[go: up one dir, main page]

WO2008040268A1 - Système de climatisation pour un véhicule automobile - Google Patents

Système de climatisation pour un véhicule automobile Download PDF

Info

Publication number
WO2008040268A1
WO2008040268A1 PCT/DE2007/001367 DE2007001367W WO2008040268A1 WO 2008040268 A1 WO2008040268 A1 WO 2008040268A1 DE 2007001367 W DE2007001367 W DE 2007001367W WO 2008040268 A1 WO2008040268 A1 WO 2008040268A1
Authority
WO
WIPO (PCT)
Prior art keywords
air
fuel cell
air conditioner
motor vehicle
air conditioning
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/DE2007/001367
Other languages
German (de)
English (en)
Inventor
Manfred Pfalzgraf
Markus Bedenbecker
Matthias Boltze
Andreas Engl
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Webasto SE
Enerday GmbH
Original Assignee
Webasto SE
Enerday GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Webasto SE, Enerday GmbH filed Critical Webasto SE
Publication of WO2008040268A1 publication Critical patent/WO2008040268A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • 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
    • B60H1/00421—Driving arrangements for parts of a vehicle air-conditioning
    • B60H1/00428—Driving arrangements for parts of a vehicle air-conditioning electric
    • 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
    • B60H1/00507—Details, e.g. mounting arrangements, desaeration devices
    • B60H1/00592—Add-on devices, e.g. heat/cooling boxes, compartment dividers, upgrade sets
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/88—Optimized components or subsystems, e.g. lighting, actively controlled glasses

