WO2025003439A1 - Procédé et système de gestion de température dans un véhicule - Google Patents

Procédé et système de gestion de température dans un véhicule Download PDF

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Publication number
WO2025003439A1
WO2025003439A1 PCT/EP2024/068309 EP2024068309W WO2025003439A1 WO 2025003439 A1 WO2025003439 A1 WO 2025003439A1 EP 2024068309 W EP2024068309 W EP 2024068309W WO 2025003439 A1 WO2025003439 A1 WO 2025003439A1
Authority
WO
WIPO (PCT)
Prior art keywords
coolant
heat exchanger
way valve
refrigerant
heat
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/EP2024/068309
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German (de)
English (en)
Inventor
Frank Heber
Tahir Harman
Thomas RACHOW
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Robert Bosch GmbH
Original Assignee
Robert Bosch 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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of WO2025003439A1 publication Critical patent/WO2025003439A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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 devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3228—Cooling devices using compression characterised by refrigerant circuit configurations
    • B60H1/32284—Cooling devices using compression characterised by refrigerant circuit configurations comprising two or more secondary circuits, e.g. at evaporator and condenser side
    • 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 devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
    • 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 devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H1/00885—Controlling the flow of heating or cooling liquid, e.g. valves or pumps
    • 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 devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H1/00899—Controlling the flow of liquid in a heat pump system
    • 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 devices
    • B60H1/02—Heating, cooling or ventilating devices the heat being derived from the propulsion plant
    • B60H1/14—Heating, cooling or ventilating devices the heat being derived from the propulsion plant other than from cooling liquid of the plant
    • B60H1/143—Heating, cooling or ventilating devices the heat being derived from the propulsion plant other than from cooling liquid of the plant the heat being derived from cooling an electric component, e.g. electric motors, electric circuits, fuel cells or batteries
    • 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 devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H2001/00307—Component temperature regulation using a liquid flow
    • 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 devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H2001/00928—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices comprising a secondary circuit

Definitions

  • the invention relates to a method for temperature management in a vehicle and a temperature management system for a vehicle.
  • the vehicle is in particular a battery-electrically powered vehicle.
  • BEVs battery-electric vehicles
  • the coordinated thermal management of the drive train together with the temperature conditioning of the passenger cabin plays an important role in optimizing this goal in the overall system.
  • One requirement here may be that the passenger cabin must be heated when outside temperatures are low in order to ensure the thermal comfort of the passengers.
  • a heat pump is installed in the vehicle to increase efficiency, this can extract the heat from a heat source via an evaporator arranged upstream of a compressor via a refrigerant circuit and release it to a heat sink via a condenser arranged downstream of the compressor.
  • the evaporated refrigerant is brought to a higher temperature level by increasing the pressure via the compressor in order to in order to achieve a higher heat dissipation. The pressure is then released back to the initial level.
  • the disadvantage of the heat pump is that the efficiency drops significantly with colder outside temperatures and therefore the required electrical power increases with the difference to the target temperature.
  • the heat pump can normally only be operated up to the temperature range at which the evaporation point of the refrigerant used can just be set (for example -5 to -10°C).
  • PTC heaters positive temperature coefficient
  • the present disclosure discloses a method for temperature management in a particularly battery-electric driven vehicle, the vehicle comprising a coolant circuit for transporting coolant, wherein the coolant circuit is thermally coupled to at least a first heat exchanger and a second heat exchanger, a refrigerant circuit for transporting refrigerant, wherein the refrigerant circuit is thermally coupled to at least the first heat exchanger and the second heat exchanger and has a compressor for compressing the refrigerant, the method comprising the steps:
  • step S3 is carried out before step S1.
  • some or more of the steps S1 to S4 can also be carried out in parallel or repeatedly in a loop.
  • step S3 heat from the coolant can be released as needed and/or partially to one or more further heat sinks that are thermally coupled to the coolant circuit, for example to a vehicle battery or to a passenger cabin.
