DE102016006682B4 - Method for operating an air conditioning system of an electric or hybrid vehicle and air conditioning system for carrying out the method - Google Patents

Abstract

Method for operating an air conditioning system (1) of an electric or hybrid vehicle (10) with a refrigerant circuit (2) consisting of an indirect evaporator (2.1), an indirect condenser (2.2), an expansion element (2.3) and a refrigerant compressor (2.4), - a thermal energy storage (3), - an ambient heat exchanger (4) and - at least one vehicle component (5), which can be used as a heat source and as a heat sink, whereby - when the vehicle component (5) is used as a heat source, in a first Preconditioning mode thermal energy from the vehicle component (5) used as a heat source is transferred to the thermal energy storage (3) as a heat storage by thermally connecting the thermal energy storage (3) to the capacitor (2.2) and the evaporator (2.1) to the vehicle component (5). are coupled, and - following the first preconditioning mode, thermal energy from the thermal energy storage (3) is used to heat a vehicle interior (11) by connecting the capacitor (2.2) to at least one conditioning unit (7.1, 7.2) of an air conditioning unit (7). of the electric or hybrid vehicle (10) and the thermal energy storage (3) is thermally coupled to the evaporator (2.1), and - when the vehicle component (5) is used as a heat sink, in a second preconditioning mode, thermal energy of the thermal energy storage (3) is transferred as a cold storage to the vehicle component (5) used as a heat sink by thermally coupling the thermal energy storage (3) to the evaporator (2.1) and the capacitor (2.2) to the vehicle component (5), and - following the second Preconditioning mode thermal energy from a fresh or recirculated air stream (L1) supplied to a conditioning unit (7.1, 7.2) of an air conditioning unit (7) of the electric or hybrid vehicle (10) for cooling the vehicle interior (11) is supplied to the thermal energy storage (3) by the evaporator (2.1) is thermally coupled to the at least one conditioning unit (7.1, 7.2) and the thermal energy storage (3) to the capacitor (2.2).

Description

The invention relates to a method for operating an air conditioning system of an electric or hybrid vehicle and an air conditioning system for carrying out the method according to the invention.

In vehicles with an internal combustion engine, the air conditioning system can use its waste heat to heat the supply air flow supplied to the vehicle interior. In electric or hybrid vehicles, however, compared to internal combustion engines, only a small amount of waste heat from the combustion or electric drive is available, which can be used to heat the vehicle interior. However, using the available electrical energy for heating or cooling purposes reduces the possible range in electric driving.

Furthermore, it is known to use heat pumps based on a refrigerant circuit with a refrigerant compressor and an expansion element at low outside temperatures in order to raise heat, for example from the vehicle environment, to a higher temperature level using the heat pump principle and to deliver it to the vehicle interior. In addition to the utilization of the ambient heat, the WO 2011/ 029 538 A1 proposes to use the waste heat from the electric drive train by supplying the waste heat to an evaporator in a refrigerant circuit of the heat pump.

The DE 10 2009 028 332 A1 describes a generic heat management system for a hybrid or electric vehicle with a refrigerant circuit made up of an indirect evaporator, an indirect condenser, an expansion element and a refrigerant compressor, a V-fluid circuit, which is thermally connected to the indirect evaporator on the fluid side, and a K-fluid circuit, which is thermally connected to the indirect condenser on the fluid side. Furthermore, a first and second valve unit is provided, with the first valve unit being connected to the second valve unit via thermal components. The fluid from the V-fluid circuit and the K-fluid circuit is introduced into the thermal components with the first valve unit, while the fluid is discharged from the thermal components again with the second valve unit.

The thermal components for this one are: DE 10 2009 028 332 A1 Heat exchanger for a battery, a control unit, an electric motor as a drive unit, an internal combustion engine, for the ambient air of the vehicle, for the vehicle interior and for a thermal storage unit. From these different thermal components, any number of components to be cooled and/or heated can be selected and cooled and/or heated using the valve units. In particular, the vehicle interior can be heated from the waste heat from a charger and/or the battery while the battery is being charged, for example at low outside temperatures. Furthermore, heat from the charger and/or the battery can be stored in the thermal storage and a thermal component can later be heated with heat from the thermal storage.

The DE 11 2014 001 830 T5 describes a heat management system for a hybrid vehicle with a refrigerant circuit made up of an indirect evaporator, an indirect condenser, an expansion element and a refrigerant compressor, a first conditioning unit arranged in an air conditioning unit for cooling a supply air stream supplied to the vehicle cabin, a second conditioning unit for heating also arranged in the air conditioning unit the supply air flow, an ambient heat exchanger and a device with a flow path for the circulation of coolant in order to transfer heat between this device and the coolant. Such a device may include an inverter, a battery, a battery temperature adjustment heat exchanger, an electric traction motor, an internal combustion engine, a cold storage element, a ventilation heat recovery heat exchanger, a coolant-coolant heat exchanger. To implement different operating modes of the heat management system, including the implementation of a heat pump function, the components designed as heat exchangers can be thermally connected to the indirect evaporator of the refrigerant circuit on the one hand and to the indirect condenser of the refrigerant circuit on the other hand using two multi-way valves.

In order to realize a heat pump function by means of the ambient heat exchanger for absorbing thermal energy from the ambient air and by means of the first conditioning unit for cooling the supply air flow, the indirect evaporator is connected on the coolant side to the ambient heat exchanger and to the first conditioning unit by means of one of the multi-way valves. The heat energy absorbed from the environment and from the supply air flow is used via the indirect condenser on the coolant side to heat the device and for heating the supply air flow by means of the second conditioning unit by connecting the first and second conditioning units to the indirect condenser on the coolant side using the multi-way valves.

To cool the device, it is used together with the first conditioning unit Cooling of the supply air flow via the multi-way valves connected to the indirect evaporator on the refrigerant side. The heat absorbed by the device and by the first conditioning unit is transferred via the indirect condenser to the ambient heat exchanger and the second conditioning unit for heating the supply air flow by connecting the ambient heat exchanger and the second conditioning unit to the indirect condenser on the coolant side using the multi-way valves .

