US20150174986A1 - Method from the thermal conditioning of an internal combustion engine and/or of a passenger compartment of a vehicle, and vehicle - Google Patents
Method from the thermal conditioning of an internal combustion engine and/or of a passenger compartment of a vehicle, and vehicle Download PDFInfo
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- US20150174986A1 US20150174986A1 US14/642,070 US201514642070A US2015174986A1 US 20150174986 A1 US20150174986 A1 US 20150174986A1 US 201514642070 A US201514642070 A US 201514642070A US 2015174986 A1 US2015174986 A1 US 2015174986A1
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- circuit
- heat
- vehicle
- fluid circuit
- heat exchanger
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00314—Arrangements permitting a rapid heating of the heating liquid
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
- B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
- B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
- B60H1/00899—Controlling the flow of liquid in a heat pump system
- B60H1/00921—Controlling the flow of liquid in a heat pump system where the flow direction of the refrigerant does not change and there is an extra subcondenser, e.g. in an air duct
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
- B60H2001/00307—Component temperature regulation using a liquid flow
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
- B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
- B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
- B60H2001/00928—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices comprising a secondary circuit
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
- B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
- B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
- B60H2001/00949—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices comprising additional heating/cooling sources, e.g. second evaporator
Definitions
- the present invention relates to a method for the thermal conditioning of a combustion engine and/or of a passenger compartment of a vehicle and to a commensurate vehicle according to the features set forth herein.
- hybrid vehicles e.g., “plug-in hybrid vehicles” and electric vehicles with a so-called “range extender” (generator driven by combustion engine)
- range extender generator driven by combustion engine
- the fundamental problem arises at low ambient temperatures that in phases in which only the electric motor is used for driving and the combustion engine is shut off, there is not enough “waste heat” available in order to appropriately heat the passenger compartment.
- an electric heating device is therefore provided for additional heating. When operated, however, it leads to a significant reduction of the “electric range” of the vehicle.
- heat pumps among other things, have been considered that produce greater heat output compared to purely electric heaters with the same electrical power consumption.
- the starting point of the invention is a vehicle with a combustion engine, a fluid circuit (“cooling circuit”) that is provided for the cooling and/or preheating of the combustion engine, and a heat pump circuit.
- the fluid circuit and the heat pump circuit are used for the thermal conditioning of the combustion engine and/or for the thermal conditioning of the air flowing into the passenger compartment of the vehicle.
- thermal conditioning is to be understood, for example, as a preheating of the (cold) combustion engine before commencement of travel or a heating of the air blown into the passenger compartment.
- the invention is based on the idea of coupling the fluid circuit and the heat pump circuit thermally with each other and transferring heat at least in some operational states of the vehicle from the fluid circuit or a sub-circuit of the fluid circuit to the heat pump circuit.
- the fluid circuit or a sub-circuit of the fluid circuit is used at least in some operational states as a heat source for the heat pump circuit. This is worthy of consideration particularly at low outside temperatures because, at low outside temperatures, the ambient air can be used as a heat source for the heat pump circuit only to a limited extent, that is, only with a relatively unfavorable overall level of efficiency.
- heat produced by the heat pump circuit is transferred via a heat exchanger to a (second) sub-circuit and from the second sub-circuit via a heating heat exchanger to the air flowing into the passenger compartment of the vehicle.
- the thermal coupling of the fluid circuit and the heat pump circuit can also be used to preheat the combustion engine through discharge of heat produced by the heat pump circuit to the fluid circuit via a heat exchanger.
- FIGS. 1-5 depict various exemplary embodiments according to the invention in which a heat pump circuit is respectively coupled with a fluid circuit of a combustion engine.
- FIG. 1 shows a schematic representation of a vehicle with a combustion engine 1 that can be cooled by a fluid circuit 2 (“cooling circuit”) and can heat the vehicle interior or passenger compartment.
- the fluid circuit has a coolant pump 3 that pumps liquid coolant (e.g., water/glycol mixture) through cooling channels of the combustion engine 1 .
- a coolant/refrigerant heat exchanger 4 hereinafter also called “second heat exchanger” and the function of which will be explained in further detail below, is arranged in the fluid circuit 2 .