  • an ambient heat exchanger can be used to extract heat from a vehicle environment and transfer it to the coolant.
  • step S3 heat can be generated using an electrical heating element and transferred to the coolant.
  • step S3 heat from waste heat of a drive unit of the vehicle can be transferred to the coolant.
  • step S2 heat from the coolant can be released as needed and/or partially to one or more additional heat sinks that are thermally coupled to the coolant circuit, for example to a condenser for heating a driver's cab of the vehicle or heating a coolant-cooled battery.
  • heat from one or more heat sources can be released to the coolant, for example ambient heat, waste heat from the compressor, or from additional electrical heating elements.
  • Steps S1 to S4 may be performed until a temperature of the refrigerant at an outlet of the compressor reaches a predetermined value.
  • the present disclosure discloses a temperature management system for a vehicle, in particular a battery-electric vehicle, comprising: a refrigerant circuit for guiding a refrigerant, comprising at least one compressor and a refrigerant feed pump; a coolant circuit for guiding a coolant, wherein the coolant circuit is thermally coupled to a battery of the vehicle and comprises at least one coolant feed pump, the coolant circuit having one or more valves for guiding the coolant as required; a first heat exchanger, in particular a liquid-cooled condenser (LCC), which is thermally coupled to both the refrigerant circuit and the coolant circuit; a second heat exchanger, in particular a battery cooler, which is thermally coupled to both the refrigerant circuit and the coolant circuit and is arranged behind the first heat exchanger and before the compressor with respect to a flow direction of the refrigerant in a heating mode; a controller which is connected in terms of control technology to the coolant feed pump, the refrigerant
  • the coolant circuit can be thermally coupled to an ambient heat exchanger, via which heat is extracted from the vehicle environment and supplied to the coolant.
  • the refrigerant circuit can be thermally coupled to a condenser for heating a driver's cab of the vehicle, wherein the condenser is arranged behind the compressor with respect to a flow direction of the refrigerant.
  • the coolant circuit may comprise a four-way valve which can be controlled by the controller as required and has two inlets and two outlets, wherein: a first inlet is fluidically connected to the first heat exchanger and a first outlet to the second heat exchanger; a second inlet receives a coolant flow from the direction of the thermal coupling with the battery.
  • the second heat exchanger can be fluidically arranged between the four-way valve and a first three-way valve, wherein the first three-way valve directs a coolant flow as needed in the direction of the thermal coupling with the battery and/or in the direction of the first heat exchanger.
  • a second three-way valve can be fluidically arranged between the first three-way valve and the first heat exchanger, wherein the second three-way valve directs a coolant flow coming from the first three-way valve directly to the first heat exchanger as required and/or via the ambient heat exchanger to the first heat exchanger.
  • a second output of the four-way valve can be fluidically connected to a third three-way valve, wherein the third three-way valve directs a coolant flow coming from the four-way valve as required in the direction of the thermal coupling with the battery and/or in the direction of the second three-way valve.
  • the coolant circuit may be thermally coupled to an electrical heating element between the four-way valve and the third three-way valve.
  • An electrical heating element may be thermally coupled to the coolant circuit at the first heat exchanger.
  • the coolant circuit may comprise a five-way valve and a four-way valve, wherein: the first heat exchanger is fluidically arranged between a first output of the five-way valve and a first input of the four-way valve; the second heat exchanger is fluidically arranged between a first output of the four-way valve and a first input of the five-way valve; and the thermal coupling with the battery is arranged between a second output of the five-way valve and a second input of the four-way valve.
  • a third output of the five-way valve may be fluidically connected to an ambient heat exchanger arranged between the five-way valve and the first heat exchanger.
  • the coolant circuit can be thermally coupled to an electrical heating element between a second output of the four-way valve and a second input of the five-way valve.
  • An electrical heating element can be thermally coupled to the coolant circuit at the first heat exchanger.