From the DE 11 2014 001 522 T5 a heat management system for vehicles is known, which comprises a refrigerant circuit consisting of an indirect evaporator designed as a refrigerant-coolant heat exchanger, an indirect condenser designed as a refrigerant-coolant heat exchanger, an expansion element and a refrigerant compressor, the indirect evaporator and the indirect condenser respectively are arranged on the coolant side in a coolant branch connecting a first and second multi-way valve. Furthermore, the first and second multi-way valves are connected via a first pump branch having a coolant pump and an ambient heat exchanger and via a second pump branch also having a coolant pump. Furthermore, further coolant branches connecting the two multi-way valves are provided, namely a coolant branch with an air-coolant heat exchanger arranged in an air conditioning unit, a battery cooler, an inverter motor cooler and a coolant-coolant heat exchanger, which is connected to an internal combustion engine and one arranged in an air conditioning unit Engine cooling circuit having heating core is thermally connected. The heating core is followed on the air side by a partial heating core downstream of the indirect condenser on the coolant side.

With this one from the DE 11 2014 001 522 T5 With the known heat management system, the two pump branches can be connected to the coolant branches in different configurations by means of the two multi-way valves in order to realize different operating modes such as heating, cooling, etc.

A system for the thermal coupling of a mobile system component, such as a vehicle, which has a refrigerant circuit, a thermal storage, a heat source, such as an ambient air flow, and a heat sink, such as a vehicle interior, with a stationary system component, such as a building is from the DE 10 2016 003 675 A1 known.

Is that from the DE 10 2016 003 675 A1 Known mobile system component is not connected to the stationary system component, this can be operated in a first, second or third operating mode. In the first operating mode, the refrigerant circuit works as an air-water heat pump by heating the vehicle interior with the heat from the heat source. In the second operating mode, the refrigerant circuit acts as an air-water heat pump by charging the thermal storage with heat from the ambient air flow. Finally, the vehicle interior is heated with the heat from the thermal storage in the third operating mode.

The DE 10 2012 108 317 A1 describes an air conditioning system with an evaporator that is connected to a thermal storage designed as a fluid storage. This thermal storage is used to temporarily store thermal energy, in particular cold energy, which is then temporarily stored when the operating situation of the vehicle produces a negative drive power, for example in overrun mode or an excess of drive power, or when the refrigerant compressor of the air conditioning system provides more cooling power than for one Air conditioning is accessed. Conversely, this thermal energy is then retrieved from the intermediate storage and supplied to air conditioning when the operating situation of the vehicle requires a maximum available drive power, for example for driving, otherwise the operation of additional components would reduce this drive power for driving. This thermal storage serves to support the air conditioning system.

The DE 10 2009 000 767 A1 describes a vehicle air conditioning system with a thermal storage designed as a heat exchanger with a phase change material. This heat exchanger is arranged in an air conditioning unit of the vehicle air conditioning system, so that the heat of a supply air stream intended for the vehicle interior is transferred directly to the phase change material of the heat transfer for cooling or thermal energy of the phase change material is transferred directly to the supply air stream for heating. An indirect heat exchange between a supply air stream and a heat exchanger containing a phase change material takes place by means of a refrigerant circuit. These heat exchangers containing a phase change material are therefore used as thermal storage for both cooling and heating.

It is the object of the invention to provide a method for operating an air conditioning system with a thermal storage device, with which flexible and comprehensive heat management can be achieved an electric or hybrid vehicle and, as part of this heat management, to make optimal use of various heat sources to ensure the most efficient air conditioning possible. It is also an object of the invention to provide an air conditioning system for an electric or hybrid vehicle for carrying out the method according to the invention.

The first task is solved by a method for operating an air conditioning system of an electric or hybrid vehicle with the features of patent claim 1.

• - einem Kältemittelkreislauf aus einem indirekten Verdampfer, einem indirekten Kondensator, einem Expansionsorgan, einem Kältemittelverdichter,
• - einem thermischen Energiespeicher,
• - einem Umgebungs-Wärmetauscher und
• - wenigstens einer Fahrzeugkomponente, welche als Wärmequelle und als Wärmesenke einsetzbar ist, wird
• - bei einem Einsatz der Fahrzeugkomponente als Wärmequelle in einem ersten Vorkonditionierungsmodus thermische Energie aus der als Wärmequelle genutzten Fahrzeugkomponente auf den thermischen Energiespeicher übertragen, indem der thermische Energiespeicher mit dem Kondensator und der Verdampfer mit der Fahrzeugkomponente thermisch gekoppelt werden, und
• - im Anschluss an den ersten Vorkonditionierungsmodus thermische Energie aus dem thermischen Energiespeicher zum Heizen eines Fahrzeuginnenraums verwendet wird, indem der Kondensator mit wenigstens einer Konditioniereinheit eines Klimagerätes des Elektro- oder Hybridfahrzeugs und der thermische Energiespeicher mit dem Verdampfer thermisch gekoppelt wird, und
• - bei einem Einsatz der Fahrzeugkomponente (5) als Wärmesenke, in einem zweiten Vorkonditionierungsmodus thermische Energie des thermischen Energiespeichers als Kältespeicher auf die als Wärmesenke genutzten Fahrzeugkomponente übertragen wird, indem der thermische Energiespeicher mit dem Verdampfer und der Kondensator mit der Fahrzeugkomponente thermisch gekoppelt werden, und
• - im Anschluss an den zweiten Vorkonditionierungsmodus thermische Energie aus einem einer Konditioniereinheit eines Klimagerätes des Elektro- oder Hybridfahrzeugs zugeführten Zuluftstrom zum Kühlen des Fahrzeuginnenraums dem thermischen Energiespeicher zugeführt wird, indem der Verdampfer mit der wenigstens einen Konditioniereinheit und der thermische Energiespeicher mit dem Kondensator thermisch gekoppelt wird.