- cooling fluid is pumped from the coolant pump 3 through the combustion engine 1 and further through the second heat exchanger 4 into a heating heat exchanger 5 of an air conditioning unit 6 , which additionally has a refrigerant vaporizer 7 and a blower 8 .
- the coolant heated by the waste heat of the combustion engine 1 delivers heat to the air flowing into a passenger compartment of a vehicle 9 .
- the cooled coolant flows from the heating heat exchanger 5 back to the suction side of the coolant pump 3 .
- the passenger compartment can be “preconditioned” (preheated) when the vehicle is parked, provided that an appropriate quantity of residual heat is stored in the combustion engine 1 .
- the combustion engine 1 is cold, that is, if its temperature is equal to the ambient temperature, then the air in the passenger compartment of the vehicle 9 and/or the combustion engine 1 can be preconditioned or preheated by means of a heat pump circuit 10 .
- the heat pump circuit 10 has a refrigerant compressor 11 .
- the refrigerant compressor 11 can be a “high-voltage refrigerant compressor,” i.e., a purely electrically driven refrigerant compressor.
- the refrigerant compressor 11 pumps compressed refrigerant via a valve 12 through the first heat exchanger 4 .
- the heated refrigerant delivers heat to the coolant circulated by pumping in the fluid circuit 2 , whereby it is heated.
- a heat transfer thus takes place from the heat pump circuit 10 to the fluid circuit 2 .
- the heated coolant flows through the heating heat exchanger 5 , thus heating the air flowing into the passenger compartment of the vehicle 9 .
- the coolant is then pumped through the combustion engine 1 , whereby it, too, is heated.
- the refrigerant flows through a first expansion element 13 , whereby the refrigerant is cooled off.
- a portion of the cooled and expanded refrigerant flows through a first branch of the heat pump circuit, which contains the vaporizer 7 and another expansion element 14 , in which the refrigerant is further expanded and cooled.
- the other portion of the refrigerant flows through a second compressor branch, which has a compressor 15 and another expansion element 16 .
- the compressor 15 can be used, for example, for cooling a high-voltage battery (not shown) of the vehicle.
- the vaporizer 7 is an integral component of an air conditioning unit that also comprises the heating heat exchanger 5 .
- the refrigerant flows through an outer heat exchanger 17 , in which it picks up heat from the ambient air 18 .
- the refrigerant flows from the outer heat exchanger 17 through a valve 19 and an accumulator 20 to the suction side of the refrigerant compressor 11 .
- the heat sink is formed by the air flowing into the vehicle 9 and by the combustion engine 1 .
- the distribution of the heat between the combustion engine 1 and the passenger compartment is done through a valve 30 , a pump 20 , an IR housing (see drawing) or the control of air flaps in the air conditioning unit and can therefore be varied between 0% and 100%.
- another heat exchanger 21 (referred to as a “chiller” in the figures) is additionally provided which, in order to differentiate it from the “second heat exchanger” 4 , is referred to below as “first heat exchanger” 21 or as “chiller.”
- the first heat exchanger 21 In a first possible operating state, the first heat exchanger 21 is passive, that is, the hot coolant coming from the combustion engine 1 flows through it. If the combustion engine 1 is warm, the thermal energy stored therein can be used to heat the passenger compartment of the vehicle 9 .
- the passenger compartment of the vehicle 9 and/or the combustion engine 1 can be preconditioned or preheated analogously to FIG. 1 by means of the heat pump circuit 10 , in which case, analogously to the above description, the ambient air 18 acts as a heat source of the heat pump circuit 10 and the passenger compartment of the heat pump circuit 10 and/or the combustion engine 1 act as a heat sink for the heat pump circuit 10 .
- the combustion engine 1 acts as a heat sink, then it serves as a heat store, in which case it is available for heating the passenger compartment as an operationally reliable heat source.
- the residual engine heat shortens the warm-up time, which contributes to a reduction in consumption when starting the combustion engine 1 .
- FIG. 3 shows an operational state in which the fluid circuit 2 , through closing or blocking two fluid connections, is connected to fluid circuits 2 a, 2 b that are separated from each other.
- the fluid circuit 2 a is referred to below as the first fluid circuit flowing through the combustion engine 1
- the fluid circuit 2 b is referred to as the second fluid circuit flowing through the heating heat exchanger 5 .