Definitions

  • the invention relates to an air conditioning system for a motor vehicle, comprising a fuel cell and a refrigerant circuit having a condenser, wherein the refrigerant circuit is operable by means of energy generated by the fuel cell.
  • the invention relates to a method for
  • Operating an air conditioner for a motor vehicle comprising the step of: operating a refrigeration cycle of the air conditioner by means of energy generated by a fuel cell to perform a cooling operation.
  • the invention relates to a motor vehicle with such an air conditioner.
  • the object of the present invention is to develop the generic air conditioning such that its functionality is extended.
  • the air conditioning system according to the invention is based on the generic state of the art in that the air conditioning system is designed to use waste heat of the condenser and / or the fuel cell, which is generated by a cooling operation of the air conditioning system, for a heating operation.
  • the power requirement for the heating operation can be reduced because less heating power must be generated for example by an electric heater.
  • the waste heat from hot parts of the fuel cell system is thus not wasted but used effectively.
  • the possibility of simultaneous heating and cooling also extends the functionality of the air conditioning system. This can be used to heat a closed room while cooling another closed room.
  • a refrigerator can be cooled by the cooling operation and a vehicle interior can be heated by the heating operation.
  • FIG. 1 is a schematic representation of an air conditioner according to the invention
  • Figure 2 is a schematic representation of a motor vehicle in which the air conditioner according to the invention is mounted.
  • FIG. 3 is a flow chart of an air conditioning operation.
  • FIG. 1 shows a schematic representation of an air conditioner according to the invention.
  • the air conditioning system 112 installed in a motor vehicle 110 (installation position, see FIG. 2) comprises as main elements a fuel cell system 14 and a refrigeration circuit 116.
  • the air conditioning system 112 has the external appearance of an air conditioning tower 192 whose internal structure is outlined by the dashed line 194.
  • the air conditioning tower 192 has an air outlet 196 and an air inlet 198.
  • a refrigerator 200 is disposed in the air conditioning tower 192.
  • the fuel cell system 14 comprises a reformer 18, to which fuel can be supplied via a fuel train 20 from a fuel tank (not shown). Further, the reformer 18 at a second Brennstoffzu 150069 by means of a fuel strand 22 also from the fuel tank fuel can be supplied. As fuel types are diesel, gasoline, natural gas and other known from the prior art fuel grades in question. Furthermore, the oxidizer 24 via a Oxidationsstoffstrang 24 Oxidati- onsstoff, ie in particular air, can be fed to the reformer 18. The reformate produced by the reformer 18 can be fed to a fuel cell stack 26. Alternatively, instead of burning Substance cell stack 26 may be provided only a fuel cell.
  • the reformate is a hydrogen-containing gas which is reacted in the fuel cell stack 26 with the aid of cathode feed through a cathode feed line 28 to generate electrical energy and heat.
  • the generated electrical energy can be fed via an electrical line 30 to an electric motor 32, a battery 34 and an electrical heating device 36 of the air conditioning system 112. This can be done directly or by feeding the energy via a central node in the electrical system of the motor vehicle 110.
  • the anode exhaust gas via an anode exhaust 38 of a mixing unit 40 of an afterburner 42 can be supplied.
  • fuel can be supplied to the afterburner 42 via a fuel line 44 from the fuel tank and via an oxidant strand 46 to oxidizing agent.
  • conveyors such as pumps, arranged.
  • oxidant strands 24 and 46 corresponding, not shown conveyors, in this case, preferably blower arranged.
  • These conveyors can be powered directly from the fuel cell stack 26 or from the battery 34.
  • a mixing unit 48 with cathode exhaust air, which is conveyed via a Kathodenabuftstrang 50 from the fuel cell stack 26 to the mixing unit 48.
  • the combustion exhaust gas which contains virtually no pollutants, flows through a heat exchanger 52 for preheating the cathode feed air and finally leaves the fuel cell system 14 via an exhaust gas outlet 54.
  • a compressor 56, a condenser 58, an expansion element 60, an evaporator 62, and a refrigerator evaporator 202 connected in parallel to the evaporator 62 are arranged.
  • the refrigerator evaporator 202 is disposed in the refrigerator 200. At the junctions to the
  • Refrigerator evaporators 202 are placed in adjusting devices 204 with which either the evaporator 62, the refrigerator evaporator 202 or both can be integrated into the refrigeration circuit 116.
  • the compressor 56 can be driven by the electric motor 32, which in turn is preferably supplied with energy by the fuel system cell stack 26 of the fuel cell system 14, but can also be supplied with energy by the battery 34 for a short time.
  • the evaporator 62 is associated with a blower 64. About an outside air duct 66 can be sucked from the outside ambient air.
  • the term "from the outside”, as used in connection with this invention, in this case means from outside the interior 178, thus designates the surrounding the motor vehicle 110 air.
  • the outside air line 66 leads to an adjusting device 168, which can supply the outside air to the blower 64.
  • the air directed from the actuator 168 to the fan 64 flows past the evaporator 62 as airflow 70. In this way, the air flow 70 through the evaporator 62 heat energy can be withdrawn.