In this method for operating an air conditioning system of an electric or hybrid vehicle

• - a refrigerant circuit consisting of an indirect evaporator, an indirect condenser, an expansion element, a refrigerant compressor,
• - a thermal energy storage,
• - an ambient heat exchanger and
• - At least one vehicle component that can be used as a heat source and as a heat sink
• - When using the vehicle component as a heat source in a first preconditioning mode, thermal energy is transferred from the vehicle component used as a heat source to the thermal energy storage by thermally coupling the thermal energy storage with the capacitor and the evaporator with the vehicle component, and
• - following the first preconditioning mode, thermal energy from the thermal energy storage is used to heat a vehicle interior by thermally coupling the capacitor to at least one conditioning unit of an air conditioning unit of the electric or hybrid vehicle and the thermal energy storage to the evaporator, and
• - When the vehicle component (5) is used as a heat sink, in a second preconditioning mode, thermal energy from the thermal energy storage is transferred as a cold storage to the vehicle component used as a heat sink by thermally coupling the thermal energy storage with the evaporator and the capacitor with the vehicle component, and
• - Following the second preconditioning mode, thermal energy from a supply air stream supplied to a conditioning unit of an air conditioning unit of the electric or hybrid vehicle for cooling the vehicle interior is supplied to the thermal energy storage by thermally coupling the evaporator to the at least one conditioning unit and the thermal energy storage to the capacitor .

With this method according to the invention, the heat management in the electric or hybrid vehicle is relieved, since the heating or cooling power provided by the thermal energy storage in the first and second preconditioning mode during driving leads to the relief of heat and cold generation in the vehicle. The resulting lower utilization of electrical energy reserves leads to an increase in range.

A further advantage is that, in addition to the generation of heat and cold in the vehicle, the available heating and cooling output is increased by means of the thermal energy storage. In particular, the transient high-load operation, for example at the beginning of vehicle operation, is weakened in relation to the primary energy requirement. The so-called “down-sizing” of the refrigeration system is also possible if thermal energy is stored for high-load operation using the energy storage system.

It is particularly advantageous to use the waste heat generated by units and auxiliary units as vehicle components of the vehicle, which is stored as thermal energy in the thermal energy storage.

In addition, the thermal energy storage can be used to dampen high load peaks when a high cooling capacity is spontaneously requested, so that these high load peaks do not have to be taken into account when designing the corresponding ambient heat exchanger. This shifts the design of such an ambient heat exchanger from a design for maximum requirements to a design for average cooling requirements, thereby achieving a reduction in component size.

Finally, maintenance air conditioning can also be implemented by means of the method according to the invention if, for example, mechanical refrigerant compressors in hybrid vehicles or electric refrigerant compressors in purely electric vehicles are switched off during standstill phases as well as when the engine is switched off while freewheeling and thus the otherwise resulting air conditioning gaps are compensated for by means of the thermal energy storage can be.

Following the first preconditioning mode, thermal energy from the thermal energy storage is used to heat the passenger compartment by thermally coupling the capacitor to at least one conditioning unit of an air conditioning unit of the electric or hybrid vehicle and the thermal energy storage to the evaporator. The thermal energy stored during the first preconditioning mode is therefore immediately available for heating the vehicle interior, for example when starting the vehicle, especially in cold and wintry vehicle environments. A conditioning unit can, for example, be designed as an air-coolant heat exchanger.

Following the second preconditioning mode, thermal energy from a supply air stream supplied to a conditioning unit of an air conditioning unit of the electric or hybrid vehicle for cooling the vehicle interior is supplied to the thermal energy storage by thermally coupling the evaporator to the at least one conditioning unit and the thermal energy storage to the capacitor. This means that the cooling power generated during the second preconditioning mode, for example when starting the vehicle, is available to cool the supply air flow supplied to the vehicle interior, particularly at high vehicle ambient temperatures.

The second task mentioned is solved by an air conditioning system of an electric or hybrid vehicle with the features of patent claim 2.

• - einen Kältemittelkreislauf aus einem indirekten Verdampfer, einem indirekten Kondensator, einem Expansionsorgan und einem Kältemittelverdichter,
• - einen thermischen Energiespeicher,
• - ein Mehrwegeventil,
• - einen Umgebungs-Wärmetauscher und
• - wenigstens eine Fahrzeugkomponente, welche als Wärmequelle und als Wärmesenke einsetzbar ist, und
• - einen die wenigstens eine Fahrzeugkomponente aufweisenden ersten Kühlmittelkreislauf sowie einen den thermischen Energiespeicher aufweisenden zweiten Kühlmittelkreislauf, wobei
• - bei einem Einsatz der Fahrzeugkomponente als Wärmequelle zur Realisierung des ersten Vorkonditionierungsmodus mit anschließendem Heizen eines Fahrzeuginnenraums zunächst mittels des Mehrwegeventils der erste Kühlmittelkreislauf mit dem Verdampfer und der zweite Kühlmittelkreislauf mit dem Kondensator und anschließend mittels des Mehrwegeventils ein wenigstens eine Konditioniereinheit eines Klimagerätes des Elektro- oder Hybridfahrzeugs aufweisender dritter Kühlmittelkreislauf mit dem Kondensator und der zweite Kühlmittelkreislauf mit dem Verdampfer thermisch verbunden sind, und
• - bei einem Einsatz der Fahrzeugkomponente als Wärmesenke zur Realisierung des zweiten Vorkonditionierungsmodus mit anschließendem Kühlen des Fahrzeuginnenraums zunächst mittels des Mehrwegeventils der erste Kühlmittelkreislauf mit dem Kondensator und der zweite Kühlmittelkreislauf mit dem thermischen Energiespeicher und anschließend mittels des Mehrwegeventils ein wenigstens eine Konditioniereinheit eines Klimagerätes des Elektro- oder Hybridfahrzeugs aufweisender vierter Kühlmittelkreislauf mit dem Verdampfer und der zweite Kühlmittelkreislauf mit dem Kondensator thermisch verbunden sind.

