Patent Application
20240157758
This application claims priority to German Application No. DE 10 2022 213 181.9 filed on Dec. 7, 2022 and German Application No. DE 10 2022 212 007.8 filed on Nov. 11, 2022, the contents of which are hereby incorporated by reference in their entireties and for all purposes.
The present invention relates to a battery-electric vehicle.
A battery-electric vehicle comprises in the usual manner a vehicle interior for at least one person (male/female/diverse), which can be the driver (male/female/diverse) and optionally at least one passenger (male/female/diverse). The vehicle is equipped with an electric-motor drivetrain, which includes at least one electric motor, and with a traction battery for the energy supply of the drivetrain. Further, such a vehicle is usually equipped with an air-conditioning system for air-conditioning the vehicle interior, which comprises at least one interior cooler, which serves for cooling a room air flow leading to the vehicle interior and for this purpose can be flowed through by the said room air flow. Further, such a vehicle can be equipped with a drive cooling circuit carrying a drive coolant for cooling the drivetrain, which comprises a drive cooler, which can be flowed through by the drive coolant and by a cooling air flow. Additionally or alternatively to the drive cooling circuit, a battery cooling circuit carrying a battery coolant for cooling the battery can be provided, which comprises a battery cooler, which can be flowed through by the battery coolant.
The present invention deals with the problem of showing for a battery-electric vehicle of the type mentioned above an improved or at least another embodiment which is characterised by improved cooling. The improved cooling can arise through a higher cooling output and/or a more efficient cooling and/or an efficient cooling with limited peripheral conditions and/or additional functions.
According to the invention, this problem is solved through the subject of the independent claim(s). Advantageous embodiments are subject of the dependent claims.
The invention is based on the general idea of additionally equipping the battery-electric vehicle with a refrigeration circuit, with the help of which the heat transfer from the vehicle heat sources to the environment is improved. With the help of the refrigeration circuit, greater temperature differences can be achieved at the respective place of the heat transfer, which favours the heat transfer. The refrigeration circuit carries a refrigerant and comprises a high-pressure side, a low-pressure side, a compressor for driving and compressing the refrigerant, a refrigerant cooler for cooling the refrigerant, and at least one expansion valve for expanding the refrigerant. While a coolant, such as for example the drive coolant and the battery coolant, in the usual operating temperature range is present in single phase, preferentially in the liquid state, throughout the cooling circuit, the refrigerant in the refrigeration circuit is present in two phases, namely liquid and gaseous, wherein the gaseous refrigerant is liquefied on the high-pressure side and the liquid refrigerant evaporated on the low-pressure side. Through the evaporation of the liquid refrigerant, an extremely large amount of heat can be absorbed; while during the liquefaction or condensation of the refrigerant a very large amount of heat can be dissipated.
The refrigeration circuit can optionally comprise an internal heat exchanger which couples the high-pressure side with the low-pressure side or the predominantly liquid refrigerant of the high-pressure side with the predominantly gaseous refrigerant of the low-pressure side in a heat-transferring manner.
The respective expansion valve is connected on the inlet side to the high-pressure side and on the outlet side to the low-pressure side, while the compressor is connected on the inlet side to the low-pressure side and on the outlet side to the high-pressure side. The refrigerant cooler can be flowed through by the refrigerant and is arranged on the high-pressure side, in particular upstream of the internal heat exchanger.
Particularly practical, now, is a configuration in which the battery cooler is incorporated downstream of the respective expansion valve and upstream of the internal heat exchanger into the refrigeration circuit and can be flowed through by the refrigerant. Thus, the battery cooler can be flowed through by the refrigerant and by the battery coolant in a media-separated manner. Additionally or alternatively, the interior cooler can be incorporated downstream of the respective expansion valve and in particular upstream of the internal heat exchanger into the refrigeration circuit and can be flowed through by the refrigerant. Thus, the interior cooler can be flowed through by the refrigerant and by the room air flow in a media-separated manner.
