Method for operating a heat pump with a high-pressure regulating mechanism and heating installation of a vehicle for the same

Abstract

This invention relates to a method for using a heat pump in a vehicle's heating system to heat air for and / or within the vehicle's interior space. The heat pump has a refrigerant circulation loop comprising at least one compressor, a first high-pressure heat exchanger, a second high-pressure heat exchanger, an expansion mechanism, and an evaporator. The refrigerant operates supercritically on the high-pressure side in the refrigerant circulation loop, and the high pressure in the refrigerant circulation loop is adjustable. The method comprises the steps of: obtaining an optimal value for the efficiency of the heat pump for the high pressure in the refrigerant circulation loop; increasing the high pressure in the refrigerant circulation loop above the optimal value; and reaching the increased high pressure, wherein the power distribution of heat transfer in the first heat exchanger relative to the heat transfer in the second heat exchanger corresponds to a desired power distribution. The invention also relates to a heating system controllable in this manner and a vehicle having the same.

Description

Technical Field

[0001] This invention relates to a method for using a heat pump in a vehicle's heating system. In this method, a refrigerant circulates in a refrigerant loop of the heat pump through at least one compressor, a high-pressure side heating heat exchanger, an expansion mechanism, and an evaporator. The refrigerant operates supercritically on the high-pressure side of the refrigerant loop. The refrigerant is, for example, CO2. The high pressure is regulated in the refrigerant loop, which can be achieved, for example, by an adjustable expansion mechanism and / or a compressor with adjustable power. As the high pressure changes, the temperature of the refrigerant in the high-pressure side heating heat exchanger changes. Furthermore, this invention relates to a heating system having a heat pump operating according to the method, and to a vehicle, such as, in particular, an electric bus or a hybrid bus. Background Technology

[0002] Methods for heat pumps used in operating vehicle heating systems are known, wherein high pressure in the high-pressure region of the refrigerant circulation loop is regulated. Thus, US2009 / 0241570A1 discloses a method for vehicle heating systems in which high pressure in the refrigerant circulation loop is controlled by controlling an expansion valve. Here, only one heating heat exchanger exists in the refrigerant circulation loop, which directly heats only the air for the vehicle interior, which is detrimental to heating comfort. With this method, the temperature of the compressor motor should be regulated. In the method disclosed in WO2005 / 000609, particularly for preventing windshield fogging, the high pressure of the heat pump's refrigerant circulation loop is regulated not only by means of an expansion mechanism but also by means of the variable displacement of the compressor. In the method shown in WO2005 / 016672A1, high pressure regulation is performed in the same manner, wherein the desired temperature for the vehicle interior to be heated is achieved, in particular, by adjusting the high pressure according to a pre-controlled characteristic curve of the desired high pressure value. EP1262347A2 discloses a method in which the high pressure in the refrigerant circulation loop of a heat pump is regulated not only by a compressor but also by a settable expansion mechanism. However, in EP1262347A2, WO2005 / 000609A1, and WO2005 / 016672A1, the refrigerant circulation loop has only one heating heat exchanger, which directly heats the air used for the vehicle interior space, which is detrimental to heating comfort and heating variability. Temperature fluctuations in the vehicle interior space can only be compensated for too slowly by the heat pump. In the method disclosed in DE102019105035A1, the high pressure is regulated via an adjustable compressor and on the facility side by refrigerant transfer in the refrigerant circulation loop, where only one heating heat exchanger in the refrigerant circulation loop is shown. The high pressure in this method should decrease for partial load areas, which reduces the refrigerant temperature in the heating heat exchanger and thus negatively affects the heating power. Conversely, WO2019 / 091829A1 mentions the feasibility of having multiple high-pressure side heat exchangers in the refrigerant cycle loop of a heat pump. However, this method for regulating high pressure via an adjustable expansion mechanism does not address heating comfort or variability through more than one heat exchanger, but rather focuses on improving heating efficiency, especially when the vehicle is parked and the compressor motor noise is still low, by avoiding electrical overheating. Improvements to this method considering stored heat are not shown. In the method for operating a heat pump cycle system disclosed in DE19939028 A1, high pressure is regulated by controlling the adjustable expansion mechanism and the compressor speed.Here, in the refrigerant circulation loop, two heating heat exchangers are connected in series, where the refrigerant directly transfers heat to the same medium in the airflow, i.e., the air to be heated. This allows for better utilization of the refrigerant's heat over a deeper temperature range on the high-pressure side, enabling the high-pressure side to achieve the optimal efficiency (Opt-HD) for the heat pump sought in the method. However, placing two heating heat exchangers in the airflow does not achieve either an improvement in heating comfort or the variability that comes with having more than one heating heat exchanger. In the method disclosed in DE19939028 A1, the power distribution of the heat transferred separately by the two heating heat exchangers is disadvantageously left unutilized when transferred to the same airflow. Improvements to this method considering stored heat are not shown.

[0003] In the method for operating a heat pump cycle system having two heat exchangers connected in series on the high-pressure side in the refrigerant cycle system disclosed in DE112012001744 T5, although the high pressure can be changed, the refrigerant in the refrigerant cycle loop operates subcritically on the high-pressure side, and there is no mention of reading or calculating the value from a previously calculated table of the optimal efficiency value (Opt-HD) for the high pressure.

[0004] The method for operating a heat pump cycle system having two heat exchangers connected in series on the high-pressure side in the refrigerant cycle loop disclosed in EP4052938A1 does not disclose reading or calculating the value from a previously calculated optimal efficiency value (Opt-HD) for high pressure, nor does it disclose the method steps for measuring the high pressure of the refrigerant.

[0005] DE102016110443 A1 describes a method for transferring refrigerant to or from an area of ​​the refrigerant loop that is currently unused in operation of the refrigerant cycle loop. No mention is made here of reading or calculating the optimal efficiency value (Opt-HD) from a previously calculated table for high pressure. Summary of the Invention

[0006] Therefore, the invention proposed in claim 1 is based on the problem that known methods for operating heat pumps for heating systems in vehicles have, to date, weaknesses, particularly regarding heat power distribution, heat storage, and heating comfort, even when the heat pump is used sufficiently effectively. The object is to provide an improved method for operating a heat pump for a heating system in a vehicle.

[0007] The corresponding issues are also based on providing heating facilities with heat pumps for vehicles and providing vehicles with heat pumps.