- This operational state, in which the two fluid connections 22 , 23 are blocked, is worthy of consideration if the heat from the combustion engine 1 is to be used by means of a heat pump for heating the passenger compartment of the vehicle 9 .
- the coolant coming from the combustion engine 1 and circulated by pumping in the first fluid circuit 2 first flows through the first heat exchanger 21 .
- the coolant delivers heat to the refrigerant of the heat pump circuit 10 .
- the direction of flow of the refrigerant is indicated by arrows 24 , 25 .
- the refrigerant heated with the heat from the first sub-circuit 2 a flows to the refrigerant compressor 11 , where it is compressed and heated.
- the heated refrigerant delivers heat to the second sub-circuit 2 b of the fluid circuit 2 .
- Another coolant pump 26 is provided in the second sub-circuit 2 b that pumps the heated coolant through the heating heat exchanger 5 and, from there, back to the second heat exchanger 4 .
- the combustion engine 1 acts as a heat source. Heat stored in the combustion engine 1 is delivered to the heat pump circuit 10 and finally fed via the second sub-circuit 2 b to the air flowing into the passenger compartment of the vehicle 9 .
- This mode of operation is relevant in three vehicle states:
- FIG. 4 shows an alternative system arrangement. Analogously to the system shown in FIG. 1 , only one single fluid circuit 2 is provided here. In addition to the arrangement shown in FIG. 1 , an electric heating device 27 is provided between the “hot side” of the combustion engine 1 and the first heat exchanger 21 by means of which the coolant circulated by pumping in the fluid circuit 2 can be heated.
- the combustion engine 1 can be preheated analogously to the operational state shown in FIG. 1 .
- only the electric heater 27 without heat pump operation can be used.
- the combustion engine 1 is still so warm that the heat stored therein can be used to heat the passenger compartment of the vehicle 9 , the air blown into the passenger compartment being heated via the heating heat exchanger 5 .
- the electric heater 27 is not required.
- the combustion engine 1 is cold or no longer sufficiently warm, additional heat can be supplied by the electric heater 27 .
- One possibility is to have the heat fed via the electric heater be delivered directly via the heating heat exchanger 5 to the air blown into the passenger compartment.
- the coolant flowing through the first heat exchanger 21 (and hence the combustion engine 1 and/or the electric heating device 27 ) as a heat source for the heat pump circuit 10 .
- the refrigerant circulated by pumping in the heat pump circuit 10 absorbs heat from the coolant of the coolant pump 3 .
- the heated refrigerant is suctioned by the refrigerant compressor 11 , compressed, and thus heated.
- the heated refrigerant can be pumped via the valve 12 through a second heating heat exchanger 28 , where it delivers heat to the air flowing into the passenger compartment of the vehicle 9 .
- the compressed refrigerant is expanded in an expansion element 29 . It can then be further expanded via the two vaporizers, i.e., in the expansion elements 14 , 16 . From the expansion elements 14 , 16 , the expanded refrigerant flows back to the first heat exchanger 21 .
- the combustion engine 1 and/or the electric heater 27 acts as a heat source, and the passenger compartment of the vehicle 9 acts as a heat sink in this operational state.
- FIG. 5 describes another conceivable system arrangement.
- only one single heat exchanger is provided, particularly a heating heat exchanger 28 through which refrigerant flows.
- Refrigerant coming from the combustion engine 1 is pumped through the electric heater 27 and the second heat exchanger 4 back to the suction side of the coolant pump 3 .
- the electric heater 27 can be switched on as needed.
- the coolant delivers heat to the refrigerant circulated by pumping in the heat pump circuit 10 .
- the compressed and heated refrigerant is pumped through the refrigerant/air heat exchanger or heating heat exchanger 28 , where is delivers heat to the air flowing into the passenger compartment of the vehicle 9 .
- the functionality is identical to that in the arrangement shown in FIG. 4 .
- the combustion engine 1 can be preheated analogously to FIG. 4 .
Abstract
Thermal conditioning of a combustion engine of a vehicle is achieved by means of a fluid circuit or a sub-circuit of the fluid circuit and/or the air flowing into a passenger compartment of the vehicle by means of a heat pump circuit. In at least one operational state of the vehicle, heat is transferred from the fluid circuit or the sub-circuit of the fluid circuit to the heat pump circuit.