According to the invention, this includes air conditioning of an electric or hybrid vehicle

• - a refrigerant circuit consisting of an indirect evaporator, an indirect condenser, an expansion element and a refrigerant compressor,
• - a thermal energy storage,
• - a multi-way valve,
• - an ambient heat exchanger and
• - at least one vehicle component that can be used as a heat source and as a heat sink, and
• - a first coolant circuit having the at least one vehicle component and a second coolant circuit having the thermal energy storage, wherein
• - When using the vehicle component as a heat source to implement the first preconditioning mode with subsequent heating of a vehicle interior, first by means of the multi-way valve, the first coolant circuit with the evaporator and the second coolant circuit with the condenser and then by means of the multi-way valve at least one conditioning unit of an air conditioning device of the electric or Hybrid vehicle having third coolant circuit with the condenser and the second coolant circuit with the evaporator are thermally connected, and
• - When using the vehicle component as a heat sink to implement the second preconditioning mode with subsequent cooling of the vehicle interior, first by means of the multi-way valve, the first coolant circuit with the condenser and the second coolant circuit with the thermal energy storage and then by means of the multi-way valve at least one conditioning unit of an air conditioning device of the electric or hybrid vehicle, the fourth coolant circuit is thermally connected to the evaporator and the second coolant circuit is thermally connected to the condenser.

The air conditioning system according to the invention also has the advantages listed in connection with the method according to the invention.

The conditioning unit of the air conditioning unit is designed, for example, as an air-water heat exchanger.

The vehicle component that is used either as a heat source or as a heat sink is an electric traction component of the electric or hybrid vehicle, for example a high-voltage battery, a charger for this high-voltage battery, power electronics or an electric drive machine. For example, the high-voltage battery or the electric drive machine is used as a heat source, the waste heat of which is dissipated for cooling and, for example, stored in the thermal energy storage or used as a heat sink if this high-voltage battery needs to be heated for optimal operation. This heat energy is taken from the thermal energy storage, whereby “cold energy” is stored in the thermal energy storage.

The internal combustion engine of a hybrid vehicle can also be used either as a heat source or as a heat sink, whereby in the former case the engine heat generated during operation is dissipated and in the latter case, during the warm-up phase of the engine, it is heated with the thermal energy taken from the thermal energy storage.

• 1 eine schematische Darstellung einer Klimaanlage eines Elektro- oder Hybridfahrzeugs zur Durchführung des erfindungsgemäßen Verfahrens,
• 2 eine schematische Detaildarstellung der Klimaanlage nach 1 in einem ersten Vorkonditionierungsmodus,
• 3 eine schematische Detaildarstellung der Klimaanlage nach 1 in einem zweiten Vorkonditionierungsmodus,
• 4 eine schematische Detaildarstellung der Klimaanlage nach 1 in einem Heizbetrieb,
• 5 eine schematische Detaildarstellung der Klimaanlage nach 1 in einem Kühlbetrieb,
• 6 eine schematische Detaildarstellung der Klimaanlage nach 1 in einer alternativen Ausführung des Heiz- und Kühlbetriebs,
• 7 eine schematische Detaildarstellung der Klimaanlage nach 1 in einer weiteren alternativen Ausführung des Heiz- und Kühlbetrieb,
• 8 eine schematische Detaildarstellung der Klimaanlage nach 1 mit zwei thermischen Energiespeichern in einer weiteren alternativen Ausführung des Heiz- und Kühlbetriebs,
• 9 eine schematische Detaildarstellung der Klimaanlage nach 1 mit zwei thermischen Energiespeichern in einer weiteren alternativen Ausführung des Heiz- und Kühlbetriebs, und
• 10 eine schematische Detaildarstellung der Klimaanlage nach 1 mit zwei thermischen Energiespeichern in einer weiteren alternativen Ausführung des Heiz- und Kühlbetriebs.

The invention is described in detail below using exemplary embodiments with reference to the attached figures. Show it:

• 1 a schematic representation of an air conditioning system of an electric or hybrid vehicle for carrying out the method according to the invention,
• 2 a schematic detailed representation of the air conditioning system 1 in a first preconditioning mode,
• 3 a schematic detailed representation of the air conditioning system 1 in a second preconditioning mode,
• 4 a schematic detailed representation of the air conditioning system 1 in a heating mode,
• 5 a schematic detailed representation of the air conditioning system 1 in a cooling operation,
• 6 a schematic detailed representation of the air conditioning system 1 in an alternative version of heating and cooling operation,
• 7 a schematic detailed representation of the air conditioning system 1 in another alternative version of the heating and cooling operation,
• 8th a schematic detailed representation of the air conditioning system 1 with two thermal energy storage units in another alternative version of heating and cooling operation,
• 9 a schematic detailed representation of the air conditioning system 1 with two thermal energy storage units in a further alternative version of heating and cooling operation, and
• 10 a schematic detailed representation of the air conditioning system 1 with two thermal energy storage units in another alternative version of heating and cooling operation.

• - einen Kältemittelkreislauf 2, der aus einem indirekten Verdampfer 2.1, einem indirekten Kondensator 2.2, einem bspw. als Expansionsventil ausgeführten Expansionsorgan 2.3 und einem Kältemittelverdichter 2.4 sowie zugehörigen Kühlmittelpumpen 2.5 und 2.6 aufgebaut ist,
• - einen thermischen Energiespeicher 3 mit einem thermischen Speicherelement 3.1, wobei zusätzlich ein weiteres thermisches Speicherelement 3.2 eingesetzt werden kann,
• - einen Umgebungs-Wärmetauscher 4 mit einem Lüfter 4.0,
• - Fahrzeugkomponenten 5, die als elektrische Traktionskomponente 5.1 und als Brennkraftmaschine 5.2 ausgebildet sind,
• - ein Klimagerät 7 mit zwei Luft-Kühlmittel-Wärmeübertragern als Konditioniereinheiten 7.1 und 7.2 für einen Frisch- oder Umluftstrom L1, der über diese Konditioniereinheiten 7.1 und 7.2 gekühlt, erwärmt und/oder entfeuchtet und als Teilluftströme L2 und/oder L3 einem Fahrzeuginnenraum 11 des Elektro- oder Hybridfahrzeugs 10 zugeführt wird, und
• - ein Mehrwegeventil 6, welches diese aufgeführten Komponenten 2, 3, 4, 5 7.1 und 7.2 in verschiedenen Verschaltungskonfigurationen mit dem thermischen Energiespeicher 3 thermisch verbindet.