[0008] Summary of the invention:

[0009] The problem upon which the invention proposed in claim 1 is based is achieved by the features detailed in claim 1. The problem is solved by a method of heating air for and / or within a vehicle's interior space using a heat pump for operating a heating system of a vehicle, wherein the heat pump has a refrigerant circulation loop having at least one compressor, a first heat exchanger for transferring heat from the refrigerant to a high-pressure side of a first heat-storable medium, a second heat exchanger for transferring heat from the refrigerant directly to the air to be heated or indirectly to the air to be heated via a possible second medium, an expansion mechanism, and an evaporator, wherein the first heat exchanger is disposed upstream of the second heat exchanger in the refrigerant circulation loop such that the first compressor... The method comprises the following steps: first, obtaining an optimal value (Opt-HD) for the heat pump efficiency of the high pressure in the refrigerant circulation loop; second, increasing the high pressure in the refrigerant circulation loop to a value higher than the optimal value (Opt-HD); and third, achieving the increased high pressure, wherein the power distribution of heat power transfer in the first heat exchanger relative to the heat power transfer in the second heat exchanger corresponds to a desired power distribution. The refrigerant in the refrigerant circulation loop operates supercritically on the high-pressure side, and the high pressure in the refrigerant circulation loop is adjustable.

[0010] The optimal efficiency value (Opt-HD) for the high pressure in the refrigerant circulation loop for the heat pump is derived from the heat pump's highest coefficient of performance (COP) for the heating conditions. The optimal efficiency value (Opt-HD) for the heat pump can be obtained by reading from a stored table of optimal efficiency values ​​predetermined in relation to the outside air temperature, or by calculation from the current heating and facility conditions. Heating and facility conditions include, for example, the type of refrigerant, the outside air temperature, and the refrigerant outlet temperature from the second heating heat exchanger.

[0011] The present invention has the advantage that the distribution of heat power transferred by the refrigerant operating supercritically on the high-pressure side at the first and second heat exchangers shifts towards the first heat exchanger. Heating flexibility is advantageously improved. Therefore, the temperature at the first heat exchanger is higher than the temperature at the second heat exchanger, which allows for more flexible use of the heat-absorbing first medium. For example, convection devices that better improve heating comfort for vehicle passengers can be used, operating at temperatures, for example, above 45°C for the first medium. Due to the heat storage capacity of the first medium, heat can be stored for output to the air inside the vehicle, which can be done faster and over a wider range due to the increased transfer of heat power to the first medium. When the heating facility is partially loaded using the method according to the invention, the excess heat power introduced via the second medium relative to the actual heating demand is reduced, which overcomes overheating of the vehicle interior space and thus the shutdown of the heat pump. Therefore, the energy-intensive heating of the first medium by means of the electric heater is reduced during the heat pump shutdown phase. With this method, greater variability is achieved in the power distribution of heat power at the first and second heat exchangers.

[0012] Preferably, the first medium is also a heat transfer liquid, such as, in particular, water, which circulates in a heating circulation loop configured to heat the air inside and / or within the vehicle interior. The heat transfer liquid, such as water, has a high heat capacity and can readily withstand temperatures greater than 45°C, while vehicle passengers are not directly exposed to air at such high temperatures. The heat absorbed via the first heating heat exchanger can be effectively distributed to different parts of the vehicle interior through the heat transfer liquid in the heating circulation loop. Particularly advantageously, heat is transferred here through the heat transfer liquid circulating in the heating circulation loop to the air inside and / or within the vehicle interior via one or more convection devices and / or one or more heat exchangers in the roof area and / or front area of ​​the vehicle.

[0013] Preferably, in the method according to the invention, as long as the maximum value of the heat to be stored has not been reached, and the heat power to be transferred in the first heating heat exchanger should not currently be used entirely for heating the air to be heated via the first medium, then a portion of the heat transferred by the refrigerant at the first heating heat exchanger is transferred directly or indirectly via the first medium to the heat storage medium of the heat storage tank, which includes the phase change material.

[0014] In this way, excess heat transferred by the refrigerant in the first heating heat exchanger is stored in the heat storage tank. It is also conceivable that the heat storage medium contains not just one phase change material, but multiple phase change materials. Storing heat in the heat storage tank prevents overheating of the air in the vehicle interior, especially during partial load ranges of the heat pump. Because the heat power transferred in the first heating heat exchanger according to the invention is a large proportion, its excess is even greater, especially during partial load ranges, making it advantageous for the heat storage tank to load heat more quickly. This advantageously shortens the compressor's operating time and extends the heating time by means of the heat stored in the heat storage tank. This improves heating comfort and reduces overheating by means of the electric heater during compressor downtime. Preferably, when the stored heat is above a minimum and it is required that releasing the stored heat should support or replace heating by the heat pump, heat is released from the heat storage tank to heat the air in and / or the vehicle interior.

[0015] Preferably, when the temperature of the heat storage medium in the heat storage tank is higher than the preset maximum temperature, only heat is released from the heat storage tank to heat the air inside the vehicle and / or the interior space of the vehicle, and the compressor of the heat pump is turned off / remained off. This avoids the compressor unnecessarily continuing to operate even when the preset maximum temperature of the heat storage tank has been exceeded, thus saving energy.

[0016] According to an advantageous embodiment of the method, heat is output from a heat storage tank to a first medium and transported via the first medium to heat the vehicle interior space and / or the air within the vehicle interior space. In this manner, heat can be effectively extracted from the heat storage tank and used to heat the air at different locations within the vehicle interior space. This results in high heating comfort and allows for flexible application of the stored heat to heat various areas of the vehicle interior space. Vehicle components to be heated can also be heated via the first medium, which carries the previously stored heat through a heating circulation loop.

[0017] The following implementation of the method is advantageous, wherein the lower the heating demand for the passenger interior space, the greater the proportion of heating power transferred by the refrigerant in the first heating heat exchanger during the operation of the heat pump, and the heat is stored in the heat storage medium of the heat storage tank. This allows for a particularly efficient reduction in compressor operating time when heating demand decreases.

[0018] Advantageously, during heat pump operation, the refrigerant in the first heating heat exchanger is maintained at a temperature above 45°C. This allows the heating cycle loop to efficiently heat the air inside the vehicle interior, for example, by means of a convection fan, using water as the heat transfer fluid. The first medium used here as the heat transfer fluid therefore has an outlet temperature above 45°C leaving the first heating heat exchanger. Furthermore, heat at such a high temperature can be well and space-efficiently stored in a suitable heat storage tank compared to lower temperatures.

[0019] Preferably, during heat pump operation, the refrigerant at the inlet of the second heat exchanger is maintained at a temperature below 50°C. This allows heat from the second heat exchanger to be directly transferred to the air used in the vehicle's interior at a temperature tolerable to the vehicle's passengers.

[0020] Preferably, the method according to the invention operates the heat pump within a partial load range, i.e., with an outside air temperature between -5°C and 12°C. Within this partial load range, the heating demand for the vehicle interior is not high, resulting in excess heat power from the heat pump during operation. By increasing the proportion of heat power transferred in the first heating heat exchanger in the method, the excess heat at higher temperatures can be stored more efficiently in the heat storage tank more quickly, allowing the stored heat to be used for heating for longer periods and more frequently. This improves heating comfort, shortens compressor operating time, and reduces or even completely eliminates the undesirable heating effects of the electric heater's energy.