Description
- This application is a continuation of PCT International Application No. PCT/EP2013/067283, filed Aug. 20, 2013, which claims priority under 35 U.S.C. §119 from German Patent Application No. 10 2012 215 971.1, filed Sep. 10, 2012, the entire disclosures of which are herein expressly incorporated by reference.
- The present invention relates to a method for the thermal conditioning of a combustion engine and/or of a passenger compartment of a vehicle and to a commensurate vehicle according to the features set forth herein.
- In hybrid vehicles (e.g., “plug-in hybrid vehicles) and electric vehicles with a so-called “range extender” (generator driven by combustion engine), the fundamental problem arises at low ambient temperatures that in phases in which only the electric motor is used for driving and the combustion engine is shut off, there is not enough “waste heat” available in order to appropriately heat the passenger compartment. In different hybrid vehicle designs, an electric heating device is therefore provided for additional heating. When operated, however, it leads to a significant reduction of the “electric range” of the vehicle. To reduce the energy required for the “electric heating” of the interior passenger compartment, heat pumps, among other things, have been considered that produce greater heat output compared to purely electric heaters with the same electrical power consumption.
- In
DE 10 2010 030 746 A1, it was proposed to preheat the combustion engine of a hybrid vehicle before commencement of travel by means of an electric heater to be connected to the stationary power grid and to use the combustion engine as a heat store in order to reduce the heat output requirement immediately after commencement of travel. The quantity of heat intermediately stored in the combustion engine can be used during purely electric driving operation to support the electric heater, which reduces the electric power input and increases the range of the vehicle accordingly. - It is the object of the invention to provide:
- a) a method for the thermal conditioning of a combustion engine of a vehicle and/or of the air flowing into a passenger compartment of the vehicle that enables the energy efficiency of the vehicle to be further improved, and
- b) a commensurate vehicle.
- This object is achieved by the features of
patent claim 1 or 5. Advantageous embodiments and developments of the invention can be found in the sub-claims. - The starting point of the invention is a vehicle with a combustion engine, a fluid circuit (“cooling circuit”) that is provided for the cooling and/or preheating of the combustion engine, and a heat pump circuit. The fluid circuit and the heat pump circuit are used for the thermal conditioning of the combustion engine and/or for the thermal conditioning of the air flowing into the passenger compartment of the vehicle. The term “thermal conditioning” is to be understood, for example, as a preheating of the (cold) combustion engine before commencement of travel or a heating of the air blown into the passenger compartment.
- The invention is based on the idea of coupling the fluid circuit and the heat pump circuit thermally with each other and transferring heat at least in some operational states of the vehicle from the fluid circuit or a sub-circuit of the fluid circuit to the heat pump circuit. In other words, the fluid circuit or a sub-circuit of the fluid circuit is used at least in some operational states as a heat source for the heat pump circuit. This is worthy of consideration particularly at low outside temperatures because, at low outside temperatures, the ambient air can be used as a heat source for the heat pump circuit only to a limited extent, that is, only with a relatively unfavorable overall level of efficiency.
- According to one development of the invention, heat produced by the heat pump circuit is transferred via a heat exchanger to a (second) sub-circuit and from the second sub-circuit via a heating heat exchanger to the air flowing into the passenger compartment of the vehicle.
- As already mentioned above, the thermal coupling of the fluid circuit and the heat pump circuit can also be used to preheat the combustion engine through discharge of heat produced by the heat pump circuit to the fluid circuit via a heat exchanger.
- The invention is explained in further detail below in conjunction with the drawings.
- Other objects, advantages and novel features of the present invention will become apparent from the following detailed description of one or more preferred embodiments when considered in conjunction with the accompanying drawings.