  • the cooled air stream can then be supplied via an adjusting device 72, an air guide 74 and the air outlet 196 to a vehicle interior 178.
  • the adjusting device 72 can be realized, for example, by an electromagnetic valve or by check valves, which only permit a flow from the two supply lines to the air guide 74. From the vehicle interior 178, the air flows through the air inlet - S -
  • the circuit of the adjusting device 168 can thus be realized either a fresh air or a recirculation concept in which air is sucked from the outside via the outside air duct 66 or the air is recirculated from the air duct 82. Mixed forms of these modes are possible.
  • the condenser 58 is associated with a fan 206, with which an air flow 208 can be generated by an adjusting device 168 to an air guide 184 or opposite thereto.
  • the adjusting device 168 can be supplied via the outside air line 66 to the blower 206 air.
  • the air flow 208 is passed past the condenser 58, where heat energy is supplied to it, if the refrigeration circuit 116 is in operation.
  • the thus preheated air flow is fed to the air guide 184, which ends at an actuating device 210.
  • the preheated air flow can optionally be additionally acted upon by a fan 212 with waste heat from the hot parts of the fuel cell system 14.
  • the air sucked in by the fan 212 flows directly past hot parts of the fuel cell system 14 or through heat exchangers (not shown) which mediate between the sucked air stream and the hot parts.
  • the hot parts of the fuel cell system 14 are preferably the reformer 18, the fuel cell stack 26 and the afterburner 42. In this way, heat energy can be supplied to the air stream by the waste heat of the hot parts of the fuel cell system 14. - -
  • This warm air flow is forwarded in an air duct 190, which is provided with the electric heater 36.
  • the electric heater 36 is directly supplied with energy stored by the fuel cell stack 26 or stored by the battery 34 to further heat the air flow.
  • This air continues to flow to the actuator 72 and thence to the air outlet 196.
  • the airflow back to the actuator 168 via the air inlet 198 and the air duct 82 where it is either discharged to the outside or back to the blower 206 becomes.
  • FIG. 2 shows a schematic representation of a motor vehicle 110 in which the air conditioner 112 according to the invention is mounted.
  • the motor vehicle 110 is preferably a stretch limousine, in which the air conditioning system 112 is arranged in the form of a tower, preferably as a retrofittable unit.
  • the motor vehicle 110 has a conventional air conditioner 92 in which a compressor of a conventional refrigeration cycle is mechanically drivable by a prime mover 94, preferably an internal combustion engine.
  • a prime mover 94 preferably an internal combustion engine.
  • the interior 178 can be conditioned via the air conditioner 112 according to the invention.
  • the refrigerator evaporator 202 can be integrated into the refrigeration circuit 116 by means of the adjusting devices 204 in all operating states, so that, for example, drinks in the refrigerator can be cooled:
  • Cooling operation with circulating air circulation In this operating state, the adjusting device 168 is switched so that air is guided from the interior 178 via the air inlet 198, the air guide 82 to the blower 64. This
  • Air flow 70 is cooled and guided via the adjusting device 72, the air guide 74 and the air outlet 196 in the interior 178, whereby it is cooled.
  • the waste heat of the fuel cell system 14 from the blower is cooled and guided via the adjusting device 72, the air guide 74 and the air outlet 196 in the interior 178, whereby it is cooled.
  • the adjusting device 210 forwards the waste heat via the air guide 184 to the blower 206, which is operated in such a way that the air is guided from the air guide 184 directly over the capacitor 58 to the adjusting device 168, whereby the waste heat of the capacitor 58 on the Air is transmitted.
  • This waste air flow is discharged from the actuator 168 to the outside.
  • additional fans and lines may be provided which dissipate the waste heat of the fuel cell system 14 and the waste heat of the capacitor 58 to the outside.
  • Cooling operation with external air supply In this operating state, the adjusting device 168 is switched so that outside air is guided via the outside air line 66 to the blower 64.
  • the air flow 70 is cooled and guided via the adjusting device 72, the air guide 74 and the Lucasaus- outlet 196 in the interior 178.
  • the over the air guide 82 from the interior 178 leading air flow is discharged from the actuator 168 to the outside.
  • the measures explained in the context of the cooling operation described above are taken.
  • Heating mode with circulating air circulation In this operating state, an air flow 208 is led to the blower 206 via the air inlet 198, the air duct 82 and the adjusting device 168. If the refrigerator 200 is to be cooled, the refrigeration circuit 116 is in operation such that the actuators 204 incorporate only the refrigerator evaporator 202 into the refrigeration circuit 116. By this operation of the refrigerant circuit 116, waste heat is released at the condenser 58. With this waste heat, the air flow 208 is preheated. The preheated air stream flows via the air guide 184 to the adjusting device 210, where the air flow can additionally be acted upon by the fan 212 with waste heat from the hot parts of the fuel cell system 14.
  • the air flow is heated for the first time.
  • the air preheated in this way is guided by means of the air guide 190 to the electric heating device 36 and on to the adjusting device 72.