In the 1 Air conditioning system 1 of an electric or hybrid vehicle 10 shown includes the following components:

• - a refrigerant circuit 2, which is made up of an indirect evaporator 2.1, an indirect condenser 2.2, an expansion element 2.3 designed, for example, as an expansion valve and a refrigerant compressor 2.4 as well as associated coolant pumps 2.5 and 2.6,
• - a thermal energy storage 3 with a thermal storage element 3.1, whereby a further thermal storage element 3.2 can also be used,
• - an ambient heat exchanger 4 with a fan 4.0,
• - Vehicle components 5, which are designed as an electrical traction component 5.1 and as an internal combustion engine 5.2,
• - an air conditioning unit 7 with two air-coolant heat exchangers as conditioning units 7.1 and 7.2 for a fresh or circulating air flow L1, which is cooled, heated and / or dehumidified via these conditioning units 7.1 and 7.2 and as partial air flows L2 and / or L3 to a vehicle interior 11 of Electric or hybrid vehicle 10 is supplied, and
• - a multi-way valve 6, which thermally connects these listed components 2, 3, 4, 5, 7.1 and 7.2 to the thermal energy storage 3 in different connection configurations.

In the air conditioning unit 7, a first channel 7.4, in which an air heat exchanger is arranged as a conditioning unit 7.2, the fresh air flow L1, to which circulating air can also be mixed, is fed to the air-coolant heat exchanger 7.2. This fresh or recirculated air flow L1 is then divided depending on the position of an air flap 7.3 into a second channel 7.5 leading a partial air flow L2 and a third channel 7.6 leading a partial air flow L3. The further conditioning unit 7.1 designed as an air-coolant heat exchanger is arranged in this third channel 7.6.

The ambient heat exchanger 4 is fluidly connected to the multi-way valve 6 via a first coolant circuit 8.1, while the thermal energy storage 3 is fluidly connected to the multi-way valve 6 via a second coolant circuit 8.2. The indirect evaporator 2.1, designed as a refrigerant-coolant heat exchanger (also called a chiller), and the indirect condenser 2.2, also designed as a refrigerant-coolant heat exchanger, are also fluidly connected to the multi-way valve 6 via corresponding fluid lines, in which the coolant pumps 2.5 and 2.6 are arranged. The conditioning units 7.1 and 7.2 of the air conditioning unit 7, which are designed as heat exchangers, together with the multi-way valve 6 form a third coolant circuit 8.3 and a fourth coolant circuit 8.4, respectively.

The connection configurations that can be implemented with the multi-way valve 6 include use as a heating and cooling system as well as use with direct and indirect integration. The direct integration allows the thermal storage element 3.1 of the energy storage 3 to be thermally coupled via a coolant with one or more consumers, for example the conditioning units 7.1 and 7.2, and thus to transfer heat from the thermal energy storage 3 to consumers for heating and transfer heat from consumers to the thermal energy storage 3 for cooling.

The individual wiring configurations are set using a climate control device (not shown in the figures) depending on user settings, depending on the temperature levels of the vehicle environment, the vehicle components 5, the vehicle interior 11 and the thermal storage element 3.1 of the energy storage 3 and depending on the expected operating situation of the Air conditioning 1 regarding a cooling or heating situation.

Some of the wiring configurations are shown below 2 to 7 , in which the thermal energy storage 3 only has a single thermal storage element 3.1.

To transfer thermal energy, here thermal energy to the thermal storage element 3.1 is according to 2 (without showing the air conditioning unit 7 with the conditioning units 7.1 and 7.2) the thermal storage element 3.1 is thermally coupled by means of the multi-way valve 6 to the refrigerant circuit 2, the ambient heat exchanger 4 and / or the vehicle components 5 used as a heat source in a first preconditioning mode. In this first preconditioning mode, the indirect evaporator 2.1 is thermally connected to the ambient heat exchanger 4 via the first coolant circuit 8.1, while the indirect capacitor 2.2 is thermally connected to the thermal energy storage 3 via the second coolant circuit 8.2.

With this wiring configuration according to the first preconditioning mode, the ambient heat exchanger 4 works together with the refrigerant circuit 2 as a heat pump in order to transport thermal energy from the ambient air L flowing through the ambient heat exchanger 4 into the thermal energy storage 3, where this thermal energy is stored. For this purpose, the heat absorbed by the ambient air L is led via the first coolant circuit 8.1 to the indirect evaporator 2.1 and serves there as heat of evaporation for the refrigerant of the refrigerant circuit 2 flowing through the indirect evaporator 2.1. The vaporous refrigerant is compressed to high pressure by means of the refrigerant compressor 2.4 and is then compressed condenses in the indirect condenser 2.2 with the release of condensation heat to the coolant of the second coolant circuit 8.2. The cooled refrigerant is expanded again to low pressure in the evaporator 2.1 using the expansion element 2.3. The condensation heat given off by the indirect capacitor 2.2 to the coolant of the first coolant circuit 8.2 is led to the thermal storage element 3.1 and stored there as thermal energy.

In this first preconditioning mode, the thermal storage element 3.1 of the thermal energy storage 3 is charged with thermal energy, i.e. preconditioned for heating the vehicle interior 11.

Additionally or alternatively, vehicle components 5, such as the electrical traction components 5.1 and the internal combustion engine 5.2, can also be used as a heat source if, for example, a high-voltage battery needs to be cooled during charging, a charger of this high-voltage battery needs to be cooled, an electric drive machine needs to be cooled during electric driving or if the internal combustion engine 5.2 generates waste heat after its warm-up phase, which must be dissipated.

Following the first preconditioning mode, the thermal storage element 3.1, which has now been preconditioned for heating, can be used to heat the vehicle interior 11, i.e. can be discharged. This is done in accordance with 3 (without showing the ambient heat exchanger 4) the thermal storage element 3.1 is fluidly connected to the indirect evaporator 2.1 via the second coolant circuit 8.2, while the indirect condenser 2.2 is fluidly connected via a third coolant circuit 8.3 to the conditioning unit 7.1 of the air conditioning unit 7, which is designed as an air-coolant heat exchanger is.