  • a feature can be designed positively, i.e. present, or negatively, i.e. absent.
  • a negative feature is not explicitly explained as a feature unless it is important according to the invention that it is absent. This means that the invention actually made and not one constructed by the prior art consists in omitting this feature.
  • the absence of a feature (negative feature) in an exemplary embodiment shows that the feature is optional. - In the purely exemplary figures (Fig.) of the drawing show:
  • Fig. 1 shows schematically the structure and operation of a heat pump according to the prior art
  • Fig. 2 shows schematically the structure and operation of a temperature management system for a vehicle according to an embodiment of the invention
  • Fig. 3a shows schematically the structure and operation of a temperature management system for a vehicle according to an embodiment of the invention
  • Fig. 3b shows schematically the structure and operation of a temperature management system for a vehicle according to an embodiment of the invention
  • Fig. 4 shows schematically the structure and operation of a temperature management system for a vehicle according to an embodiment of the invention, on a coolant side;
  • Fig. 5 shows schematically the structure and operation of a temperature management system for a vehicle according to an embodiment of the invention, on a coolant side;
  • Fig. 6 shows schematically the structure and operation of a temperature management system for a vehicle according to an embodiment of the invention
  • Fig. 7 shows schematically the structure and operation of a temperature management system for a vehicle according to an embodiment of the invention
  • FIG. 1 shows schematically the structure and functioning of a heat pump 1 according to the prior art.
  • refrigerant is pumped by a refrigerant pump (not shown).
  • the refrigerant comprises in particular propane (R290) and/or CO2 (R744).
  • the heat pump 1 extracts heat from a heat source 5 via an evaporator 3 and releases it to a heat sink 6 via a condenser 4.
  • the coolant evaporated at the evaporator 3 is first brought to a higher temperature level by increasing the pressure via an electric compressor 2 in order to achieve a higher heat release. The pressure is then relaxed back to the initial level, typically by an electronically controlled expansion valve 8.
  • the temperature management system 10 can carry out both a heating operation in which, for example, a passenger cabin and/or a battery 500 (see, for example, Figures 4 to 7) of the vehicle are heated, and a cooling operation in which, for example, the passenger cabin and/or the battery 500 of the vehicle are cooled.
  • the temperature management system 10 comprises a coolant circuit 200 for guiding the coolant, having a compressor 210 and a coolant feed pump (not shown).
  • a coolant circuit 100 for conducting a coolant is thermally coupled to the battery 500 of the vehicle, which in the present schematic view of Figure 2 is combined in the features 101 and feature 10T with other components of the coolant circuit 100 that are not shown individually.
  • the components 101 and 10T also comprise a coolant feed pump and one or more valves 130, 140, 150, 160, 170, 180 (see Figures 4 and 5) for conducting the coolant as required.
  • the reference number 105 designates a line system in which the coolant is conveyed between the individual components of the cooling circuit 100.
  • the reference number 205 designates a corresponding line system of the coolant circuit 200 in which the coolant is conveyed.
  • a first heat exchanger 300 in the embodiment shown a liquid cooled condenser (LCC), is thermally coupled to both the refrigerant circuit 200 and the coolant circuit 100. This means that heat can be transferred between the refrigerant circuit 200 and the coolant circuit 100.
  • LCC liquid cooled condenser
  • a second heat exchanger 400 in the embodiment shown a battery cooler, is thermally coupled to both the refrigerant circuit 200 and the coolant circuit 100 and is arranged behind the first heat exchanger 300 and before the compressor 210 with respect to a flow direction of the refrigerant in a heating mode.
  • An electronic control system (not shown) is connected in terms of control technology to the coolant feed pump, the refrigerant feed pump, the valves of the coolant circuit 100, and the valves of the refrigerant circuit 200, also shown in Figure 2.
  • the heat pump's heat sources can be the vehicle's surroundings or waste heat from the vehicle's electric drive train.