[0021] Preferably, when the heat pump's heating power for the vehicle interior exceeds its heating demand, the compressor power is first reduced, and then, only when the minimum operating power of the compressor has been reached, are the following steps performed: increasing the high pressure in the refrigerant loop to a value higher than the optimal efficiency value (Opt-HD), and reaching the increased high pressure, wherein the power distribution of heat transfer in the first heat exchanger and the heat transfer in the second heat exchanger corresponds to the desired power distribution. This allows the refrigerant loop to operate at the optimal efficiency value (Opt-HD) for as long as possible during partial load operation, which is energy-efficient. The heat pump operates at partial load when it is not operating at full load because its heating power for the vehicle interior is otherwise higher than its heating demand.

[0022] According to an advantageous embodiment of the method, when the heat pump is operating at a partial load range under desired power distribution, the heat power transferred by the first heating heat exchanger is at least 60%, preferably at least 70%, of the total heating power output by the refrigerant. In this power distribution of the heat power transferred by the refrigerant in the first and second heating heat exchangers, the excess heat can be effectively and quickly transferred to the heat storage tank for the current heating demand. This effectively overcomes overheating of the vehicle interior space, thereby improving heating comfort.

[0023] Subsequently, the features of the dependent claims used for the method according to the invention can be combined substantially freely and not prescribed by the claims in the current order, as long as they are independent of each other and do not exclude each other.

[0024] The problem upon which the independent claim for a heating device is based is solved by means of a heating device for a vehicle interior space and / or for use in a vehicle interior space, having a heat pump, wherein the heat pump has a refrigerant circulation loop having at least one compressor, a first heat exchanger for transferring heat from the refrigerant to a high-pressure side of a first heat-storable medium, a second heat exchanger for transferring heat from the refrigerant directly to the air to be heated or indirectly to the air to be heated via a possible second medium, an expansion mechanism, and an evaporator, wherein the first heat exchanger is located upstream of the second heat exchanger in the refrigerant circulation loop, and the refrigerant in the refrigerant circulation loop operates supercritically on the high-pressure side, and the high pressure in the refrigerant circulation loop is adjustable, wherein the heating device includes an adjustment mechanism configured to control the heating device, thereby enabling the execution of the method according to the invention. The advantages of the heating device correspond to the advantages of the method according to the invention.

[0025] Preferably, the heating facility has a heating circulation loop connected to a first heating heat exchanger, the heating circulation loop having a first medium also serving as a heat transfer fluid for heating air in and / or within the vehicle interior space, wherein the heating circulation loop has a pump, and one or more convection devices, and / or

[0026] One or more heat exchangers for the roof area and / or front area of ​​a vehicle.

[0027] Furthermore, the regulating mechanism is configured to control the heating facility, thereby enabling the execution of the method according to the invention. The heat absorbed via the first heating heat exchanger can be effectively distributed to different parts of the vehicle interior space via the heat transfer fluid in the heating circulation loop.

[0028] According to an advantageous improvement, the heating facility includes a heat storage tank configured and arranged to store heat transferred via a first heating heat exchanger in a heat storage medium comprising a phase change material, wherein a regulating mechanism is configured to control the heating facility, thereby enabling the method according to the invention to be performed by using the heat storage tank. The advantages of this heating facility correspond to the advantages of the method according to the invention, wherein a heat storage tank is used.

[0029] Preferably, the compressor power is adjustable with respect to the high pressure in the refrigerant circulation loop, and / or the expansion mechanism is adjustable with respect to the high pressure in the refrigerant circulation loop. This is an effective means of regulating the high pressure in the refrigerant circulation loop. Alternatively or cumulatively, an advantageous embodiment of the heating facility is configured such that the refrigerant in the refrigerant circulation loop can be transferred to regulate the high pressure in the refrigerant circulation loop. For example, embodiments with a refrigerant collector having an adjustable level, or embodiments using the refrigerant circulation loop where areas of the refrigerant circulation loop that are not currently needed can be adjusted accordingly, are suitable for this purpose.

[0030] According to an advantageous improvement, the heating system is configured such that it can also function as an air conditioning system for cooling air used in and / or within the vehicle's interior space, wherein the refrigerant circulation loop is configured to switch between heat pump operation and air conditioning operation. The air conditioning system attached to the heating system is not necessary for the vehicle.

[0031] The above description of the method according to the invention applies correspondingly to other advantageous designs, improvements, and preferred embodiments. Subsequently, the features of the dependent claims for the heating apparatus according to the invention can be combined with each other substantially freely and not prescribed by the claims in the current order, provided that they are independent of each other and do not exclude each other.

[0032] The problems upon which the independent claims for vehicles are based are solved by means of vehicles, such as, in particular, electric buses or hybrid buses, which include heating facilities according to the invention, having heat pumps that can operate according to the method according to the invention. The description of the heating facilities according to the invention applies correspondingly to advantageous designs, improvements, and preferred embodiments. Attached Figure Description

[0033] Embodiments of the present invention are illustrated with reference to the accompanying drawings.

[0034] The attached diagram shows:

[0035] Figure 1 A schematic diagram illustrating one embodiment of a heating system with a heat pump for a vehicle;

[0036] Figure 2A schematic diagram showing another embodiment of a heating system with a heat pump for a vehicle;

[0037] Figure 3 A schematic diagram showing another embodiment of a heating system with a heat pump for a vehicle;

[0038] Figure 4a A schematic diagram illustrating an embodiment of a vehicle having a heating system that operates without the aid of the method according to the invention;

[0039] Figure 4b The image shows a vehicle equipped with a heating system that operates using the method according to the invention. Figure 4a The schematic diagram of the embodiment shown in the figure;

[0040] Figure 5 A pressure-enthalpy chart showing the cycle of a refrigerant circulation loop with or without a heat pump operating according to the method of the present invention;

[0041] Figure 6 A flowchart illustrating an embodiment of the method according to the present invention is shown; and

[0042] Figure 7 A flowchart illustrating another embodiment of the method according to the present invention is shown. Detailed Implementation

[0043] All accompanying drawings should be interpreted schematically. To improve clarity, the views are not drawn to scale.