The thermal energy transported by the coolant of the second coolant circuit 8.2 from the thermal storage element 3.1 into the indirect evaporator 2.1 leads there as heat of evaporation to the evaporation of the refrigerant of the refrigerant circuit 2. The refrigerant is then compressed at high pressure by means of the refrigerant compressor 2.4 and condenses in the indirect condenser 2.2 , i.e. releases the thermal energy of the coolant to the coolant of the third coolant circuit 8.3. The partial air flow L3 flowing through the air-coolant heat exchanger 7.1 is thereby heated and thus absorbs the thermal energy released by the thermal storage element 3.1. The two partial air flows L2 and L3 are directed into the vehicle interior 11 via outflow openings.

In these wiring configurations according to 2 and 3 The thermal storage element 3.1 of the thermal energy storage 3 serves as a heat storage, where on the one hand it is loaded with thermal energy in the first preconditioning mode and a temperature of, for example, 90 ° C is available and on the other hand in the casing according to the configuration 3 is discharged again by cooling.

In the wiring configurations described below in accordance with 4 and 5 The thermal energy storage 3 serves as a cold storage by first dissipating thermal energy from the thermal storage element 3.1 in a second preconditioning mode, ie charging it with cold energy, and in a subsequent further wiring configuration according to 5 absorb heat energy again, i.e. the stored cold energy can be released again.

To transfer thermal energy stored in the thermal storage element 3.1, here thermal energy to the ambient air L, to the electrical traction components 5.1 used as a heat sink or to the internal combustion engine 5.2 also used as a heat sink 4 (without showing the air conditioning unit 7 with the conditioning units 7.1 and 7.2) the thermal storage element 3.1 is thermally coupled by means of the multi-way valve 6 to the refrigerant circuit 2, the ambient heat exchanger 4 and / or the vehicle components 5 used as heat sinks in a second preconditioning mode. In this second preconditioning mode, the indirect evaporator 2.1 is thermally connected to the thermal storage element 3.1 via the second coolant circuit 8.2, while the indirect condenser 2.2 is thermally connected to the ambient heat exchanger 4 via the first coolant circuit 8.1.

With these wiring configurations according to the second preconditioning mode, the ambient heat exchanger 4 and/or the vehicle components 5 used as heat sinks work together with the refrigerant circuit 2 as a heat pump in order to transport thermal energy from the thermal storage element 3.1 into the first coolant circuit 8.1, either by means of the thermal energy of the ambient heat exchanger 4 to the ambient air L or to heat the electrical traction components 5.1 or to heat the internal combustion engine 5.2 in its warm-up phase.

For this purpose, thermal energy from the thermal storage element 3.1 is transported from the coolant of the second coolant circuit 8.2 into the indirect evaporator 2.1 and causes the evaporation of the refrigerant of the refrigerant circuit 2 as heat of evaporation. The refrigerant is then compressed to high pressure by means of the refrigerant compressor 2.4 and in the indirect condenser 2.2 condenses, i.e. the thermal energy of the refrigerant is released to the coolant of the first coolant circuit 8.1 as heat of condensation. If only the ambient heat exchanger 4 is connected to the first coolant circuit 8.1, the thermal energy transported by the coolant of the first coolant circuit 8.1 is released to the ambient air L via this ambient heat exchanger 4. In addition, the electrical traction components 5.1 and/or the internal combustion engine 5.2 can also be connected to this first coolant circuit 8.1, so that these electrical traction components 5.1, for example a high-voltage battery, its charger and/or an electric drive machine or the internal combustion engine 5.2, is heated.

In this second preconditioning mode, the thermal storage element 3.1 of the thermal energy storage 3 is charged with cold energy, i.e. preconditioned for cooling the vehicle interior 11. The thermal storage element 3.1 of the thermal energy storage 3 can be cooled to a temperature of, for example, -10 ° C.

Following the second preconditioning mode, the thermal storage element 3.1, which is now preconditioned for cooling, can be used to cool the vehicle interior 11. This is done in accordance with 5 (without showing the ambient heat exchanger 4) the thermal storage element 3.1 is fluidly connected to the indirect condenser 2.2 via the second coolant circuit 8.2, while the indirect evaporator 2.1 is fluidly connected via a fourth coolant circuit 8.4 to the conditioning unit 7.2 of the air conditioning unit 7, which is designed as an air-coolant heat exchanger is.

The air conditioning unit 7 is according to 5 the first channel 7.4, in which an air-coolant heat exchanger 7.2 is arranged, a fresh air stream L1, to which circulating air can also be mixed, is supplied to the conditioning unit 7.2 and cooled and thus the heat of this fresh or circulating air stream L1 is dissipated via the fourth coolant circuit 8.4 and due to the thermal coupling of the refrigerant circuit 2 with the thermal storage element 3.1 this is supplied, ie the thermal energy storage 3 is discharged with regard to its function as a cold storage. After the fresh or circulating air flow L1 has been cooled, it is directed into the vehicle interior 11 as a cooled partial air flow L2 via the second channel 7.5 and corresponding outflow openings. In the in 5 In the position of the air flap 7.3 shown, the third channel 7.6 is closed, so that no air can flow through this channel 7.6.

The thermal energy transported by the coolant of the fourth coolant circuit 8.4 into the indirect evaporator 2.1 leads there as evaporation heat for evaporation of the refrigerant of the refrigerant circuit 2. The refrigerant is then compressed to high pressure and condenses by means of the indirect condenser 2.2 and thereby releases the heat of condensation of the refrigerant to the coolant of the second coolant circuit 8.2. The coolant of this second coolant circuit 8.2 transports this condensation heat as thermal energy to the thermal storage element 3.1, which is stored there, ie the thermal storage element 3.1 is discharged again in its function as a cold storage device.

In heating mode according to 3 or in cooling mode 5 the indirect condenser 2.2 is fluidly connected via the third coolant circuit 8.3 to only a single conditioning unit 7.1 of the air conditioning device 7 or the indirect evaporator 2.1 is also fluidly connected via the fourth coolant circuit 8.4 to only a single conditioning unit 7.2.