  • the second heat exchanger 300 in this case the battery cooler, is used to utilize the waste heat from the electric drive train, for example from the e-axle 112 and battery 500, which are combined in the components 101 and 10T.
  • an ambient heat exchanger is required in the coolant circuit 200 or a heat exchanger for the coolant circuit 100, which in turn is itself connected to an ambient heat exchanger 110.
  • the latter can be a radiator, for example, which is usually used to dissipate heat from the electric drive train to the environment.
  • An ambient heat exchanger 110 is summarized in Figure 2 in the components 101 and 10T and is shown in Figures 4 and 5 as part of the coolant circuit 100.
  • the first heat exchanger 300 in the form of the liquid-cooled condenser is used for this purpose, which has a fluid path to the ambient heat exchanger 110 (see Figures 4 and 5).
  • the first heat exchanger 300 is arranged behind the electric compressor 210 with respect to the flow direction of the coolant in order to transfer the heat to the coolant at a higher temperature level.
  • the coolant circuit 200 it can be arranged either before or after the drive unit, depending on preference and design.
  • FIG. 2 Further components of the refrigerant circuit of the embodiment shown in Figure 2 include an accumulator 270, which serves as an intermediate tank for the refrigerant, an electronically controlled expansion valve 220 for expanding the refrigerant after a condenser 240 used for heating the passenger cabin in heating mode, and an evaporator 230, which is arranged behind the first heat exchanger 300 in a passenger cabin cooling mode of the heat pump.
  • an accumulator 270 which serves as an intermediate tank for the refrigerant
  • a shut-off valve 260 and two electronically controllable three-way valves 250, 251 serve to direct the refrigerant to the evaporator 230, the condenser 240, and/or to the first heat exchanger 300 as required.
  • the first heat exchanger 300 can be used to introduce heat into the coolant circuit 100 via the heat pump functionality and thereby heat up the battery, for example for preconditioning for direct current charging at a rapid charging station or for performance and service life reasons at cold battery cell temperatures. If the heat from the coolant circuit 200 is to be released via the first heat exchanger 300, the path to the condenser 240 is blocked via the 3-way valve 251.
  • the output heating power of the compressor is initially fed back to its input to increase the temperature level before it is then released to the desired heat sink when the heating power is sufficient.
  • Figure 3a shows a schematic representation of the coolant circuit 100 and the refrigerant circuit 200 in heating mode, that is to say to meet a heating requirement, for example to heat the passenger cabin of the vehicle.
  • the reference symbols correspond to the reference symbols used in Figure 2.
  • the reference numerals 201, 20T, and 201” in Figure 3a represent, depending on the embodiment, some or all of the components of the coolant circuit 200 not shown in Figure 2.
  • the connection of the first 300 and the second heat exchanger 400 in the common coolant circuit 100 driven by the coolant pump allows the first heat exchanger 300 to extract the heat from the The coolant circuit 200 after the compressor 210 and the second heat exchanger 400 transfers the heat back to the coolant circuit 200 before the inlet of the compressor 210.
  • This is a triangular process with the return of the heating power, which is shown in Figure 5 by the arrows 500, at the outlet of the compressor 210 via a diversion via the coolant circuit 100 back to the inlet of the compressor 210, in order to promote faster heating behavior.
  • Figure 3b which uses the same reference numerals as Figure 3a, shows an exemplary implementation of the principle described in relation to Figure 3a.
  • the coolant circuit 100 is shown on the right-hand side in Figure 3b, the refrigerant circuit 200 on the left.
  • a flow direction on the coolant side runs from the second heat exchanger 400 to the first heat exchanger in heating mode.
  • the first 300 and the second heat exchanger 400 are integrated into the two circuits for the exchange of heat between the coolant circuit 100 and the refrigerant circuit 200.
  • the coolant circuit 100 has a first heat sink 106, for example the vehicle battery 500 or a capacitor used for heating the passenger cabin in heating mode.