-
FIGS. 1-5 depict various exemplary embodiments according to the invention in which a heat pump circuit is respectively coupled with a fluid circuit of a combustion engine. -
FIG. 1 shows a schematic representation of a vehicle with acombustion engine 1 that can be cooled by a fluid circuit 2 (“cooling circuit”) and can heat the vehicle interior or passenger compartment. The fluid circuit has a coolant pump 3 that pumps liquid coolant (e.g., water/glycol mixture) through cooling channels of thecombustion engine 1. Furthermore, a coolant/refrigerant heat exchanger 4, hereinafter also called “second heat exchanger” and the function of which will be explained in further detail below, is arranged in the fluid circuit 2. cooling fluid is pumped from the coolant pump 3 through thecombustion engine 1 and further through the second heat exchanger 4 into a heating heat exchanger 5 of anair conditioning unit 6, which additionally has a refrigerant vaporizer 7 and a blower 8. - In the heating heat exchanger 5, the coolant heated by the waste heat of the
combustion engine 1 delivers heat to the air flowing into a passenger compartment of a vehicle 9. The cooled coolant flows from the heating heat exchanger 5 back to the suction side of the coolant pump 3. In this way, the passenger compartment can be “preconditioned” (preheated) when the vehicle is parked, provided that an appropriate quantity of residual heat is stored in thecombustion engine 1. - If the
combustion engine 1 is cold, that is, if its temperature is equal to the ambient temperature, then the air in the passenger compartment of the vehicle 9 and/or thecombustion engine 1 can be preconditioned or preheated by means of aheat pump circuit 10. - The
heat pump circuit 10 has a refrigerant compressor 11. The refrigerant compressor 11 can be a “high-voltage refrigerant compressor,” i.e., a purely electrically driven refrigerant compressor. The refrigerant compressor 11 pumps compressed refrigerant via avalve 12 through the first heat exchanger 4. As a result of the compression of the refrigerant, it is heated. In the heat exchanger 4, the heated refrigerant delivers heat to the coolant circulated by pumping in the fluid circuit 2, whereby it is heated. A heat transfer thus takes place from theheat pump circuit 10 to the fluid circuit 2. The heated coolant flows through the heating heat exchanger 5, thus heating the air flowing into the passenger compartment of the vehicle 9. The coolant is then pumped through thecombustion engine 1, whereby it, too, is heated. - After flowing through the heat exchanger 4, the refrigerant flows through a
first expansion element 13, whereby the refrigerant is cooled off. A portion of the cooled and expanded refrigerant flows through a first branch of the heat pump circuit, which contains the vaporizer 7 and another expansion element 14, in which the refrigerant is further expanded and cooled. The other portion of the refrigerant flows through a second compressor branch, which has acompressor 15 and anotherexpansion element 16. Thecompressor 15 can be used, for example, for cooling a high-voltage battery (not shown) of the vehicle. In contrast, in the exemplary embodiment shown inFIG. 1 , the vaporizer 7 is an integral component of an air conditioning unit that also comprises the heating heat exchanger 5. After the expansion of the refrigerant in theexpansion elements 14 and 16, the refrigerant flows through an outer heat exchanger 17, in which it picks up heat from the ambient air 18. The refrigerant flows from the outer heat exchanger 17 through a valve 19 and an accumulator 20 to the suction side of the refrigerant compressor 11. - In the operating state shown in
FIG. 1 , and ambient air 18 thus serves as a heat source. The heat sink is formed by the air flowing into the vehicle 9 and by thecombustion engine 1. The distribution of the heat between thecombustion engine 1 and the passenger compartment is done through avalve 30, a pump 20, an IR housing (see drawing) or the control of air flaps in the air conditioning unit and can therefore be varied between 0% and 100%. - In the system illustrated in
FIG. 2 , another heat exchanger 21 (referred to as a “chiller” in the figures) is additionally provided which, in order to differentiate it from the “second heat exchanger” 4, is referred to below as “first heat exchanger” 21 or as “chiller.” In a first possible operating state, thefirst heat exchanger 21 is passive, that is, the hot coolant coming from thecombustion engine 1 flows through it. If thecombustion engine 1 is warm, the thermal energy stored therein can be used to heat the passenger compartment of the vehicle 9. - If the combustion engine is cold, the passenger compartment of the vehicle 9 and/or the