According to 6 It is also possible, in the cases mentioned, to connect both conditioning units 7.1 and 7.2 of the air conditioning unit 7 in series by connecting the third and fourth coolant circuits 8.3 and 8.4, so that, starting from the indirect condenser 2.2 or indirect evaporator 2.1, first the conditioning unit 7.1 and then The coolant flows through the conditioning unit 7.2 before it flows back to the condenser 2.2 or evaporator 2.1.

Furthermore, it is in accordance with 7 It is also possible that these two conditioning units 7.1 and 7.2 of the air conditioning unit 7 are connected in parallel with the third and fourth coolant circuits 8.3 and 8.4. Starting from the indirect condenser 2.2 or the indirect evaporator 2.1, the coolant flows through both the conditioning unit 7.1 and the conditioning unit 7.2. After flowing through the two conditioning units 7.1 and 7.2, the coolant is brought together again to flow through the indirect condenser 2.2 or the indirect evaporator 2.1.

Water can be used as a phase change material as a storage medium for thermal energy storage. In the exemplary embodiments according to 2 to 5 the thermal energy storage comprises only a single thermal storage element 3.1. According to 1 At least one further thermal storage element 3.2 can also be used, so that with two storage elements 3.1 and 3.2 these can be charged and discharged alternately or simultaneously with regard to their function as heat storage or cold storage, as described below with reference to 8 to 10 is explained.

According to the 8 to 10 the thermal energy storage 3 has a first thermal storage element 3.1 and a second thermal storage element 3.2, which are fluidly connected in different ways via the multi-way valve 6 to the refrigerant circuit 2 or the air conditioning device 7 to implement different functions.

After 8th (without showing the ambient heat exchanger 4 and the air conditioning unit 7), the thermal energy storage 3 is thermally coupled to the refrigerant circuit 2 by means of the multi-way valve 6 in such a way that the first thermal storage element 3.1 is preconditioned as a cold storage and the second thermal storage element 3.2 as a heat storage. For this purpose, the first thermal storage element 3.1 is thermally connected to the indirect evaporator 2.1 of the coolant circuit 2 via the second coolant circuit 8.2, while the second thermal storage element 3.2 is thermally connected to the indirect capacitor 2.2 via a further second coolant circuit 8.20. This realizes a heat pump function in which heat energy from the first thermal storage element 3.1 is transferred as heat of evaporation to the refrigerant of the refrigerant circuit 2 by means of the indirect evaporator 2.1, after compression by the refrigerant compressor 2.4 by means of the indirect condenser 2.2 as heat of condensation from the coolant of the further second Coolant circuit 8.20 is recorded and transported to the second thermal storage element 3.2 and stored there as thermal energy. During this process, the first thermal storage element 3.1 is charged with cold energy, while the second thermal storage element 3.2 is charged with thermal energy.

The two thermal storage elements 3.1 and 3.2 of the thermal energy storage 3 can also be according to 9 (without showing the refrigerant circuit 2 and the ambient heat exchanger 4) can be connected directly to dehumidify the partial air flows L2 and L3 supplied to the vehicle interior 11 by means of the multi-way valve 6. For this purpose, the first thermal storage element 3.1 is preconditioned for cooling, i.e. as a cold storage device, while the second thermal storage element 3.2 is preconditioned for heating, i.e. as a heat storage device. To dehumidify the fresh air or circulating air flow L1 supplied to the air conditioning device 7, the first thermal storage element 3.1 is fluidly connected via the second coolant circuit 8.2 to the fourth coolant circuit 8.4, which has the conditioning unit 7.2, by means of the multi-way valve 6, while the second thermal storage element 3.2 is fluidly connected via the further second coolant circuit 8.20 with the third coolant having the conditioning unit 7.1 circuit 8.3 is fluidly connected. The fresh or circulating air flow L1 is thus cooled and thus dehumidified with the conditioning unit 7.2 designed as an air-coolant heat exchanger, with the thermal energy absorbed by the coolant of the fourth coolant circuit 8.4 being transferred to the first thermal storage element 3.1 via the second coolant circuit 8.2, ie the first thermal storage element 3.1 serving as a cold storage is discharged. The fresh or recirculated air flow L1 is then divided into the partial air flow L2 and the partial air flow L3 depending on the position of the air flap 7.3 of the air conditioning unit 7, the partial air flow L3 being passed over the conditioning unit 7.1 designed as an air-coolant heat exchanger and being heated in the process. The thermal energy required for this is supplied to this air-coolant heat exchanger by the second thermal storage element 3.2 via the further second coolant circuit 8.20 and the third coolant circuit 8.3 and transferred there to the partial air flow L3.

The air supplied to the vehicle interior 11 can also be dehumidified by thermally coupling the air conditioning unit 7 by means of the refrigerant circuit 2 with the thermal energy storage 3, i.e. in contrast to the connection 9 can also be carried out indirectly.

This is done in accordance with 10 (without showing the refrigerant circuit 2 and the ambient heat exchanger 4) the second coolant circuit 8.2 is connected to the first thermal storage element 3.1 and the fourth coolant circuit 8.4 is connected to the conditioning unit 7.2 designed as an air-coolant heat exchanger with the indirect evaporator 2.1 to form a common coolant circuit, so that the coolant flows in the direction of flow from the indirect evaporator 2.1 into the air-coolant heat exchanger, then into the first thermal storage element 3.1 and then back into the indirect evaporator 2.1.

The indirect capacitor 2.2 also forms a common coolant circuit together with the further second coolant circuit 8.20 having the second thermal storage element 3.2 and the third coolant circuit 8.3 having the conditioning unit 7.1. Starting from the indirect condenser 2.2, the coolant first flows through the second thermal storage element 3.2 in the further second coolant circuit 8.20, then through the third coolant circuit 8.3 with the conditioning unit 7.1 and flows back into the indirect condenser 2.2.