  • the electric heater 36 is used to heat the air in the air duct 190 powered by electricity. Subsequently, the heated air flows via the adjusting device 72, the air guide 74 and the air outlet 196 in the interior 178th
  • Heating mode with outside air supply In this operating state, outside air is supplied via the outside air line 66 from the adjusting device 168 to the blower 206. If the condenser 58 generates waste heat by the cooling of the refrigerator 200, as described above, it preheats the air flow. This air flow, as in the operating state described above, via the air guide 184, the actuator 210 with the associated heating, the air guide 190, the electric heater 36, the actuator 72, the Lucashold- tion 74 and the air outlet 196 in the interior 178th directed. Subsequently, the air is guided via the air guide 82 to the adjusting device 168, where it is discharged to the outside.
  • an electronic control unit which selects the appropriate operating state depending on the temperature in the interior 178, outside temperature, set target temperatures and desired air conditioning operation.
  • This electronic control unit is not shown for reasons of clarity in the figures, but it is immediately apparent to the person skilled in the art that these at least with the corresponding conveyors in the strands 20, 22, 24, 44 and 46 of the power distribution in the electrical line 30, the blowers 64, 206 and 212, the electric heater 36, the electric motor 32, the actuator gen 72, 168 and 204 and the corresponding temperature sensors is connected.
  • the air flow into or out of the vehicle interior 178 may be reversed, i. the air can be blown laterally on the air conditioning tower 192 and sucked up.
  • FIG. 3 shows a flow chart of the air conditioning operation of the air conditioner 112 according to the invention.
  • the routine of FIG. 3 executed by the electronic control unit starts in step S100 when the air conditioner 112 is turned on manually.
  • step SIOL it is determined whether the power plant 94 is still operating. The process does not proceed to step S102 until the query in step S101 is negative.
  • step S102 it is determined whether the user has selected an automatic standby mode via a selection switch or a corresponding programming of the air conditioner 112. If this is not the case, the
  • step S103 it is determined whether the user has manually selected standby air conditioning. If this is not the case, then the process proceeds to step S104 where it is determined whether the user has promptly selected a feel-good climate. If this is to be answered with "YES”, the process proceeds to step S055, in which a comfort air-conditioning is performed. In this comfort air conditioning of the interior 178 of the vehicle 110 is conditioned to a Wohlfühltempe- temperature (for example, 18 0 C), by a selection of the various heating and cooling modes is taken by the electronic control unit. With the following _
  • Step S106 determines that this comfort air-conditioning is automatically stopped when the engine 94 is started. Accordingly, if it is determined in step Sl06 that the power plant 94 is not running yet, it is determined in S107 whether the air conditioner 112 has been turned off manually. In the case of a manual shutdown, the process ends in step S112, otherwise the process returns to step S105. If the user has not selected feel-good conditioning in step S04, the process returns to step S110. If it has been determined in step S102 that an automatic standby air conditioning has been selected, then the process proceeds from there to step S108, where it is determined whether a comfortable air conditioning has been manually selected by the user. If so, then the process proceeds to step S105, where the well-being conditioning described above is performed.
  • step S109 the standby air conditioning according to the present invention is performed.
  • the temperature in the interior 178 is regulated to a standby setpoint temperature (eg 25 ° C.), which differs from the comfort temperature. This is realized by suitably selecting the electronic control unit from the described heating and cooling modes. If the outside temperature is high, then the ready set temperature is greater than the comfort temperature. If, however, the outside temperature is low, then the ready set temperature is lower than the comfort temperature. Thus, for example, at high outside temperature heating of the interior 178 is prevented and in the - - -
  • step S109 the process proceeds to step SI10, where it is checked whether the drive unit 94 has been started. If so, then the process returns to step S100. Otherwise, the process proceeds to step S11, where it is determined whether the user has manually turned off the air conditioning - if "YES”, then the process ends in step S112 and if "NO", then the process returns to step S108.
  • the preferred operation of the air conditioner 112 in practice is to select automatic standby air conditioning. If the drive unit 94 is operated, then the inner space 178 can move over the on the
  • Vehicle-optimized, very effective and purpose-designed air-conditioning 92 can be air-conditioned.
  • the standby air conditioning which cools the interior at a high external temperature to for example 25 0 C starts anläge 112th
  • This standby air conditioning operation can be carried out with 12 liters of fuel without any problems for 12 days in continuous operation.
  • the stand-by air-conditioning operation is carried out until the user selects well-being air-conditioning shortly before the start of the journey, which then cools the interior 178 to, for example, 18 ° C.
  • Well-being air conditioning is then carried out until drive unit 94 is restarted.
  • Air conditioning tower 194 Interior of the air conditioning system