[0044] exist Figure 1The diagram schematically illustrates a heating system 1 with a heat pump 3 for a vehicle. The heating system is configured to heat air for and / or within the vehicle's interior space. The refrigerant circulation loop 5 of the heat pump 3, arranged along the refrigerant flow direction, includes: a compressor 7 that compresses the refrigerant; a first heat exchanger 9 on the high-pressure side, in which heat can be transferred from the refrigerant to a first medium capable of storing heat; a second heat exchanger 11 on the high-pressure side, in which heat can be directly transferred to the air to be heated; an expansion mechanism 13 configured as an electrically adjustable expansion valve; and an evaporator 15 configured as an external heat exchanger. To improve the efficiency of the heat pump 3, an internal heat exchanger 17 may optionally be provided in the refrigerant circulation loop 5. The refrigerant can operate supercritically on the high-pressure side of the refrigerant circulation loop 5. The refrigerant is CO2. Other suitable supercritical refrigerants are also conceivable. The first and second heat exchangers 9 and 11 are configured as gas coolers, wherein the first heat exchanger 9 acts as a superheat regulator at a higher temperature level of the refrigerant, and the second heat exchanger 11, located downstream in the refrigerant flow direction in the refrigerant circulation loop 5, acts as a recooler at a lower temperature level of the refrigerant. In the plate heat exchanger embodiment, the first heat exchanger 9 is a liquid-refrigerant heat exchanger. Other suitable types of heat exchangers are also conceivable. A heating circulation loop 19 is also connected to the first heat exchanger 9, wherein a heat-storing first medium, in this case water, is also used as the heat transfer liquid. For example, a water-ethylene glycol mixture is also conceivable as a thermally conductive first medium for heat transfer. In the first heat exchanger 9 configured as a plate heat exchanger, the refrigerant in the refrigerant circulation loop 5 is hydrothermally coupled to the first medium of the heating circulation loop 19 via a heat exchange connection. In the heating operation of heating facility 1, the heat transfer liquid water, heated by a refrigerant typically at a temperature above 45°C, is circulated in the first heating loop by means of a pump 21, which in this case is configured as an adjustable heat pump, and transported to a convection unit 23 for heating the air in the vehicle interior space. This convection unit is, for example, located or positioned in the undercarriage region of the vehicle interior space. Here, in the first heating heat exchanger 9, a first medium absorbs heat from the refrigerant and the heat thus stored therein is subsequently released, at least partially, back to the air in the vehicle interior space in the convection unit 23. The second heating heat exchanger 11 is an air-refrigerant heat exchanger. It is used to heat the air for the vehicle interior space. It is, for example, located or positioned in the roof region of the vehicle interior space. The temperature of the refrigerant in the second heating heat exchanger 11 is in the range of 30°C up to a maximum of 49°C during operation.

[0045] On the high-pressure side, the supercritical refrigerant CO2 is at a pressure up to a maximum of 120 bar. Through high compression in compressor 7, the compressed refrigerant CO2 reaches a maximum temperature of approximately 150°C at the output of compressor 7. The high pressure of the refrigerant is adjustable. In this embodiment, the high pressure is adjusted on the one hand by controlling the power of compressor 7 via its rotational speed and / or its stroke volume, and on the other hand by adjusting the size of the through-flow opening of expansion mechanism 13. It is also conceivable that the high pressure is adjusted, wherein only the size of the through-flow opening of expansion mechanism 13 or only the power of compressor 7 is adjusted. However, an embodiment in which the amount of refrigerant in the activated region of the refrigerant circulation loop is controllable is also a suitable variation.

[0046] The power of the compressor 7, the pump power of the pump 21 of the heating circulation loop 19, the air delivery device for the second heating heat exchanger 11, the electrically adjustable expansion mechanism 13, and the air delivery device for the evaporator 15, which serves as an external heat exchanger, are controlled by the regulating mechanism 25. During operation of the heating facility 1, the regulating mechanism 25 receives data for determining heating requirements, such as the temperature of the outside air received from an external air temperature sensor and the temperature of the inside air received from a temperature sensor in the vehicle interior, as well as the desired temperature of the air in the vehicle interior. Using the regulating mechanism 25, the optimal efficiency value (Opt-HD) for the high pressure in the refrigerant circulation loop 5 for the heat pump 3 is obtained, such that the value is determined from a table. The optimal efficiency value is derived from the coefficient of performance (COP) of the heat pump 3 for the heating conditions. The optimal efficiency value (Opt-HD) is determined by reading from a stored table of optimal efficiency values ​​predetermined for the corresponding outside air temperature. Alternatively, an embodiment may be considered in which the optimal efficiency value (Opt-HD) is obtained or determined by calculation from the current heating and facility conditions. The high pressure of the refrigerant is measured using a pressure sensor installed on the high-pressure side of the refrigerant circulation loop 5. Temperature and pressure sensors are located in... Figure 1The components are not shown for overview purposes. The regulating mechanism 25, according to the invention, increases the high pressure of the refrigerant on the high-pressure side of the refrigerant circulation loop 5 to a value exceeding the optimal efficiency (Opt-HD) until it reaches a value at which the power distribution of heat transfer in the first heat exchanger 9 and the heat transfer in the second heat exchanger 11 corresponds to a desired power distribution, such as, for example, 60% to 40%. When the high pressure is increased to a value exceeding the optimal efficiency (Opt-HD), although the coefficient of performance (COP) of the heat pump 3 decreases, the share of heat power transferred in the first heat exchanger 9 increases because the refrigerant output, where the refrigerant is typically above 45°C, especially after the heating phase, thus increasing the share of heat power transferred in the first heat exchanger 9. A portion of the heat power transferred to the first heat-storing medium and subsequently, at least in part, continues to be output via convection 23 to the air in the lower region of the vehicle interior space is thus increased compared to the heat power output to the air to be heated in the second heating heat exchanger 11, resulting in greater heating comfort.

[0047] exist Figure 2 Another embodiment of a heating facility 1 with a heat pump 3 is schematically shown for a vehicle, used to heat air for and / or within the vehicle's interior space. In addition to a heat storage tank 29 accessible in the heating circulation loop 19 via a three-way valve 27 adjustable by a regulating mechanism 25, the heating facility 1 corresponds to... Figure 1 The heating device 1 shown contains a refrigerant and a first medium capable of storing heat. Figure 2 The heating facility 1 shown is therefore included Figure 1All components of the heating facility 1 shown are indicated by the same reference numerals. The heat storage tank 29 has a heat storage medium comprising a phase change material, such as, for example, suitable paraffin. Alternatively, a heat storage medium comprising multiple phase change materials, such as, for example, suitable paraffin and suitable sugar alcohol, may also be considered. In the heat storage medium of the heat storage tank 29, heat transferred from the refrigerant to the first medium of the heating circulation loop 19 in the first heating heat exchanger 9 can be stored. Therefore, particularly in the partial load range, a portion of the heat power transferred in the first heating heat exchanger 9 during operation can be output to the heat storage tank 29 for storage, correspondingly larger as the share of heat power transferred in the first heating heat exchanger 9 increases. According to the invention, this share can be increased to a preset share of the desired power distribution by increasing the pressure of the refrigerant on the high-pressure side of the refrigerant circulation loop 5 to a value exceeding the optimal efficiency value (Opt-HD) for high-pressure acquisition, allowing the heat storage tank 29 to be loaded with heat more quickly. The pressure is increased to a value exceeding the optimal high-pressure value (Opt-HD) until the desired power distribution between the first heat exchanger 9 and the second heat exchanger 11 is achieved under partial load conditions, i.e., when the heating power of the heat pump 3 for the vehicle interior space exceeds the heating demand thereon. Then, the power of the compressor 7 of the heat pump 3 is reduced. The method step of increasing the high pressure until the desired power distribution is achieved is executed only when the heating power of the heat pump 3 for the vehicle interior space is still higher than the heating demand thereon even when the operating compressor 7 has its minimum power.

