . . .degree. C. . . . .apprxeq.15.degree. C.
[59.degree. F.].
[0124] The internal combustion engine C.2 releases heat to the
cooling water and conveys it to the air-water heat exchanger C.5.
where it is released to the air 500 that is flowing through the
interior.
[0125] The cooling water circuit 100 is heated by the internal
combustion engine C.2. The heated-up cooling water is conveyed by
the water pump C.3 in the small cooling water circuit. It is
conveyed via the switch-over valves D.8 and D.7 through the
refrigerant-coolant heat exchanger A.2 through which the cooling
water only flows from one side, and then via the air-water heat
exchanger C.5. At the air-water heat exchanger C.5, the heated-up
cooling water releases its heat to the flowing air 500 which is
forced into the passenger compartment by the blower. The cooling
water that has been cooled off by the air-water heat exchanger C.5
is conveyed by the water pump C.3 via the switch-over valve D.1,
the stop valve D.9 and the switch-over valve D.2 back into the
internal combustion engine C.2.
[0126] The heat pump circuit that optionally heats the battery C.1
and the interior at low outside temperatures in the internal
combustion engine mode will be described below for the temperature
range.apprxeq.- . . . .degree. C. . . . .apprxeq.15.degree. C.
[59.degree. F.] on the basis of FIG. 2. Moreover, the internal
combustion engine can be switched off and can be operated
exclusively electrically, whereby the battery can be cooled or
heated.
[0127] In the case of low outside temperatures, the battery C.1 has
to be heated so that it can quickly be brought to its operating
temperature and can thus fulfill its function effectively and above
all, can have a long service life. Moreover, via the air-water heat
exchanger C.5, heat is picked up by the flowing air 500 and then
forced into the passenger compartment by the blower. This can be
regulated by means of a temperature flap that is located upstream
from the air-water heat exchanger C.5 or else it can be set by
means of the flow rate of the blower.
[0128] The compressor A.1 is actuated and the compressed
refrigerant is conveyed to the refrigerant-coolant heat exchanger
A.2. At the refrigerant-coolant heat exchanger A.2, the compressed
and thus hot refrigerant releases some of its heat to the cooling
water circuit of the internal combustion engine C.2. The heat
release takes place as described for mode of operation 19. In
addition, the battery C.1 can be cooled or heated with this mode of
operation.
[0129] Once the refrigerant leaves the refrigerant-coolant heat
exchanger A.2 at a slightly lower energy level, it is conveyed into
the expansion valve A.3, where it expands to a lower pressure. The
expanded refrigerant is conveyed to the second expansion valve A.6
and to the third expansion valve A.9 via the AC evaporator A.4.
[0130] The drawn-in air is dehumidified at the AC evaporator A.4
for the passenger compartment and then reheated via the air-water
heat exchanger C.5.
[0131] In the expansion valve A.6, the refrigerant is expanded to a
temperature that is lower than the ambient temperature, so that the
refrigerant can pick up heat from the environment. The heat is
picked up via the AC condenser A.7. Once the refrigerant has picked
up heat via the AC condenser A.7, the refrigerant is conveyed to
the suction side of the compressor A.1 via the switch-over valve
B.6 and the collector A.12
[0132] In the expansion valve A.9, the refrigerant is expanded to a
temperature that has to be lower than the inlet temperature of the
heated-up cooling water, for instance, of the battery C.2, said
cooling water being conveyed via the refrigerant-coolant heat
exchanger A.10. After leaving the refrigerant-coolant heat
exchanger A.10, the heated-up refrigerant is returned to the
compressor A.1 via the collector A.12.
LIST OF REFERENCE NUMERALS
[0133] 1 motor vehicle [0134] 3 interior [0135] 5 air conditioning
unit [0136] 7 air conditioning system [0137] 9 ambient air stream
[0138] 11 flap [0139] 13 first line [0140] 15 second line [0141] 17
third line [0142] 19 first mode of operation [0143] 21 second mode
of operation [0144] 23 third mode of operation [0145] 25 fourth
mode of operation [0146] 27 fifth mode of operation [0147] A.1
compressor [0148] A.2 first refrigerant-coolant heat exchanger
[0149] A.3 first electric expansion valve [0150] A.4 evaporator
[0151] A.5 first pressure-temperature sensor [0152] A.6 second
electric expansion valve [0153] A.7 condenser [0154] A.8 second
pressure-temperature sensor [0155] A.9 third electric expansion
valve [0156] A.10 second refrigerant-coolant heat exchanger [0157]
A.11 third pressure-temperature sensor [0158] A.12 collector [0159]
B.1 first 2/2-way valve [0160] B.2 second 2/2-way valve [0161] B.3
third 2/2-way valve [0162] B.4 non-return valve [0163] B.5 fourth
2/2-way valve [0164] B.6 fifth 2/2-way valve [0165] B.7 sixth
2/2-way valve [0166] B.8 seventh 2/2-way valve [0167] C.1 battery
[0168] C.2 electric auxiliary heater for the internal combustion
engine [0169] C.3 first water pump [0170] C.4 second water pump
[0171] C.5 air-water heat exchanger [0172] C.6 third water pump
[0173] C.7 cooling apparatus [0174] D.1 first 3/2-way valve/2/2-way
valve [0175] D.2 second 3/2-way valve/2/2-way valve [0176] D.3
third 3/2-way valve [0177] D.4 second 3/2-way valve [0178] D.5
third 2/2-way valve [0179] D.6 fourth 2/2-way valve [0180] D.7
third 3/2-way valve [0181] D.8 fourth 3/2-way valve [0182] D.9
fifth 3/2-way valve [0183] 100 first coolant circuit [0184] 200
second coolant circuit [0185] 300 refrigerant circuit [0186] 400
valve array [0187] 500 air stream [0188] 600 third coolant circuit
[0189] 700 high-pressure side [0190] 800 low-pressure side
* * * * *