  • heat sources are potentially integrated into the coolant circuit 100 at the locations marked by 108, 108', and 108", for example in the form of an ambient heat exchanger or as waste heat from a vehicle drive (e-axis 112).
  • a heat source 108 can be arranged between the second heat exchanger 400 and the first heat exchanger, a further heat source 108' can be arranged behind the first heat exchanger, and a third heat source 108" directly in front of the second heat exchanger 400.
  • the coolant circuit 100 in the embodiment shown has a three-way valve 107 with one inlet and two outlets, which is arranged behind the first heat exchanger 300 and in front of the heat sink 106 in relation to the flow direction of the coolant.
  • a first outlet of the three-way valve 107 is connected to the heat sink 106, while a second outlet short-circuits the refrigeration circuit 100 if necessary so that the heat sink 106 is bypassed.
  • the short-circuiting or, in other words, integration or bypassing of the heat sink 106 as required allows no heat to be released to the heat sink 106 on the coolant side during the heating phase or, if only a portion of the coolant is passed through to the heat sink 106, only an acceptable amount of heat to be released to the heat sink 106, while a sufficiently large amount of heat is available for the coolant triangulation process.
  • a three-way valve 207 is arranged in the refrigerant circuit 200 in such a way that a heat sink 206 integrated in the refrigerant circuit 200 can be completely or partially bypassed as required.
  • the three-way valve 206 is arranged behind the compressor 210 and before the first heat exchanger 300 in relation to the flow direction of the refrigerant.
  • the refrigerant flow can be directed from the compressor 210 to the first heat exchanger 300 and further to the second heat exchanger 400, excluding the heat sink 206, or from the compressor 210 via the heat sink 206 to the second heat exchanger 400.
  • the heat sink 206 can thus be completely or partially bypassed as required.
  • valve device can be used that allows the mass flow to be divided in whole or in part, so that the available heat output can be divided between the desired heat sinks and a corresponding control is possible.
  • a proportional controllable 4-way valve for splitting the mass flow or the functionality of a 3-way valve can be realized by two 2-way valves.
  • FIGS 4 and 5 show two alternative embodiments of the coolant circuit 100 as it can be used to utilize the coolant triangulation process just described.
  • the coolant circuit 100 comprises a four-way valve 130, which can be controlled by the controller as required and has two inlets 131, 132 and two outlets 133, 134.
  • a first inlet 131 is fluidically connected to the first heat exchanger 300 and a first outlet 133 to the second heat exchanger 400.
  • a second inlet 132 receives a coolant flow from the direction of the thermal coupling with the battery 500.
  • the second heat exchanger 400 is fluidically arranged between the four-way valve 130 and a first three-way valve 140, wherein the first three-way valve 140 directs a coolant flow as required in the direction of the thermal coupling with the battery 500 and/or in the direction of the first heat exchanger 300.
  • a second three-way valve 150 is fluidically arranged between the first three-way valve 140 and the first heat exchanger 300, wherein the second three-way valve 150 directs a coolant flow coming from the first three-way valve 140 directly to the first heat exchanger 300 as required and/or via the ambient heat exchanger 110 to the first heat exchanger 300 while absorbing heat from the environment.
  • the second three-way valve 150 is controlled at least partially as a function of an outside temperature of the vehicle, which can be determined, for example, via an outside temperature sensor.
  • a second output of the four-way valve 130 is fluidically connected to a third three-way valve 160, wherein the third three-way valve 160 directs a coolant flow coming from the four-way valve 130 as needed in the direction of the thermal coupling with the battery 500 and/or in the direction of the second three-way valve 150.
  • the first four-way valve 130, the first three-way valve 140, the second three-way valve 150, and the third three-way valve 160 are electronically controlled by the controller of the temperature management system 10.