[0048] exist Figure 3The diagram schematically illustrates another embodiment of a heating facility 1 with a heat pump 3 for heating air for and / or within the vehicle interior space. The refrigerant circulation loop 5 of the heat pump 3 is configured to switch between heat pump operation and air conditioning operation, allowing the heating facility 1 to also function as an air conditioning unit for cooling air for and / or within the vehicle interior space. For this purpose, the first and second heating heat exchangers 9, 11 function as gas coolers during heat pump operation, while the second heat exchanger 11 functions as an evaporator during air conditioning operation. During heat pump operation, shut-off valve 41 is closed and another shut-off valve 33 is open, opening the heat pump branch 31 of the refrigerant circulation loop 5. During heat pump 3 operation, compressed hot refrigerant flows from the compressor 7 through the heating heat exchanger 9, configured as a liquid-refrigerant heat exchanger, and subsequently through the gas cooler region 35 of the second heating heat exchanger 11, configured as an air-refrigerant heat exchanger, and continues through another shut-off valve 37 to the expansion mechanism 13, configured as an expansion valve, where the refrigerant expands and cools. The expanding refrigerant flows from expansion valve 13 through the evaporator region 35 of external heat exchanger 15 to the inlet of compressor 7. The refrigerant is CO2, which operates supercritically on the high-pressure side of refrigerant circulation loop 5. Other suitable types of supercritical refrigerants may also be considered. The high-pressure side refrigerant piping has sufficient pressure for supercritical operation.

[0049] In this embodiment, a heating circulation loop 19 is also connected to the first heating heat exchanger 9, which is configured as a plate heat exchanger, in which water circulates as the first medium for heat transfer. In the first heating heat exchanger 9, the refrigerant transfers heat to the temporarily stored first medium in the heating circulation loop 19 during the operation of the heat pump 3. A pump 21, configured as a water pump, circulates the first medium with temporarily stored heat in the heating circulation loop 19, thereby heating the air in the vehicle interior space in the convection unit 23 according to the corresponding heating demand. In the heating circulation loop 19, an adjustable three-way valve 27 can be switched on and off so that the first medium heated in the first heating heat exchanger 9 is completely or partially guided to the heat storage tank 29, where the temporarily stored heat in the first medium is transferred to the heat storage medium in the heat storage tank 29. The heat storage medium includes a phase change material. The phase change material is paraffin suitable for the temperature range, or other suitable materials, such as, for example, sugar alcohols. Heat storage media having two or more phase change materials are also contemplated. When needed, the heat stored in the heat storage tank 29 can be transferred again to the first medium and continue to be transferred to the air inside the vehicle through the convection device 23.

[0050] During heat pump operation, the high pressure of the refrigerant on the high-pressure side of the refrigerant circulation loop 5 is regulated by the regulating mechanism 25, on the one hand by the rotational speed of the compressor 7, and on the other hand by the amount of refrigerant in the functional components of the refrigerant circulation loop 5. The regulating mechanism 25 controls the transfer of refrigerant via four shut-off valves 33, 37, 41, and 45. When shut-off valves 33, 37, 41, and 45 are opened and closed accordingly, refrigerant can be stored or released in the gas cooler area 35 or 43 where refrigerant flow is not required, i.e., delivered to or extracted from the functional components of the refrigerant circulation loop. During heat pump operation, corresponding to the amount of refrigerant delivered on the high-pressure side of the functional components of the refrigerant circulation loop 5, shut-off valves 41 and 45 are controlled by the regulating mechanism 25 to fill or empty the otherwise unused gas cooler area 43, which is the external heat exchanger operating as the evaporator 15. Alternatively, an embodiment could be considered in which the two expansion mechanisms 13 and 47 are completely shut off, thus also functioning as two shut-off valves 37 and 45, replacing the two shut-off valves. When the amount of refrigerant on the high-pressure side of the refrigerant circulation loop 5 increases, the high pressure of the refrigerant there increases. Furthermore, the regulating mechanism 25 obtains the optimal value (Opt-HD) for the high pressure on the high-pressure side of the refrigerant circulation loop 5 for the efficiency of the heat pump 3 by corresponding calculations based on the external air temperature and the desired temperature of the vehicle interior space. This value (Opt-HD) is derived from the highest coefficient of performance (COP) of the heat pump 3 for heating conditions. An embodiment could also be considered in which the optimal value (Opt-HD) for the high pressure is predetermined for heating conditions, such as, in particular, the external air temperature, in a stored table, and the optimal value (Opt-HD) is obtained by reading from the table. Especially in the partial load range, a portion of the heat power transferred in the first heat exchanger 9 during operation can be transferred to the heat storage tank 29 for storage, and this portion is correspondingly larger when the proportion of heat power transferred in the first heat exchanger 9 is increased. According to the invention, this proportion can be increased to a preset proportion of the desired power distribution by increasing the high pressure of the refrigerant on the high-pressure side of the refrigerant circulation loop 5 to exceed the optimal efficiency value (Opt-HD) obtained on the high-pressure side, allowing the heat storage tank 29 to load heat more quickly. This increase in high pressure is secondary in the partial load case to reduce the power of the compressor 7. When the heating power of the heat pump 3 for the vehicle interior space is still higher than the heating demand for the vehicle interior space even when the operating compressor 7 has minimal power, the method step of increasing the high pressure to achieve the desired power distribution is performed. However, if the heat storage medium of the heat storage tank 29 has a temperature higher than the preset maximum temperature, for example, a preset 65°C, then only heat is released from the heat storage tank 29 to heat the air for the vehicle interior space, and the compressor 7 of the heat pump 3 is turned off / remained off.

[0051] Figure 4a An embodiment of a vehicle 61 with heating facility 1 is schematically shown, wherein its heat pump operates at an outside air temperature of 0°C in a partial load range, wherein an optimal efficiency value (Opt-HD) is set for high pressure of refrigerant CO2, and the coefficient of performance (COP) optimized for this is 2.63. Heating facility 1 is, for example, in... Figure 2 The ones shown in or Figure 3 The heating system is shown in the diagram. In this case, vehicle 61 is an electric bus or hybrid bus with a heating demand (HB) of 5.1 kW given for heating conditions. A high pressure of 86 bar is generated at the refrigerant by compression via compressor 7. Compressor 7 is operating at its minimum speed, i.e., its minimum power. Hereby, in the first heat exchanger, a heat power of 6.1 kW is transferred from the refrigerant to the first medium, of which 3 kW is transferred to the heat storage medium in heat storage tank 29 and 3.1 kW is transferred to convection fan 23 to heat the air in the vehicle interior space 63. The refrigerant has a preset temperature of 47.5°C when leaving the first heat exchanger. In the second heat exchanger 11, which is an air-refrigerant heat exchanger in the roof area of ​​vehicle 61, 5.5 kW of heat power is directly output from the refrigerant to the air in the vehicle interior space 63. The temperature of the refrigerant here drops from 47.5 degrees Celsius to 37.5°C in the second heat exchanger 11. The excess power of 3.5 kW within the stated partial load range significantly heats the air in the vehicle interior space 63, causing the compressor 7 to have to shut down after 17 minutes of operation due to rapid overheating. During this time, the heat storage tank 29, with a storage capacity of 2 kWh in this embodiment, reaches 43% of its load, which translates to an unloading time of only 10 minutes. This represents a poor heat distribution, with a large share of the heat power directly transferred to the air in the second heat exchanger 11 for the vehicle interior space 63 and a small share of the heat power transferred by the refrigerant to the heat storage tank 29 in the first heat exchanger.