With this connection according to 10 The thermal energy absorbed from the first thermal storage element 3.1 and the fresh and/or circulating air flow L1 by means of the conditioning unit 7.2 designed as an air-coolant heat exchanger is transferred as heat of evaporation to the refrigerant of the refrigerant circuit 2 by means of the indirect evaporator 2.1. This fresh and/or circulating air flow L1 is thus cooled and dehumidified and at the same time the first storage element 3.1 is preconditioned as a cold storage device. After compression by means of the refrigerant compressor 2.4, the refrigerant releases the absorbed heat as condensation heat via the indirect condenser 2.2 to the common coolant circuit from the further second coolant circuit 8.20 and the third coolant circuit 8.3, whereby, on the one hand, thermal energy is stored in the second thermal storage element 3.2, i.e is preconditioned as a heat storage, and on the other hand, heat energy is transferred to the second partial air flow L3 by means of the conditioning unit 7.1 designed as an air-coolant heat exchanger and this is thus heated.

Reference symbols

1

Vehicle air conditioning 10

2

Air conditioning refrigerant circuit 1

2.1

indirect evaporator of the refrigerant circuit 2

2.2

indirect condenser of the refrigerant circuit 2

2.3

Expansion element of the refrigerant circuit 2

2.4

Refrigerant compressor of the refrigerant circuit 2

2.5

coolant pump

2.6

coolant pump

3

thermal energy storage

3.1

thermal storage element of the thermal energy storage 3

3.2

thermal storage element of the thermal energy storage 3

4

Air conditioning ambient heat exchanger 1

4.0

Fan

5

Vehicle component of the vehicle 10

5.1

electrical traction component of the vehicle 10

5.2

Internal combustion engine of the vehicle 10

6

Air conditioning multi-way valve 1

7

Air conditioning unit 1

7.1

Conditioning unit of the air conditioning unit 7

7.2

Conditioning unit of the air conditioning unit 7

7.3

Air flap of the air conditioning unit 7

7.4

first channel of the air conditioner 7

7.5

second channel of the air conditioner 7

7.6

third channel of the air conditioning unit 7

8.1

first coolant circuit

8.2

second coolant circuit

8.20

another second coolant circuit

8.3

third coolant circuit

8.4

fourth coolant circuit

10

Electric or hybrid vehicle

11

Vehicle interior of the vehicle 10

Claims (4)

Method for operating an air conditioning system (1) of an electric or hybrid vehicle (10). - a refrigerant circuit (2) consisting of an indirect evaporator (2.1), an indirect condenser (2.2), an expansion element (2.3) and a refrigerant compressor (2.4), - a thermal energy storage (3), - an ambient heat exchanger (4) and - At least one vehicle component (5), which can be used as a heat source and as a heat sink, wherein - When using the vehicle component (5) as a heat source, in a first preconditioning mode, thermal energy is transferred from the vehicle component (5) used as a heat source to the thermal energy storage (3) as a heat storage by connecting the thermal energy storage (3) to the capacitor ( 2.2) and the evaporator (2.1) are thermally coupled to the vehicle component (5), and - Following the first preconditioning mode, thermal energy from the thermal energy storage (3) is used to heat a vehicle interior (11) by connecting the capacitor (2.2) with at least one conditioning unit (7.1, 7.2) of an air conditioning unit (7) of the electrical or Hybrid vehicle (10) and the thermal energy storage (3) is thermally coupled to the evaporator (2.1), and - When using the vehicle component (5) as a heat sink, in a second preconditioning mode, thermal energy from the thermal energy storage (3) is transferred as a cold storage to the vehicle component (5) used as a heat sink by connecting the thermal energy storage (3) to the evaporator (2.1 ) and the capacitor (2.2) are thermally coupled to the vehicle component (5), and - Following the second preconditioning mode, thermal energy from a fresh or recirculated air stream (L1) supplied to a conditioning unit (7.1, 7.2) of an air conditioning unit (7) of the electric or hybrid vehicle (10) for cooling the vehicle interior (11) to the thermal energy storage ( 3) is supplied by thermally coupling the evaporator (2.1) to the at least one conditioning unit (7.1, 7.2) and the thermal energy storage (3) to the capacitor (2.2). Air conditioning system (1) of an electric or hybrid vehicle (10) for carrying out the method Claim 1 with - a refrigerant circuit (2) consisting of an indirect evaporator (2.1), an indirect condenser (2.2), an expansion element (2.3) and a refrigerant compressor (2.4), - a thermal energy storage (3), - a multi-way valve (6), - an ambient heat exchanger (4) and - at least one vehicle component (5), which can be used as a heat source and as a heat sink, and - a first coolant circuit (8.1) having the at least one vehicle component (5) and one having the thermal energy storage (3). second coolant circuit (8.2), wherein - when using the vehicle component (5) as a heat source to implement the first preconditioning mode with subsequent heating of a vehicle interior (11) initially by means of the multi-way valve (6), the first coolant circuit (8.1) with the evaporator (2.1) and the second coolant circuit (8.2) with the condenser (2.2) and then by means of the multi-way valve (6) a third coolant circuit (8.3) having at least one conditioning unit (7.1, 7.2) of an air conditioning unit (7) of the electric or hybrid vehicle (10). the condenser (2.2) and the second coolant circuit (8.2) are thermally connected to the evaporator (2.1), and - when using the vehicle component (5) as a heat sink to implement the second preconditioning mode with subsequent cooling of the vehicle interior (11) initially by means of Multi-way valve (6), the first coolant circuit (8.1) with the condenser (2.2) and the second coolant circuit (8.2) with the thermal energy storage (3) and then by means of the multi-way valve (6) at least one conditioning unit (7.1, 7.2) of an air conditioning unit ( 7) the fourth coolant circuit (8.4) of the electric or hybrid vehicle (10) with the evaporator (2.1) and the second coolant circuit (8.2) is thermally connected to the capacitor (2.2). Air conditioning (1) after Claim 2 , in which an electric traction component (5.1) of the electric or hybrid vehicle (10) is provided as the vehicle component (5). Air conditioning (1) after Claim 2 , in which an internal combustion engine (5.2) of the hybrid vehicle (10) is provided as the vehicle component (5).

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