  • an electrical heating element on the first heat exchanger 300 can be thermally coupled to the coolant circuit 100, or the electrical heating element 120 can be thermally coupled to the coolant circuit 100 between the four-way valve 130 and the third three-way valve 160, as shown in Figure 4.
  • the coolant triangle process could be used simultaneously with a refrigerant triangle process, in which, on the side of the refrigerant circuit 200, refrigerant is pumped from the outlet of the compressor 210 directly back to the compressor inlet by means of a corresponding arrangement of additional valves in order to raise the temperature level by means of this short circuit.
  • FIG. 5 shows a part of another embodiment of the temperature management system 10, wherein a five-way valve 170 and a four-way valve 180 are used instead of the four-way valve and the three-way valves 140, 150, 160.
  • the four-way valve 170 and the five-way valve 180 are electronically controlled by the control of the temperature management system 10.
  • the first heat exchanger 300 is arranged fluidically between a first outlet 173 of the five-way valve 170 and a first inlet 181 of the four-way valve 180.
  • the second heat exchanger 400 is arranged fluidically between a first outlet 183 of the four-way valve 180 and a first inlet 171 of the five-way valve 170.
  • the thermal coupling with the battery 500 is arranged fluidically between a second outlet 174 of the five-way valve 170 and a second inlet 182 of the four-way valve 180.
  • a third outlet of the five-way valve 170 is fluidically connected to the ambient heat exchanger 120, which is arranged between the five-way valve 180 and the first heat exchanger 300.
  • the coolant circuit 100 can be thermally coupled to an electrical heating element 120 between a second outlet 184 of the four-way valve 180 and a second inlet 172 of the five-way valve 170, as shown in Figure 5.
  • an electrical heating element on the first heat exchanger 300 can be thermally coupled to the coolant circuit 100.
  • a temperature management method according to the invention comprises the following steps in both embodiments shown in Figures 4 and 5:
  • step S3 is carried out before step S1.
  • some or more of the steps S1 to S4 can also be carried out in parallel or repeatedly in a loop.
  • the heat present in the coolant is transferred to the coolant via the second heat exchanger 400 and is not or not completely transferred to another heat sink, for example the battery 500.
  • the coolant temperature at the outlet of the second heat exchanger 400 drops in the direction of the temperature level of the coolant, taking the thermal resistance into account. If the evaporation point of the coolant and thus the reduced coolant temperature is below the ambient temperature, the coolant can be diverted to the ambient heat exchanger 110 via the second three-way valve 150 in order to extract additional ambient heat. If the environment is too cold, the ambient heat exchanger 110 can also be bypassed via the second three-way valve 150.
  • the heat output increased by the compressor 210 is introduced into the coolant via the first heat exchanger 300 and is not or not completely released to another heat sink, for example the condenser 240, in the passenger cabin. This cycle can be continued until a temperature of the coolant at an outlet of the compressor 210 reaches a predetermined value that allows the heating output to be released to the desired heat sink.
  • a predetermined value that allows the heating output to be released to the desired heat sink.
  • Embodiments of the invention include, for example, topologies of the coolant circuit in which, instead of the solutions shown in Figures 4 and 5, i.e.
  • the waste heat from the vehicle's drive unit can also be integrated, whereby the integration can be arranged before or after the first heat exchanger 300 depending on preference and design. This is particularly useful if a targeted waste heat production can be set via a deliberate inefficient operation of the e-axle (in the summary as inverter, e-machine and transmission) (also: "waste heat generation").
  • a targeted waste heat production can be set via a deliberate inefficient operation of the e-axle (in the summary as inverter, e-machine and transmission) (also: "waste heat generation").
  • these can also be integrated into the thermal topology so that they promote the coolant triangle process.
  • the coolant triangulation process described above can be operated in conjunction with a heat pump for heating the passenger cabin.
  • the condenser 240 is arranged for this purpose, as in the system shown in Figure 2.