[0052] exist Figure 4b In the middle, for the same vehicle 61, as in Figure 4aAs shown in the example, with an external air temperature of 0°C and the same heating demand of 5.1kW, the power distribution of heating facility 1 is illustrated when the high pressure of refrigerant CO2 on the high-pressure side of the refrigerant circulation loop is increased to an optimal value (Opt-HD) above the high pressure according to the invention. The increased high pressure of the refrigerant is 100 bar. Compressor 7 operates at its minimum speed, i.e., its minimum power. The increased high pressure in this case is caused by increasing the amount of refrigerant in the operating refrigerant circulation loop. The power distribution of heat transfer in the first heating heat exchanger and heat transfer in the second heating heat exchanger 11 corresponds to the desired power distribution of 71.1% to 28.9% pursued in this case. Herein, in the first heating heat exchanger, the refrigerant transfers a heat power of 9.1kW to the first medium, of which 6kW is transferred to the heat storage medium in the heat storage tank 29, and 3.1kW is transferred to the convection unit 23 to heat the air in the vehicle interior space 63. When leaving the first heating heat exchanger, the refrigerant has a preset temperature of 47.5°C. In the second heat exchanger 11, the refrigerant directly delivers 3.7 kW of thermal power to the air used in the vehicle interior space 63. The temperature of the refrigerant decreases from 47.5°C to 37.5°C in the second heat exchanger 11.

[0053] The total excess power of 1.7 kW slowly heats the air in the vehicle's interior space 63, causing the compressor 7 to not shut down until after 35 minutes of operation due to overheating. However, the heat storage tank 29, with a heat capacity of 2 kWh in this embodiment, reaches 100% load after 20 minutes, allowing the compressor 7 to shut down subsequently. The heat storage tank 29, at 100% load, has a 24-minute unloading time under these heating conditions when the compressor 7 is turned off. This is in contrast to the heating facility 1... Figure 4a The setup shown demonstrates significantly better power distribution and improved heat storage utilization of the heat storage unit 29, with less excess power compared to thermal power during compressor operation. The slightly lower efficiency of the refrigeration process, resulting in a coefficient of performance (COP) of 2.46, is due to the increase of the refrigerant on the high-pressure side of the refrigerant circulation loop to a pressure exceeding the optimal efficiency value (Opt-HD) of 14 bar, leading to a significantly optimized heat distribution and heat storage utilization of the heating unit 1.

[0054] exist Figure 5 In the pressure-enthalpy chart, the heat pump's performance is shown. Figure 4a and 4b The diagram shows two cycles of the cooling process of a heat pump in a set heating facility. The heating facility is, for example, as shown in... Figure 2 Or as shown in 3. The optimized performance coefficient COP is 2.63 when matched with... Figure 4aDuring the refrigeration process, 4.2 kW of power is introduced when the refrigerant CO2 is compressed to a high pressure of 86 bar at point A. In the first heating heat exchanger, a heat power of 6.1 kW is transferred from point A to point B by the refrigerant while maintaining a constant high pressure. The refrigerant temperature T at point B is 47.5 °C.

[0055] The heat power transfer from the refrigerant, at a rate of 5.5 kW, occurs from point B to point C on the other high-pressure side, where the refrigerant temperature is only 37.5°C. This is the heat power directly transferred to the air used in the vehicle's interior space in the second heating heat exchanger.

[0056] With an increased high pressure of 100 bar and a coefficient of performance (COP) of 2.46, the matching... Figure 4b During the refrigeration process, 5.2 kW of power is introduced when the refrigerant CO2 is compressed to an increased high pressure at point A'. A heat power of 9.1 kW is transferred by the refrigerant from point A' to point B' in the first heating heat exchanger while the high pressure remains constant. The refrigerant temperature T at point B' is 47.5 °C.

[0057] The heat power of the refrigerant, amounting to 3.7 kW, is transferred from point B' to point C' on the other high-pressure side, where the refrigerant temperature T is only 37.5°C. This is the heat power directly transferred to the air used in the vehicle's interior space in the second heating heat exchanger.

[0058] In the two illustrated cycles of the heat pump's refrigeration process, the refrigerant CO2 operates supercritically on the high-pressure side of the refrigerant circulation loop.

[0059] Figure 6 A flowchart illustrating one embodiment of the method according to the invention is shown. In this embodiment, the heat pump of the vehicle's heating system according to the invention operates to heat air for use in and / or within the vehicle's interior space. The heating system is, for example, in... Figure 1The heating system is shown in the diagram. In the first step 100, data for determining heating demand is determined using suitable sensors, such as the temperatures of the outside air and the air inside the vehicle. In the second step 110, the magnitude of the heating demand for the heating conditions is determined based on the data determined in the first step 100. As long as a heating demand exists, the desired power distribution of heat transfer in the first heat exchanger and the second heat exchanger is determined in the third step 120 based on the heating demand determined in step 110. This is particularly relevant to optimized heating comfort and good distribution of heated heat. Therefore, the heat power transferred from the refrigerant to the heat-storing first medium in the heating loop in the first heat exchanger should be as large as possible, but the efficiency of the cooling process should not be excessively reduced. The desired power distribution at approximately 0°C in the partial load range is, for example, 61% of the heat power in the first heat exchanger and 39% of the heat power in the second heat exchanger. In subsequent step 130, the optimal efficiency value (Opt-HD) for the heat pump at the high pressure in the refrigerant circulation loop is obtained, i.e., the high pressure at which the heat pump operates most efficiently with the optimal coefficient of performance (COP). The optimal efficiency value (Opt-HD) is obtained by reading from a stored chart of optimal efficiency values ​​predetermined for the corresponding outside air temperature. Alternatively, an embodiment may be considered where the optimal efficiency value (Opt-HD) is obtained by calculation from the current heating and facility conditions.