combustion engine 1 can be preconditioned or preheated analogously toFIG. 1 by means of theheat pump circuit 10, in which case, analogously to the above description, the ambient air 18 acts as a heat source of theheat pump circuit 10 and the passenger compartment of theheat pump circuit 10 and/or thecombustion engine 1 act as a heat sink for theheat pump circuit 10. If thecombustion engine 1 acts as a heat sink, then it serves as a heat store, in which case it is available for heating the passenger compartment as an operationally reliable heat source. The residual engine heat shortens the warm-up time, which contributes to a reduction in consumption when starting thecombustion engine 1. -
FIG. 3 shows an operational state in which the fluid circuit 2, through closing or blocking two fluid connections, is connected to fluid circuits 2 a, 2 b that are separated from each other. The fluid circuit 2 a is referred to below as the first fluid circuit flowing through thecombustion engine 1, and the fluid circuit 2 b is referred to as the second fluid circuit flowing through the heating heat exchanger 5. - This operational state, in which the two
fluid connections 22, 23 are blocked, is worthy of consideration if the heat from thecombustion engine 1 is to be used by means of a heat pump for heating the passenger compartment of the vehicle 9. The coolant coming from thecombustion engine 1 and circulated by pumping in the first fluid circuit 2 first flows through thefirst heat exchanger 21. In thefirst heat exchanger 21, the coolant delivers heat to the refrigerant of theheat pump circuit 10. The direction of flow of the refrigerant is indicated byarrows 24, 25. The refrigerant heated with the heat from the first sub-circuit 2 a flows to the refrigerant compressor 11, where it is compressed and heated. In the second heat exchanger 4, the heated refrigerant delivers heat to the second sub-circuit 2 b of the fluid circuit 2. Anothercoolant pump 26 is provided in the second sub-circuit 2 b that pumps the heated coolant through the heating heat exchanger 5 and, from there, back to the second heat exchanger 4. - In this mode of operation, the
combustion engine 1 acts as a heat source. Heat stored in thecombustion engine 1 is delivered to theheat pump circuit 10 and finally fed via the second sub-circuit 2 b to the air flowing into the passenger compartment of the vehicle 9. - This mode of operation is relevant in three vehicle states:
- a) The
combustion engine 1 was preheated before commencement of travel according to the mode of operation described inFIG. 1 . In the mode of operation ofFIG. 3 , due to the higher temperature level, this heat source can enable more efficient heat pump operation than the “heat source ambient air.” - b) If the temperature level of the
combustion engine 1 is not or no longer sufficient during or after previous combustion engine operation for direct heat transfer in the heating circuit via the heating heat exchanger 5, the heat can be used via the heat pump mode nonetheless. - c) In the event of continuous or sudden icing, the mode of operation with the
combustion engine 1 as a heat source that is independent of the ambient temperature can be used. -
FIG. 4 shows an alternative system arrangement. Analogously to the system shown inFIG. 1 , only one single fluid circuit 2 is provided here. In addition to the arrangement shown inFIG. 1 , anelectric heating device 27 is provided between the “hot side” of thecombustion engine 1 and thefirst heat exchanger 21 by means of which the coolant circulated by pumping in the fluid circuit 2 can be heated. - The
combustion engine 1 can be preheated analogously to the operational state shown inFIG. 1 . Here, however, only theelectric heater 27 without heat pump operation can be used. - In a first conceivable operational state, the
combustion engine 1 is still so warm that the heat stored therein can be used to heat the passenger compartment of the vehicle 9, the air blown into the passenger compartment being heated via the heating heat exchanger 5. In this case, theelectric heater 27 is not required. - In contrast, if the
combustion engine 1 is cold or no longer sufficiently warm, additional heat can be supplied by theelectric heater 27. One possibility is to have the heat fed via the electric heater be delivered directly via the heating heat exchanger 5 to the air blown into the passenger compartment. - Alternatively, it is also possible to use the coolant flowing through the first heat exchanger 21 (and hence the
combustion engine 1 and/or the electric heating device 27) as a heat source for theheat pump circuit 10. In thefirst heat exchanger 21, the refrigerant circulated by pumping in theheat pump circuit 10 absorbs heat from the coolant of the coolant pump 3. The heated refrigerant is suctioned by the refrigerant compressor 11, compressed, and thus heated. The heated refrigerant can be pumped via thevalve 12 through a secondheating heat exchanger 28, where it delivers heat to the air flowing into the passenger compartment of the vehicle 9. After theheating heat exchanger 28, the compressed refrigerant is expanded in an expansion element 29. It can then be further expanded via the two vaporizers, i.e., in theexpansion elements 14, 16. From theexpansion elements 14, 16, the expanded refrigerant flows back to thefirst heat exchanger 21. - As already indicated, the