Particularly advantageously, now, is a configuration in which the refrigeration circuit additionally comprises an after-cooler, which couples the refrigeration circuit to the drive cooling circuit in a heat-transferring manner. For this purpose, the after-cooler is arranged downstream of the refrigerant cooler and upstream of the battery cooler and in particular upstream of the internal heat exchanger in the refrigeration circuit and can be flowed through by the refrigerant, wherein this after-cooler is additionally incorporated in the drive cooling circuit downstream of the drive cooler and upstream of the heat sources of the drivetrain and can be additionally flowed through by the drive coolant. With the help of this after-cooler it is possible, in particular, to extract additional heat from the refrigerant downstream of the refrigerant cooler before it reaches the battery cooler or the interior cooler. This additional cooling or after-cooling of the refrigerant is advantageous in particular when with stationary vehicle, during a charging operation of the traction battery, comparatively much heat has to be dissipated via the battery cooling circuit, when at the same time because of the stationary vehicle the cooling air flow cannot be generated by the headwind. In order to be able to generate a cooling air flow even with stationary vehicle, a vehicle is usually equipped with a fan. For a strong cooling air flow, the fan for this purpose has to be operated with high output, which is accompanied by a correspondingly high noise emission. Since in battery-electric vehicles the charging operation frequently takes place overnight and in a residential area, a high noise emission is undesirable, so that the fan can only be operated with reduced output. Through the after-cooling of the refrigerant with the after-cooler, an adequate heat dissipation to the environment can now be realised even with reduced fan output and thus with a moderate cooling air flow, since for this purpose the drive cooling circuit can be co-utilised, the cooling output of which with stationary vehicle is not usually needed. By way of the after-cooler proposed here, which couples the refrigeration circuit to the drive cooling circuit in a heat-transferring manner, an adequate cooling for the traction battery can thus be provided for a charging operation even with reduced fan output.
The refrigeration circuit can comprise a refrigerant collector for storing refrigerant. Particularly advantageous is an embodiment, in which such a refrigerant collector is integrated in the internal heat exchanger on the low-pressure side. This is thus a combined component with an internal flow control, in which the refrigerant within the component on the low-pressure side initially flows into the refrigerant collector before it subsequently flows through the low-pressure part of the internal heat exchanger.
Practically, the vehicle can comprise a cooling fan, which with stationary vehicle generates the cooling air flow and with travelling vehicle, supports the cooling air flow. As explained above, this cooling fan, during the charging of the vehicle, can be operated with reduced output in order to avoid elevated noise emission in the surroundings.
Practically, the refrigerant cooler and the drive cooler can be arranged so that they can be flowed through by the same cooling air flow one after the other. By way of this series connection of refrigerant cooler and drive cooler, a particularly compact arrangement can be realised which requires less installation space on the vehicle. In principle, however, a parallel connection of the two coolers is also conceivable so that they can be flowed through in parallel by the cooling air flow. This parallel connection is preferred in particular when adequate installation space is available on the vehicle.
Preferred is a configuration, in which the drive cooler and the refrigerant cooler are arranged in a front end of the vehicle. Front end coolers in the case of travelling vehicle can be more easily flowed through by a cooling air flow generated by the headwind.
Advantageous is an embodiment, in which the drive cooler, with respect to the cooling air flow, is arranged upstream of the refrigerant cooler on or in the vehicle. It has been shown that with this configuration, at least with travelling vehicle, altogether more heat can be dissipated to the environment.
According to an embodiment, the after-cooler can be incorporated in the drive cooling circuit so that the entire volume flow of the drive coolant flows through the after-cooler. With this configuration, the complete volume flow of the drive coolant permanently flows through the after-cooler during the operation of the drive cooling circuit.
Alternatively to this, it can be provided in another embodiment that the drive cooling circuit comprises an after-cooling bypass which, on the side of the drive cooling circuit, bypasses the after-cooler so that the volume flow of the drive coolant can at least partially flow through the after-cooler and/or at least partially through the after-cooler bypass. Thus, a flow of drive coolant through the after-cooler that is in particular as required can be realised.
According to a further embodiment, the drive cooling circuit can comprise in the after-cooler bypass a stop valve for the shutting-off of the after-cooler bypass as required. Alternatively to this, the drive cooling circuit, in an inflow to the after-cooler, can comprise a stop valve for blocking the inflow as required. With the after-cooler bypass shut off, the entire volume flow of the drive coolant flows through the after-cooler. It is likewise conceivable to arrange the stop valve in an outflow of the after-cooler. With shut-off inflow and with shut-off outflow, the entire volume flow of the drive coolant flows through the after-cooler bypass. Preferably, the stop valve is arranged in the after-cooler bypass since with opened stop valve the flow resistance of the after-cooler ensures that the drive coolant flows almost entirely through the after-cooler bypass.