[0060] In the next step 140, the high pressure of the refrigerant CO2 on the high-pressure side of the refrigerant circulation loop is brought to an optimal value for efficiency by correspondingly controlling, for example, the power of the compressor and / or the size of the flow opening of the adjustable expansion mechanism, and here it operates in supercritical mode. In the following step 150, the high pressure of the refrigerant is increased by, for example, 1 bar via a regulating mechanism. Thereafter, in step 160, it is compared whether the power distribution of the heat power transferred in the first and second heat exchangers corresponds to the desired power distribution, i.e., "yes" or "no". This is done by means of suitable sensors, such as pressure and temperature sensors for the refrigerant, for example. If the result in step 160 is negative, i.e., "no", then in step 150 the high pressure of the refrigerant is increased by a distance via the regulating mechanism and in step 160 again it is compared whether the power distribution of the heat power transferred in the first and second heat exchangers corresponds to the desired power distribution, i.e., "yes" or "no". Steps 150 and 160 are repeated multiple times until the power distribution of the heat transferred in the first and second heat exchangers corresponds to the desired power distribution, i.e., "Yes" in step 160. Thereafter, the method is placed at the beginning and re-enacted after a preset time period, for example, 10 seconds, starting with step 100.

[0061] exist Figure 7 A flowchart illustrating another embodiment of the method according to the invention is shown. In this embodiment, the heat pump of the vehicle's heating system according to the invention operates to heat air for use in and / or within the vehicle's interior space. The heating system is, for example, in... Figure 3 The heating facilities shown are illustrated. This could also be considered in... Figure 2 The heating device 1 shown in the figure has an additional compression mechanism that is reversible in compression direction.

[0062] In step 200, data for determining cooling or heating needs is determined using suitable sensors, such as the temperature of the outside air and the air inside the vehicle interior. In the second step 210, the regulating mechanism checks whether a heating or cooling need exists based on the data determined in step 200. If a cooling need "KB" exists, then in step 220A, the regulating mechanism switches the heating facility to air conditioning operation of the refrigerant circulation loop, such that the external heat exchanger functions as a gas cooler and at least one heating heat exchanger functions as an evaporator. The heating facility then operates as an air conditioning facility to cool the air used in and / or within the vehicle interior. In step 230A, the power of the air conditioning operation of the heating facility is matched to the determined cooling need by means of the regulating mechanism. After a preset time period, for example, one minute, the method returns from step 230A to step 200 and restarts. However, if a heating need "HB" is determined in step 210, then in the next step 220, the regulating mechanism switches the refrigerant circulation loop of the heating facility to heat pump operation. In the subsequent step 230, based on the determined heating demand and the determined outside air temperature, the desired power distribution of the refrigerant's heat power transfer in the first heat exchanger and the refrigerant's heat power transfer in the second heat exchanger is determined. This is particularly relevant to optimized heating comfort, good distribution of heating heat, and optimized storage utilization of the heat storage tank. Therefore, the heat power transferred by the refrigerant to the first medium in the heating loop in the first heat exchanger should be as large as possible, but the efficiency of the refrigeration process should not decrease excessively. The desired power distribution of heat power in the partial load range at approximately 0°C is, for example, 71% in the first heat exchanger and 29% in the second heat exchanger. In the next step 240, the optimal value for the efficiency of the heat pump (Opt-HD) for the high pressure in the refrigerant loop is obtained, i.e., the high pressure at which the heat pump operates most efficiently with the best coefficient of performance (COP).

[0063] The optimal efficiency value (Opt-HD) for 240°C is obtained by calculation from the current heating and facility conditions. Alternatively, an embodiment may be considered in which the optimal efficiency value (Opt-HD) for 240°C is obtained by reading from a stored table of optimal efficiency values ​​predetermined for the corresponding outside air temperature.

[0064] In the next step 250, it is checked whether the heat storage tank still contains sufficient stored heat to heat the air inside the vehicle. This is especially true if the temperature of the heat storage medium in the heat storage tank is higher than a preset maximum temperature, for example, 70°C. If the heat storage tank still contains sufficient stored heat to heat the air inside the vehicle, i.e., the result is "yes", then in step 260A, the compressor of the heat pump of the heating facility is shut off or allowed to be shut off, and the heat stored in the heat storage medium of the heat storage tank is output during this period to the first medium circulating as the heat transfer medium in the heating cycle loop until all the stored heat is transferred to the air inside the vehicle through convection in the convection unit and possibly through the output in the heat exchanger in the front compartment. After this, the method returns to step 250 again. If, in step 250, it is determined that the heat storage device does not contain sufficient stored heat for heating the air inside the vehicle interior (i.e., the result is "No"), then in the next step 260, the compressor in the refrigerant circulation loop of the heat pump is switched on or kept on, and the high pressure of the refrigerant is once placed at the optimal efficiency value (Opt-HD) by correspondingly setting the compressor power and / or the amount of refrigerant in the portion of the refrigerant circulation loop that is effective for heat pump operation. The refrigerant here operates supercritically on the high-pressure side of the refrigerant loop. For example, CO2 or other refrigerants suitable for supercritical operation. As long as the heating power output of the heat pump to the air inside the vehicle interior exceeds the heating demand, the compressor power is first reduced. When the heating power output to the air inside the vehicle interior at the lowest power of the operating compressor continues to exceed the heating demand, then in the next step 270, the high pressure of the refrigerant in the refrigerant circulation loop is increased, for example, by a preset amount of 1 bar, making it higher than the optimal efficiency value (Opt-HD). In subsequent step 280, pressure and temperature sensors in the high-pressure area of ​​the refrigerant circulation loop are used to check whether the power distribution of heat transfer in the first and second heat exchangers corresponds to the desired power distribution. If this is not the case, i.e., the result is "no", the method jumps back to step 270, and the regulating mechanism controls the refrigerant charge to increase the high pressure by another bar. The method executes steps 270 and 280 repeatedly until the increased high pressure is such that the power distribution of heat transfer in the first and second heat exchangers corresponds to the desired power distribution, i.e., the result is "yes". The method then continues with step 290, which involves checking for overheating of the vehicle interior space after a preset time period, for example, ten seconds. If overheating is determined, i.e., "yes", the compressor is shut down in step 300A, and the method restarts at step 200 after a preset time period. However, if overheating of the vehicle interior is not determined in step 290 (i.e., "no"), then the next step is step 300, in which it is checked whether the heat storage is 100% loaded with heat.If the query is negative, i.e., "no", the method returns to step 290 and resumes from there after a preset time period. In other cases, i.e., if the affirmative result in step 300 is "yes", in step 310, the compressor in the heat pump's refrigerant circulation loop stops, and the method returns to step 250 and in step 260A, heats the air inside the vehicle's interior using a full heat storage tank until the heat storage tank is emptied of its stored heat.