  • the condenser 240 is not via a three-way valve into the refrigerant circuit 200, but via an electronically controlled expansion valve 261, which is arranged in the flow direction of the refrigerant in heating mode behind the compressor 210.
  • another electronically controlled expansion valve 252 is arranged, via which refrigerant can be passed to the first heat exchanger 300.
  • Another electronically controlled expansion valve 262 integrates the evaporator 230 in cooling mode, and an electronically controlled expansion valve 263 is arranged in the flow direction before the second heat exchanger.
  • the second heat exchanger 400 which can be a battery cooler, is arranged in front of the compressor 210 or in front of the accumulator 270 with respect to the flow direction of the coolant in heating mode, as already described in Figure 2.
  • the coolant flow in the temperature management system in Figure 6 can, as described above, be circulated in the coolant circuit 200, bypassing the condenser 240 if necessary, in order to promote rapid heating of the same. If necessary, the arrangement of the expansion valves 252, 261 allows part of the heating power or even the entire power to be directed to the condenser 240.
  • Figure 6 shows a structure that is similar to the coolant circuit 100 described in Figure 4, but instead of a four-way valve 130 and three three-way valves 140, 150, 160, it has a first 1700 and a second proportionally controllable four-way valve 1800 and a three-way valve 118.
  • Figure 6 explicitly shows other components of the coolant circuit 100, such as the ambient heat exchanger 110 and a three-way valve 118, by means of which the ambient heat exchanger can be integrated or bypassed in the coolant circuit 100 as required.
  • Figure 6 shows the integration of waste heat from the e-axis 112 in front of the first heat exchanger 300 and the position of two Coolant pumps 115, 115' in front of the battery 500 and in front of the three-way valve 118.
  • the battery 500 is arranged between the first 1700 and the second four-way valve 1800, so that the coolant flow coming from the first heat exchanger 300 can be guided via the second four-way valve 1800 to the second heat exchanger 400, via an optionally arranged heating element 120, or optionally partially or completely via a sub-circuit 100' that encloses the battery 500.
  • the coolant temperature at the battery 500 can be adjusted as required.
  • the battery 500 can be bridged and the coolant triangulation process supports rapid heating of the coolant circuit 100 and the refrigerant circuit 200.
  • Figure 7 shows a temperature management system 10 in which the coolant triangle process described above is used in conjunction, but the passenger cabin is not heated via a heat pump operation with condenser 240, but rather by a cabin heat exchanger 111 in the coolant circuit 100.
  • the refrigerant circuit 200 comprises only the components compressor 210, first heat exchanger 300, second heat exchanger 400, and evaporator 230, which are connected to corresponding lines 205.
  • a three-way valve 255 which is arranged behind the first heat exchanger 300, makes it possible to direct the refrigerant flow, as required, in whole or in part via the evaporator and/or via the second heat exchanger 400 to the compressor 210, from which the refrigerant returns to the first heat exchanger 300.
  • two electronic expansion valves are arranged instead of the three-way valve 255.
  • the coolant circuit 100 is basically similar to the coolant circuit 100 shown in Figure 6, but comprises a four-way valve 1900, a five-way valve 2000, and two three-way valves 118, 119 for the on-demand Conduit of the coolant, whereby the second three-way valve 199 is optional.
  • the ambient heat exchanger 110 is integrated or bypassed as required via the first three-way valve 118.
  • the second three-way valve 119 directs the coolant coming from the first three-way valve 118 either to the four-way valve 1900 and from there to the first heat exchanger 300, or at least partially bypasses the first heat exchanger 300 and directs the coolant flow to the cabin heat exchanger 111 and the five-way valve 2000.
  • the coolant can optionally be directed back to the first three-way valve 118, or to a sub-circuit 100', which, starting from the five-way valve 2000, comprises the components of the second heat exchanger 400, the four-way valve 1900, and the battery 500 in succession.