In an alternative further development, the drive cooling circuit can comprise a control valve with which a division of the volume flow of the drive coolant into the after-cooler and into the after-cooler bypass is adjustable as required. This can be for example a 3/2-way valve which can be additionally configured as proportional valve. In this way, the flow of drive coolant through the after-cooler can be adjusted as required. Practically, the control valve can connect the drive cooling circuit to the inflow of the after-cooler and to the after-cooler bypass. It is likewise conceivable that the control valve connects the drive cooling circuit to the outflow of the after-cooler and to the after-cooler bypass.
In the present context, a “configuration” is synonymous with a “configuration”. In particular, the formulation “configured so that” is synonymous with the formulation “configured so that”.
According to another advantageous embodiment, the refrigeration circuit can be configured so that the interior cooler and the battery cooler can be flowed through by refrigerant in parallel. In particular, the refrigeration circuit for this purpose can comprise an interior cooling branch in which the interior cooler is arranged, which at a branch point, branches off from the high-pressure side, which is arranged on the high-pressure side downstream of the internal heat exchanger and upstream of the battery cooler. The interior cooling branch is additionally returned at a return point into the low-pressure side, which is arranged on the low-pressure side downstream of the battery cooler and upstream of the internal heat exchanger. In this way, the interior cooler and the battery cooler are flowed through by the refrigerant in the refrigeration circuit in parallel. In particular, the volume flows of the refrigerant through the battery cooler and through the interior cooler in conjunction with suitable control valves, can be adjusted independently of one another as required.
According to an advantageous further development, the refrigeration circuit can comprise at least two expansion valves, namely a first expansion valve and a second expansion valve, wherein the first expansion valve is arranged downstream of the branch point and upstream of the battery cooler, while the second expansion valve is arranged downstream of the branch point and upstream of the interior cooler. By way of the two expansion valves, both the battery cooler and also the interior cooler act as evaporators for the refrigerant. Through the separate expansion valves, the cooling output for the respective cooler can be optimised. In particular, battery cooler and interior cooler can be dimensioned differently.
In another embodiment, the refrigeration circuit can comprise a bypass branch which in the refrigeration circuit bypasses the after-cooler, the internal heat exchanger on the high-pressure side and the battery cooler and also the interior cooler. Thus, it is possible to operate the refrigeration circuit as heat pump, for example in order to supply a heat exchanger operating as heater, such as for example an interior heater, with refrigerant, which is heated through the compression in the compressor. Practically, the refrigeration circuit in the bypass branch can comprise a stop valve for blocking and opening the bypass branch.
According to an advantageous further development, the refrigeration circuit can comprise a non-non-return check valve, which is arranged between a branch-off point, at which the bypass branch branches off upstream of the after-cooler, and the after-cooler, and the blocking direction of which leads from the after-cooler in the direction of the branch-off point. The opening direction of the non-non-return check valve is opposed to the blocking direction and leads from the branch-off point to the after-cooler.
Particularly practical is a configuration, in which the non-non-return check valve is preloaded with a preload into its blocking position which is selected so that the non-non-return check valve in its passage direction only opens from a predetermined opening pressure which is higher than the low pressure of the refrigeration circuit and lower than the high pressure of the refrigeration circuit.
In a further development, the refrigeration circuit can additionally comprise an interior heating branch, which on the high-pressure side branches off from a control valve which is arranged upstream of the refrigerant cooler and which controls the flow of the refrigerant through the interior heating branch. This interior heating branch can now additionally comprise an interior heater, which can be flowed through by the room air flow and by the refrigerant. Upstream of the refrigerant cooler, the refrigerant is still heated because of the compression by the compressor, so that via the interior heater, heat from the refrigerant can be passed on to the room air flow. In this case, the refrigeration circuit is used as heat pump in order to be able to efficiently heat the vehicle interior. The energetic efficiency of such a heat pump is better than that of an electrical heating of the room air flow, for example by means of an electrically heated heat exchanger, which is arranged downstream of the interior cooler and can be flowed through by the room air flow.