Claims

1. A method for using a heat pump (3) for a heating facility (1) of a vehicle (61), the method being used to heat air for and / or in the interior space of the vehicle (63), wherein the heat pump (3) has a refrigerant circulation loop (5) having at least: - Compressor (7), - A first heating heat exchanger (9) on the high-pressure side is used to transfer heat from the refrigerant to a first heat storage medium. - A second heating heat exchanger (11) on the high-pressure side is used to transfer heat directly from the refrigerant to the air to be heated or indirectly to the air to be heated via a second medium. - Expansion mechanism (13), and - Evaporator (15) The first heat exchanger (9) is positioned upstream of the second heat exchanger (11) in the refrigerant circulation loop (5), such that the temperature of the refrigerant in the first heat exchanger (9) is higher than the temperature of the refrigerant in the second heat exchanger (11), and the refrigerant in the refrigerant circulation loop (5) operates supercritically on the high-pressure side, and the high pressure in the refrigerant circulation loop (5) is adjustable. Its features are, The steps are as follows: (a) Obtain the value (Opt-HD) that is optimal for the efficiency of the heat pump (3) for the high pressure in the refrigerant circulation loop (5). (b) Increasing the high pressure in the refrigerant circulation loop (5) to a value exceeding the optimal efficiency (Opt-HD), and (c) A higher pressure is reached, under which the power distribution of the heat transfer in the first heat exchanger (9) relative to the heat transfer in the second heat exchanger (11) corresponds to the desired power distribution.

2. The method according to claim 1, Its features are, The first medium is a heat transfer liquid that circulates in a heating circulation loop (19) configured to heat air for use in the vehicle interior space (63) and / or in the vehicle interior space.

3. The method according to claim 1 or 2, Its features are, Provided that the maximum amount of heat to be stored in the heat storage unit is not reached, and the heat power to be transferred in the first heating heat exchanger (9) should not currently be used entirely for heating the air to be heated via the first medium, at least a portion of the heat transferred by the refrigerant in the first heating heat exchanger (9) is transferred directly or indirectly via the first medium to the heat storage medium of the heat storage unit (29), which includes the phase change material.

4. The method according to claim 3, Its features are, If the stored heat is greater than the minimum value and it is required to support or replace heating by releasing the stored heat, then heat is released from the heat storage unit (29) to heat the air in the vehicle interior space (63) and / or in the vehicle interior space.

5. The method according to claim 4, Its features are, When the temperature of the heat storage medium in the heat storage tank (29) is higher than the preset maximum temperature, heat is released only from the heat storage tank (29) to heat the air in the vehicle interior space (63) and / or in the vehicle interior space, and the compressor (7) of the heat pump (3) is turned off / remained off.

6. The method according to claim 4 or 5, Its features are, Heat is output from the heat storage unit (29) to the first medium and transferred via the first medium for heating the air in the vehicle interior space (63) and / or in the vehicle interior space.

7. The method according to claim 3, Its features are, The smaller the heating requirement for the vehicle interior space (63), the greater the share of heat power transferred by the refrigerant in the first heating heat exchanger (9) during the operation of the heat pump (3), and the heat of the refrigerant is stored in the heat storage medium of the heat storage tank (29).

8. The method according to claim 1 or 2, Its features are, When the heat pump (3) is running, the refrigerant in the first heating heat exchanger (9) is kept at a temperature above 45°C.

9. The method according to claim 1 or 2, Its features are, When the heat pump (3) is running, the refrigerant in the second heating heat exchanger (11) is kept at a temperature below 50°C.

10. The method according to claim 1 or 2, Its features are, The method is operated in the heat pump (3) at a partial load range, i.e., at an outside air temperature between -5°C and 12°C.

11. The method according to claim 1 or 2, Its features are, When the heat pump (3) provides a higher heating power to the vehicle interior space (63) than the heating demand of the vehicle interior space, the power of the compressor (7) is first reduced, and then at least steps (b) and (c) of the method according to claim 1 are performed when the minimum power of the compressor (7) has been reached.

12. The method according to claim 1 or 2, Its features are, Under the desired power distribution, when the heat pump (3) is operating at a partial load range, the heating power delivered in the first heating heat exchanger (9) is at least 60% of all the heating power output by the refrigerant.

13. The method according to claim 2, characterized in that, The first medium is water.

14. The method according to claim 12, characterized in that, Under the desired power distribution, when the heat pump (3) is operating at a partial load range, the heating power delivered in the first heating heat exchanger (9) is at least 70% of all the heating power output by the refrigerant.

15. A heating device (1) for a vehicle (61), the heating device having a heat pump (3) for heating air for and / or in the vehicle interior space (63), wherein the heat pump (3) has a refrigerant circulation loop (5), the refrigerant circulation loop having at least: - Compressor (7), - A first heating heat exchanger (9) on the high-pressure side is used to transfer heat from the refrigerant to a first heat storage medium. - A second heating heat exchanger (11) on the high-pressure side is used to transfer heat directly from the refrigerant to the air to be heated or indirectly to the air to be heated via a second medium. - Expansion mechanism (13), and - Evaporator (15) The first heat exchanger (9) is located upstream of the second heat exchanger (11) in the refrigerant circulation loop (5), and the refrigerant in the refrigerant circulation loop (5) can operate supercritically on the high-pressure side, and the high pressure in the refrigerant circulation loop (5) is adjustable. Its features are, The heating facility (1) includes an adjustment mechanism (25) configured to control the heating facility (1) so that the method according to any one of claims 1, 8 to 12 can be performed by means of the heating facility.

16. The heating device (1) according to claim 15, Its features are, The heating facility has a heating circulation loop (19) connected to the first heating heat exchanger (9), the heating circulation loop having a first medium as a heat transfer liquid for heating the air in the vehicle interior space (63) and / or in the vehicle interior space. The heating circulation loop (19) includes a pump (21). and one or more convection devices (23). And / or one or more heat exchangers for the roof area and / or the front area of ​​the vehicle (61), and The regulating mechanism (25) is configured to control the heating facility (1) so that the method according to claim 2 can be performed by means of the heating facility.

17. The heating device (1) according to claim 15 or 16, Its features are, The heating facility includes a heat storage device (29) configured to store heat transferred via the first heating heat exchanger (9) in a heat storage medium comprising a phase change material, wherein the regulating mechanism (25) is configured to control the heating facility (1) such that the method according to any one of claims 3 to 7 can be performed by means of the heating facility.

18. The heating device (1) according to claim 15 or 16. Its features are, In terms of regulating the high pressure in the refrigerant circulation loop (5), the power of the compressor (7) is adjustable, and / or The expansion mechanism (13) is adjustable in terms of regulating the high pressure in the refrigerant circulation loop (5), and / or The heating device (1) is configured such that the refrigerant in the refrigerant circulation loop (5) is transferable to regulate the high pressure in the refrigerant circulation loop (5).

19. The heating device (1) according to claim 15 or 16. Its features are, The heating facility is configured to operate as an air conditioning facility for cooling air in and / or within the vehicle interior space (63), wherein the refrigerant circulation loop (5) is configured to switch between heat pump operation and air conditioning operation.

20. A vehicle (61). Its features are, The vehicle includes a heating facility (1) according to any one of claims 15 to 19.

21. The vehicle (61) according to claim 20. Its features are, The vehicle is an electric bus or a hybrid bus.

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