  • an electric heating element 120 can also be provided behind the five-way valve 2000.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

L'invention concerne un procédé de gestion de température dans un véhicule, en particulier un véhicule électrique alimenté par batterie, le véhicule comprenant un circuit de refroidissement (100) pour transporter un fluide de refroidissement, le circuit de refroidissement étant thermiquement couplé au moins à un premier échangeur de chaleur (300) et à un second échangeur de chaleur (400) ; et un circuit de fluide frigorigène (200) pour transporter un fluide frigorigène, le circuit de fluide frigorigène étant thermiquement couplé au moins au premier échangeur de chaleur et au second échangeur de chaleur et comportant un compresseur (210) pour comprimer le fluide frigorigène, dans un mode de chauffage, la chaleur provenant du fluide frigorigène étant transférée au fluide de refroidissement au niveau du premier échangeur de chaleur (300), et la chaleur provenant du fluide de refroidissement étant transférée au fluide frigorigène au niveau du second échangeur de chaleur (400). L'invention concerne également un système de gestion de température pour un véhicule, en particulier un véhicule électrique alimenté par batterie, comprenant une batterie thermiquement couplée (500).
PCT/EP2024/068309 2023-06-30 2024-06-28 Procédé et système de gestion de température dans un véhicule Ceased WO2025003439A1 (fr)

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DE102023206182.1 2023-06-30
DE102023206182.1A DE102023206182A1 (de) 2023-06-30 2023-06-30 Verfahren und System für das Temperaturmanagement in einem Fahrzeug

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DE102024204312A1 (de) * 2024-05-08 2025-11-13 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren, Recheneinheit und Temperiersystem zum Temperieren eines Fahrgastraums eines zumindest teilweise elektrisch angetriebenen Fahrzeugs

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US20150128632A1 (en) * 2011-06-13 2015-05-14 Denso Corporation Vehicular thermo-control device
DE102018117099A1 (de) * 2018-07-16 2020-01-16 Hanon Systems Thermisches System eines Kraftfahrzeugs und Verfahren zum Betreiben des thermischen Systems
US20200198443A1 (en) * 2017-09-21 2020-06-25 Denso Corporation Refrigeration Cycle Device
US20220134839A1 (en) * 2020-10-29 2022-05-05 Rivian Ip Holdings, Llc Integrated thermal management system for a vehicle

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JP6155907B2 (ja) * 2012-08-28 2017-07-05 株式会社デンソー 車両用熱管理システム
DE102016203045A1 (de) * 2016-02-26 2017-08-31 Bayerische Motoren Werke Aktiengesellschaft Temperiereinrichtung zum Temperieren eines Innenraums eines Fahrzeugs sowie Verfahren zum Betreiben einer solchen Temperiereinrichtung
KR102518177B1 (ko) * 2017-12-08 2023-04-07 현대자동차주식회사 차량의 공조시스템
FR3077337A1 (fr) * 2018-01-31 2019-08-02 Valeo Systemes Thermiques Dispositif de conditionnement thermique pour vehicule automobile
DE102018104301B4 (de) * 2018-02-26 2026-03-12 Hanon Systems Vorrichtung für ein Klimatisierungssystem eines Kraftfahrzeugs sowie Verfahren zum Betreiben der Vorrichtung
KR102565350B1 (ko) * 2018-04-09 2023-08-16 현대자동차주식회사 차량의 난방시스템

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20150128632A1 (en) * 2011-06-13 2015-05-14 Denso Corporation Vehicular thermo-control device
US20200198443A1 (en) * 2017-09-21 2020-06-25 Denso Corporation Refrigeration Cycle Device
DE102018117099A1 (de) * 2018-07-16 2020-01-16 Hanon Systems Thermisches System eines Kraftfahrzeugs und Verfahren zum Betreiben des thermischen Systems
US20220134839A1 (en) * 2020-10-29 2022-05-05 Rivian Ip Holdings, Llc Integrated thermal management system for a vehicle

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