Practically, the interior cooler and the interior heater can be arranged so that they can be flowed through by the same room air flow. It can be provided, in particular that the interior cooler with respect to the room air flow is arranged upstream of the interior heater in or on the vehicle.
According to a particularly advantages embodiment, the refrigeration circuit can comprise a connecting branch which via a first connecting point branches off from the high-pressure side, which is arranged on the high-pressure side downstream of the interior heater and upstream of the refrigerant cooler. The connecting branch can be introduced into the high-pressure side via a second connecting point, which is arranged on the high-pressure side downstream of the internal heat exchanger and upstream of the interior cooler. Practically, the connecting branch additionally comprises a control valve for adjusting a volume flow of the refrigerant through the connecting branch. With the help of the connecting branch and of the associated control valve, the interior cooler and/or the battery cooler, with activated interior heating branch, can be activated as required for example in order to dry the room air flow, in particular before it flows through the interior heater, and/or in order to dissipate heat from the battery. It can be provided in particular that the second connecting point is arranged on the interior cooling branch, i.e. between the interior cooler and the branch point, which branches the refrigeration circuit in the cooling mode on the high-pressure side into the battery cooler and the interior cooler. In the heating mode, by contrast, the second connecting point represents the branching of the refrigeration circuit into the battery cooler and into the interior cooler, which can be optionally activated. According to an advantageous embodiment, a controllable throttle valve can be arranged in the refrigeration circuit between the first connecting point and the refrigerant cooler, which can be switched between a throttling state and a passage state. The throttle valve is additionally configured so that in the throttling state it functions as further expansion valve which is connected on the inlet side to the high-pressure side containing the interior heater and on the outlet side to the low-pressure side containing the refrigerant cooler. Apart from this, the refrigerant cooler can be configured so that in the throttling state of the throttle valve it functions as evaporator for heating the refrigerant. Further, the throttle valve is practically configured so that in the passage state it can be flowed through by the refrigerant and on the inlet side and on the outlet side is connected to the high-pressure side. The flow through the throttle valve in the passage state takes place quasi without back pressure, i.e. without pressure loss worth mentioning. With the help of the controllable throttle valve it is thus possible to use the refrigerant cooler for a cooling operation of the refrigeration circuit for cooling the refrigerant and for a heating operation of the refrigeration circuit for heating the refrigerant.
In a special embodiment, the refrigeration circuit can again comprise an interior heater, which on the high-pressure side comprises an advance and a return, wherein the advance of the interior heater is connected to the compressor while the return of the interior heater is connected to a switching valve. In addition, the switching valve is connected to a cooling path and to a heating path. The switching valve can be switched over between a cooling position and a heating position and for this purpose can be configured in particular as 3/2-way valve. In the cooling position, the switching valve conducts the refrigerant coming from the return through the cooling path. In the heating position, the switching valve conducts the refrigerant coming from the return through the heating path. The cooling path can now lead from the switching valve to the refrigerant cooler while the heating path leads from the switching valve to a collector inlet of a refrigerant collector on the high-pressure side. The refrigerant collector serves for collecting, storing and calming the refrigerant and is arranged on the high-pressure side.
Further, the refrigeration circuit can comprise an after-cooling path, which leads from the refrigerant cooler to the collector inlet and in which the after-cooler is arranged. Further, the cooling circuit can comprise and expansion path which is connected to a collector outlet of the refrigerant collector and is additionally connected to the after-cooling path between the refrigerant cooler and the after-cooler. In the expansion path, a further expansion valve is arranged. Further, the refrigeration circuit can comprise a heat exchanging path, which leads from the collector outlet to the internal heat exchanger. Apart from this, the refrigeration circuit can comprise a bypass path which connects a first branch point, which is formed on the cooling path between the refrigerant cooler and the switching valve, to a second branch point, which is formed on the low-pressure side between the internal heat exchanger and the compressor. This bypass path comprises a stop valve which can be switched between a blocking position for blocking a volume flow of refrigerant through the bypass path and an open position for opening a volume flow of refrigerant through the bypass path.