combustion engine 1 and/or theelectric heater 27 acts as a heat source, and the passenger compartment of the vehicle 9 acts as a heat sink in this operational state. -
FIG. 5 describes another conceivable system arrangement. Here, unlike inFIGS. 1-4 , only one single heat exchanger is provided, particularly aheating heat exchanger 28 through which refrigerant flows. Refrigerant coming from thecombustion engine 1 is pumped through theelectric heater 27 and the second heat exchanger 4 back to the suction side of the coolant pump 3. Depending on the temperature of the combustion engine, theelectric heater 27 can be switched on as needed. In thefirst heat exchanger 21, the coolant delivers heat to the refrigerant circulated by pumping in theheat pump circuit 10. After compression of the refrigerant in the refrigerant compressor 11, the compressed and heated refrigerant is pumped through the refrigerant/air heat exchanger orheating heat exchanger 28, where is delivers heat to the air flowing into the passenger compartment of the vehicle 9. Otherwise, the functionality is identical to that in the arrangement shown inFIG. 4 . - The
combustion engine 1 can be preheated analogously toFIG. 4 . - The foregoing disclosure has been set forth merely to illustrate the invention and is not intended to be limiting. Since modifications of the disclosed embodiments incorporating the' spirit and substance of the invention may occur to persons skilled in the art, the invention should be construed to include everything within the scope of the appended claims and equivalents thereof.
Claims (19)
1. A method for the thermal conditioning of a combustion engine of a vehicle using a fluid circuit or a sub-circuit of the fluid circuit and/or air flowing into a passenger compartment of the vehicle by means of a heat pump circuit,
wherein, in at least one operational state of the vehicle, heat is transferred from the fluid circuit or the sub-circuit of the fluid circuit to the heat pump circuit.
2. The method as set forth in claim 1 , wherein heat is transferred from a first sub-circuit of the fluid circuit flowing through the combustion engine to the heat pump circuit via a first heat exchanger.
3. The method as set forth in claim 1 , wherein heat is transferred from the heat pump circuit via a second heat exchanger to the fluid circuit or to a second sub-circuit of the fluid circuit, and heat is transferred from the fluid circuit or the second sub-circuit of the fluid circuit via a heating heat exchanger to the air flowing into the passenger compartment of the vehicle.
4. The method as set forth in claim 2 , wherein heat is transferred from the heat pump circuit via a second heat exchanger to the fluid circuit or to a second sub-circuit of the fluid circuit, and heat is transferred from the fluid circuit or the second sub-circuit of the fluid circuit via a heating heat exchanger to the air flowing into the passenger compartment of the vehicle.
5. The method as set forth in claim 1 , wherein the combustion engine is preheated through transfer of heat produced by the heat pump circuit to the fluid circuit via the second heat exchanger.
6. The method as set forth in claim 2 , wherein the combustion engine is preheated through transfer of heat produced by the heat pump circuit to the fluid circuit via the second heat exchanger.
7. The method as set forth in claim 3 , wherein the combustion engine is preheated through transfer of heat produced by the heat pump circuit to the fluid circuit via the second heat exchanger.
8. A vehicle comprising:
a combustion engine;
a fluid circuit that is provided for cooling and/or preheating the combustion engine; and
a heat pump circuit, wherein at least one heat exchanger is provided via which the fluid circuit or a sub-circuit of the fluid circuit is thermally coupled with the heat pump circuit.
9. The vehicle as set forth in claim 8 , wherein the fluid circuit has at least one blockable fluid connection, wherein, depending on the switching status of the at least one fluid connection, the entire fluid circuit is a single closed circuit or subdivided into a first sub-circuit flowing through the combustion engine and a second sub-circuit separated therefrom.
10. The vehicle as set forth in claim 9 , wherein the fluid circuit, particularly the second sub-circuit has a heating heat exchanger that is provided for the purpose of transferring heat from the fluid circuit or the second sub-circuit of the fluid circuit to the air flowing into a passenger compartment of the vehicle.
11. The vehicle as set forth in claim 8 , wherein the at least one heat exchanger is provided in a first operational state for the purpose of transferring heat from the fluid circuit to the heat pump circuit.