Landscapes

  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Fuel Cell (AREA)

Abstract

Système de climatisation (112) pour un véhicule automobile (110), qui comporte une pile à combustible (26) et un circuit frigorifique (116) pourvu d'un condensateur (58), ledit circuit frigorifique (116) pouvant fonctionner avec l'énergie produite par la pile à combustible (26). Avantageusement, ledit système de climatisation (112) est conçu de sorte que la chaleur perdue du condensateur (58) et / ou de la pile à combustible (26), produite par l'effet de refroidissement du système de climatisation, soit utilisée pour un effet de chauffage. La présente invention concerne en outre un procédé permettant de faire fonctionner un système de climatisation de ce type et un véhicule automobile pourvu d'un système de climatisation de ce type.
PCT/DE2007/001367 2006-09-27 2007-08-01 Système de climatisation pour un véhicule automobile Ceased WO2008040268A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006045673A DE102006045673A1 (de) 2006-09-27 2006-09-27 Klimaanlage für ein Kraftfahrzeug
DE102006045673.4 2006-09-27

Publications (1)

Publication Number Publication Date
WO2008040268A1 true WO2008040268A1 (fr) 2008-04-10

Family

ID=38825017

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2007/001367 Ceased WO2008040268A1 (fr) 2006-09-27 2007-08-01 Système de climatisation pour un véhicule automobile

Country Status (2)

Country Link
DE (1) DE102006045673A1 (fr)
WO (1) WO2008040268A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008027292A1 (de) 2008-06-06 2009-12-10 J. Eberspächer GmbH & Co. KG Brennstoffzellensystem und damit ausgestattetes Kraftfahrzeug

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20010018832A1 (en) * 2000-03-02 2001-09-06 Ken Matsunaga Vehicle air conditioner with heating capacity control of cooling water circuit
US20020007943A1 (en) * 2000-07-21 2002-01-24 Yukikatsu Ozaki Heat Pump Cycle
US20020036080A1 (en) * 2000-09-27 2002-03-28 Satoshi Itoh Vehicle air conditioner with defrosting operation of exterior heat exchanger
DE10223949A1 (de) 2002-05-29 2003-12-24 Webasto Thermosysteme Gmbh System und Verfahren zum Kühlen beziehungsweise Heizen eines Fahrzeuginnenraums

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2655022A1 (de) * 1976-12-04 1978-06-15 Bruno Kuemmerle Proviantklimaeinrichtung fuer fahrzeuge
DE19925443B4 (de) * 1999-06-02 2007-10-11 Valeo Klimasysteme Gmbh Klimatisierung mit elektrischem Kompressor
DE10258196A1 (de) * 2002-12-12 2004-07-08 Webasto Thermosysteme International Gmbh System mit einem Verbrennungsmotor und einer Brennstoffzelle
DE102005032277B4 (de) * 2004-07-12 2019-08-14 Denso Corporation Dampfkompressionskälteerzeuger

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20010018832A1 (en) * 2000-03-02 2001-09-06 Ken Matsunaga Vehicle air conditioner with heating capacity control of cooling water circuit
US20020007943A1 (en) * 2000-07-21 2002-01-24 Yukikatsu Ozaki Heat Pump Cycle
US20020036080A1 (en) * 2000-09-27 2002-03-28 Satoshi Itoh Vehicle air conditioner with defrosting operation of exterior heat exchanger
DE10223949A1 (de) 2002-05-29 2003-12-24 Webasto Thermosysteme Gmbh System und Verfahren zum Kühlen beziehungsweise Heizen eines Fahrzeuginnenraums

Also Published As

Publication number Publication date
DE102006045673A1 (de) 2008-04-03

Similar Documents

Publication Publication Date Title
EP1950064A1 (fr) Dispositif de climatisation pour véhicule automobile
WO2008037242A1 (fr) Installation de climatisation pour la climatisation à l'arrêt d'un véhicule automobile
DE102007005873B4 (de) Kraftfahrzeug mit einer Klimaanlage
WO2008040268A1 (fr) Système de climatisation pour un véhicule automobile
WO2008037243A1 (fr) Installation de climatisation pour un véhicule automobile
EP1946949B1 (fr) Dispositif de climatisation pour un véhicule automobile
DE102006045755B4 (de) Klimaanlage für ein Kraftfahrzeug
WO2008037248A1 (fr) Installation de climatisation pour un véhicule automobile
WO2008037238A1 (fr) Installation de climatisation pour un véhicule automobile
WO2008037244A1 (fr) Installation de climatisation pour un véhicule automobile
EP1950065A1 (fr) Dispositif de climatisation pour un véhicule automobile
EP1958805A1 (fr) Véhicule automobile doté d'une installation destinée à la climatisation
EP1959514A1 (fr) Climatisation pour un véhicule automobile
WO2008089747A2 (fr) Procédé de commande d'une climatisation
WO2008037247A1 (fr) Installation de climatisation pour un véhicule automobile
WO2008080393A2 (fr) Installation de climatisation pour un véhicule automobile
EP1950062A1 (fr) Dispositif de climatisation pour un véhicule
DE102006045676A1 (de) Klimaanlage für ein Kraftfahrzeug
EP1944178A1 (fr) Dispositif de climatisation pour un véhicule automobile
DE102006051740A1 (de) Verfahren zum Regenerieren eines Reformers

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 07801205

Country of ref document: EP

Kind code of ref document: A1

122 Ep: pct application non-entry in european phase

Ref document number: 07801205

Country of ref document: EP

Kind code of ref document: A1