With the help of a corresponding control, which is at least coupled to the switching valve and the stop valve, the refrigeration circuit can be operated in a cooling mode and in a heating mode. The cooling mode serves for cooling the battery coolant and/or the room air flow. The heating mode by contrast serves for heating the room air flow. The control can now be configured so that for the cooling mode it adjusts the switching valve into its cooling position and the stop valve into its blocking position. In contrast with this, the control, for the heating mode, can adjust the switching valve into its heating position and the stop valve into its open position.
During the cooling operation, the refrigerant flows from the compressor through the interior heater, thereafter through the cooling path, thereafter through the refrigerant cooler, thereafter through the after-cooler, thereafter through the refrigerant collector, thereafter through the internal heat exchanger, thereafter through the battery cooler and/or through the interior cooler and thereafter again to the compressor. In contrast with this, the refrigerant, during the heating operation, flows from the compressor through the interior heater, thereafter through the heating path, thereafter through the refrigerant collector, thereafter through the expansion path, thereafter through the refrigerant cooler, thereafter through the bypass path and then again to the compressor.
Further important features and advantages of the invention are obtained from the subclaims, from the drawings and from the associated figure description by way of the drawings.
It is to be understood that the features mentioned above and still to be explained in the following cannot only be used in the respective combination stated but also in other combinations or by themselves without leaving the scope of the invention defined by the claims. The parts of a higher unit, such as for example an installation device or an arrangement mentioned above and still to be named in the following which are separately denoted, can form separate parts or components of this unit or be integral regions or portions of this unit, even if shown otherwise in the drawings.
Preferred exemplary embodiments of the invention are shown in the drawings and are explained in more detail in the following description, wherein same reference numbers relate to same or similar or functionally same components.
It shows, in each case schematically,
According to the
Apart from this, the vehicle 1 comprises an air-conditioning system 6 for air-conditioning the vehicle interior 2. The air-conditioning system 6 for this purpose comprises at least one interior cooler 7 which serves for cooling a room air flow 8 leading to the vehicle interior 2 and for this purpose can be flowed through by the said room air flow 8. In the usual manner, the room air flow 8 is fresh air from surroundings 9 of the vehicle 1 or from circulating air from the vehicle interior 2 or any mixture of fresh air and circulating air. It is clear, further, that the air-conditioning system 6 in the usual manner comprises at least one fan for driving the room air flow 8 which is not shown.
The vehicle 1 is additionally equipped with a drive cooling circuit 10, which serves for cooling the drivetrain 3 and which for this purpose carries a drive coolant. The drive cooling circuit 10 comprises a drive cooler 11 which can be flowed through by drive coolant and by a cooling air flow 12, which originates from the environment 9. For driving the drive coolant, the drive cooling circuit 10 comprises a corresponding delivery device 13, which can be configured in particular as coolant pump. The drivetrain 3 comprises at least one heat source which is not shown in more detail, such as for example an electric motor and power electronics, which are coupled to the drive cooling circuit 10 in a heat-transferring manner. A flow direction of the drive coolant in the drive cooling circuit 10 is indicated by arrows 27.
Further, the vehicle 1 is equipped with a battery cooling circuit 14, which carries a battery coolant and which serves for cooling the traction battery 4. For this purpose, the battery cooling circuit 14 comprises a battery cooler 15 which can be flowed through by the battery coolant. For driving the battery coolant, the battery cooling circuit 14 can comprise a corresponding delivery device 16, which can be in particular a coolant pump. The traction battery 4 comprises at least one heat source which is not shown in more detail, such as for example battery cells, which are coupled to the battery cooling circuit 14 in a heat-transferring manner. The drive coolant and the battery coolant can be identical or distinct. In this case, a fluidic connection of the two cooling circuits 10 and 14 which is not shown is optionally also conceivable, so that for example a common collection vessel or storage vessel for the joint coolant can be provided for example for both cooling circuits 10, 14. A flow direction of the battery coolant in the battery cooling circuit 14 is indicated by arrows 28.