12. The vehicle as set forth in claim 9 , wherein the at least one heat exchanger is provided in a first operational state for the purpose of transferring heat from the fluid circuit to the heat pump circuit.
13. The vehicle as set forth in claim 10 , wherein the at least one heat exchanger is provided in a first operational state for the purpose of transferring heat from the fluid circuit to the heat pump circuit.
14. The vehicle as set forth in claim 8 , wherein the at least one heat exchanger is provided in a second operational state for the purpose of transferring heat from the heat pump circuit to the fluid circuit or a sub-circuit of the fluid circuit.
15. The vehicle as set forth in claim 9 , wherein the at least one heat exchanger is provided in a second operational state for the purpose of transferring heat from the heat pump circuit to the fluid circuit or a sub-circuit of the fluid circuit.
16. The vehicle as set forth in claim 10 , wherein the at least one heat exchanger is provided in a second operational state for the purpose of transferring heat from the heat pump circuit to the fluid circuit or a sub-circuit of the fluid circuit.
17. The vehicle as set forth in claim 11 , wherein the at least one heat exchanger is provided in a second operational state for the purpose of transferring heat from the heat pump circuit to the fluid circuit or a sub-circuit of the fluid circuit.
18. The vehicle as set forth in claim 8 , wherein a first heat exchanger, of the at least one heat exchangers, is arranged in a segment of the first sub-circuit via which the fluid circuit is thermally coupled with the heat pump circuit.
19. The vehicle as set forth in claim 18 , wherein a second heat exchanger, of the at least one heat exchangers, is arranged in a segment of the second sub-circuit via which the fluid circuit is thermally coupled with the heat pump circuit.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US15/971,604 US11850915B2 (en) | 2012-09-10 | 2018-05-04 | Method for the thermal conditioning of an internal combustion engine and/or of a passenger compartment of a vehicle, and vehicle |
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102012215971.1A DE102012215971A1 (en) | 2012-09-10 | 2012-09-10 | Method for thermally conditioning an internal combustion engine and / or a passenger compartment of a vehicle and vehicle |
DE102012215971.1 | 2012-09-10 | ||
PCT/EP2013/067283 WO2014037216A1 (en) | 2012-09-10 | 2013-08-20 | Method from the thermal conditioning of an internal combustion engine and/or of a passenger compartment of a vehicle, and vehicle |
Related Parent Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2013/067283 Continuation WO2014037216A1 (en) | 2012-09-10 | 2013-08-20 | Method from the thermal conditioning of an internal combustion engine and/or of a passenger compartment of a vehicle, and vehicle |
Related Child Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US15/971,604 Division US11850915B2 (en) | 2012-09-10 | 2018-05-04 | Method for the thermal conditioning of an internal combustion engine and/or of a passenger compartment of a vehicle, and vehicle |
Publications (1)
Publication Number | Publication Date |
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US20150174986A1 true US20150174986A1 (en) | 2015-06-25 |
Family
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Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
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US14/642,070 Abandoned US20150174986A1 (en) | 2012-09-10 | 2015-03-09 | Method from the thermal conditioning of an internal combustion engine and/or of a passenger compartment of a vehicle, and vehicle |
US15/971,604 Active 2034-01-06 US11850915B2 (en) | 2012-09-10 | 2018-05-04 | Method for the thermal conditioning of an internal combustion engine and/or of a passenger compartment of a vehicle, and vehicle |
Family Applications After (1)
Application Number | Title | Priority Date | Filing Date |
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US15/971,604 Active 2034-01-06 US11850915B2 (en) | 2012-09-10 | 2018-05-04 | Method for the thermal conditioning of an internal combustion engine and/or of a passenger compartment of a vehicle, and vehicle |
Country Status (4)
Country | Link |
---|---|
US (2) | US20150174986A1 (en) |
CN (1) | CN104364103A (en) |
DE (1) | DE102012215971A1 (en) |
WO (1) | WO2014037216A1 (en) |
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Also Published As
Publication number | Publication date |
---|---|
CN104364103A (en) | 2015-02-18 |
US11850915B2 (en) | 2023-12-26 |
DE102012215971A1 (en) | 2014-05-28 |
WO2014037216A1 (en) | 2014-03-13 |
US20180251003A1 (en) | 2018-09-06 |
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