The vehicle 1 is additionally equipped with a refrigeration circuit 17 which carries a refrigerant, comprises a high-pressure side 18, a low-pressure side 19, a compressor 20 for driving and compressing the refrigerant, a refrigerant cooler 21 for cooling the refrigerant, at least one expansion valve 22, 23, 24 for expanding the refrigerant and an internal heat exchanger 25. The internal heat exchanger 25 serves for the heat-transferring coupling of the high-pressure side 18 to the low-pressure side 19. It is clear that the refrigerant flows through the internal heat exchanger 25 separately with respect to the high-pressure side 18 and the low-pressure side 19. An embodiment, in which in the internal heat exchanger 25 a refrigerant collector 57 is additionally integrated on the low-pressure side is particularly advantageous. This is thus a combined component with an internal flow control, in which the refrigerant on the low-pressure side 19 initially flows into the refrigerant collector 57 before it subsequently flows through the low-pressure part of the internal heat exchanger 25.
The respective expansion valve 22, 23, 24 is connected on its inlet side to the high-pressure side 18 and on its outlet side to the low-pressure side 19. In contrast with this, the compressor 20 on its inlet side is connected to the low-pressure side 19 and on its outlet side to the high-pressure side 18. A flow direction of the refrigerant in the refrigeration circuit 17 is indicated by arrows 26.
The refrigerant coolant 21 can be flowed through by a cooling air flow 12 and by the refrigerant. The refrigerant coolant 21 is arranged on the high-pressure side 18 upstream of the internal heat exchanger 25. The battery cooler 15 is incorporated in the refrigeration circuit 17, namely on the low-pressure side 19. For this purpose, the battery cooler 15 is incorporated in the refrigeration circuit 17 on the low-pressure side 19 downstream of the respective expansion valve 22 and upstream of the internal heat exchanger 25, so that it can be flowed through by the refrigerant. Through the positioning downstream of the respective expansion valve 22, the battery cooler 15 can be practically configured as evaporator, so that a lot of heat can be transferred from the battery coolant to the refrigerant. It is clear that the battery coolant and the refrigerant flow through the battery cooler 15 separately or media-separately.
The interior cooler 7 is also incorporated in the refrigeration circuit 17, namely likewise on the low-pressure side 19. For this purpose, the interior cooler 7 is incorporated in the refrigeration circuit 17 downstream of the respective expansion valve 23 and upstream of the internal heat exchanger 25, so that it can be flowed through by the refrigerant. Through the positioning of the interior cooler 7 downstream of the respective expansion valve 23, the interior cooler 7 can also be configured as evaporator, so that particularly much heat can be transferred from the room air flow 8 to the refrigerant.
Apart from this, the refrigeration circuit 17 is equipped with an after cooler 29, which is arranged in the refrigeration circuit 17 on the high-pressure side 18 downstream of the refrigerant cooler 21 and upstream of the internal heat exchanger 25 and can be flowed through by the refrigerant. This after-cooler 29 is additionally incorporated in the drive cooling circuit 10, namely downstream of the drive cooler 11 and upstream of the drivetrain 3. Accordingly, the after-cooler 29 can also be flowed through by the drive coolant, namely separately or media-separately with respect to the refrigerant.
The vehicle 1 practically comprises a cooling fan 30, which in the figures is symbolised by a fan wheel. The cooling fan 30 can generate the cooling air flow 12 with stationary vehicle 1. With travelling vehicle 1, the cooling fan 30 can amplify the cooling air flow 12. The drive cooler 11 and the refrigerant cooler 21 are practically arranged in a front end 31 of the vehicle 1. Shown is a particularly compact series arrangement with respect to the cooling air flow 12, so that the refrigerant cooler 21 and the drive cooler 11 can be flowed through by the same cooling air flow 12 in succession. Here, the shown arrangement is preferred, in which the drive cooler 11 with respect to the cooling air flow 12 is arranged upstream of the refrigerant cooler 21.
In the embodiment shown in
According to
Alternatively to this, a control valve 36 according to
According to the
In the embodiment shown in
According to
In the bypass branch 40, a stop valve 48 can be arranged, with the help of the bypass branch 40 can be opened or closed. The bypass branch 40 connects a branch-off point 67, which in the following is also referred to as second branch-off point 67, with an introduction point 51, which in the following is also referred to as second introduction point 51. This second branch-off point 67 is located between the refrigerant cooler 21 and the after-cooler 29. This second introduction point 51 is located between the first introduction point 39 and the internal heat exchanger 25.
In the embodiment shown in
In the heating mode or heat pump mode of the refrigeration circuit 17, the bypass branch 40 is opened and the throttle valve 49 is in the throttling state. In the refrigeration circuit 17, a non-non-return check valve 68 is arranged between the after-cooler 29 and the second branch-off point 67, which is preloaded into its blocking position. The preload of the non-non-return check valve 68 is selected so that it opens only from a predetermined opening pressure. This opening pressure is selected so that the non-non-return check valve 68 blocks at low-pressure in the refrigerant and opens at high-pressure in the refrigerant. In the heating mode, the throttle valve 49 throttles the pressure in the refrigerant so that the same falls to the low pressure. Thus, the non-non-return check valve 68 remains closed in the heating mode, so that the refrigerant bypasses the after-cooler 29 and the internal heat exchanger 25. Apart from this, the non-non-return check valve 68, with opened connecting branch 44, prevents a return flow on the high-pressure side through the internal heat exchanger 25 and the after-cooler 29. In the normal cooling mode of the refrigeration circuit 17, the high-pressure is present in the refrigerant at the second branch-off point 67, so that the non-non-return check valve 68 opens and the after-cooler 29 is flowed through, more so since the stop valve 48 then blocks the bypass branch 40.
According to the example of
In all embodiments, the refrigeration circuit 17 can comprise a control 50 which in a suitable manner is coupled to controllable components of the refrigeration circuit 17. In the example of
For the heating operation, the control 50 causes the first control valve 42 to conduct the refrigerant through the interior heating branch 41 and thus through the interior heater 43. From there, the refrigerant via the first connecting point 45 reaches the throttle valve 49 which is now switched into the throttling state, so that refrigerant flowing to the refrigerant cooler 21 evaporates in the refrigerant cooler 21 and absorbs heat in the process. The stop valve 48 is now opened and the non-non-return check valve 68 between the second branch point 67 and the after-cooler 29, because of its preload into the blocking position, causes the expanded and heated refrigerant to bypass the after-cooler 29 and the internal heat exchanger 25 and at the second introduction point 51 reaches the original low-pressure side 19. The refrigerant then flows through the internal heat exchanger 25 back to the compressor 20.
Provided that during the heating operation a cooling of the battery coolant and/or a drying of the room air flow 8 is desired, the second control valve 47 for opening the connecting branch 44 can be additionally activated, so that a part of the refrigerant flows through the battery cooler 15 and through the interior cooler 7. The control valve 47 can also be configured as stop valve which opens or blocks the connecting branch as required. The partial flows of the refrigerant, which flow through the battery cooler 15 and through the interior cooler 7, unite at the first introduction point 39 and, at the second introduction point 51, unite with the partial flow of the refrigerant flowing through the refrigerant cooler 21. In
In the following, a special embodiment of the vehicle 1 is explained in more detail with reference to the
According to the
In addition to this, the refrigeration circuit 17 comprises a heat exchanging path 62, which connects the collector outlet 61 with the internal heat exchanger 25. Apart from this, the refrigeration circuit 17 has a bypass path 63 which connects a first branch point 64 with a second branch point 65 and which contains a stop valve 66 for blocking and opening the bypass path 63. The first branch point 64 is arranged on the cooling path 55 between the refrigerant cooler 21 and the switching valve 54. The second branch point 65 is arranged on the low-pressure side 19 between the internal heat exchanger 25 and the compressor 20.
For realising a cooling operation of the refrigeration circuit 17 and a heating operation of the refrigeration circuit 17, the control 50 can now activate in particular the switching valve 54 and the stop valve 66. The flow of refrigerant through the refrigeration circuit 17 is symbolised by the arrows 26 in
According to
For the heating operation of the refrigeration circuit 17 according to
From the refrigerant collector 57, the refrigerant also flows, on the other hand, in
Further, non-non-return check valves 68 are provided in all embodiments in the refrigeration circuit 17 in a suitable position in order to prevent refrigerant flowing in the wrong direction.
The embodiments of the
| Number | Date | Country | Kind |
|---|---|---|---|
| 10 2022 212 007.8 | Nov 2022 | DE | national |
| 10 2022 213 181.9 | Dec 2022 | DE | national |
