Valve block, refrigerant circuit, and methods of operation and production
By designing an integrated refrigerant circuit valve block, the combined actuation of multiple valves is achieved by using a camshaft, which solves the problems of low efficiency and high failure risk caused by dispersed valve arrangement and independent actuation in the prior art, and achieves higher cost efficiency and range.
Patent Information
- Application Number
- CN202380071150.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Priority Date
- 2022-09-01
- Filing Date
- 2023-08-18
- Publication Date
- 2025-05-02
AI Technical Summary
The dispersed arrangement and independent actuation of valves in existing refrigerant circuits lead to low production efficiency, high cost, and risks of leakage and failure.
An integrated valve block is designed, including at least one refrigerant valve unit and a valve control unit, and a camshaft is used to realize the joint actuation or guidance of a plurality of refrigerant valves and pilot valves, reducing the number of solenoids and improving space utilization efficiency.
By reducing the number of components and improving space utilization, the power consumption and failure risk of the refrigerant circuit is reduced, cost efficiency and range are improved, and leakage risk is reduced.
Smart Images
Figure CN119923537A_ABST
Abstract
Description
Technical Field
[0001] The invention relates to a valve block according to the preamble of claim 1 , to a refrigerant circuit according to claim 17 and to a method according to the preambles of claims 18 and 19 . Background Art
[0002] It has been proposed that valves, in particular shut-off valves in a refrigerant circuit, can be separated from one another and arranged in a distributed manner and can be actuated separately from one another, for example by individual electromagnets. For this purpose, a large number of actuators, connecting pipes, connecting hoses and seals are required. Summary of the invention
[0003] The object of the invention is in particular to provide a device of the type in question which has advantageous properties in terms of efficiency, in particular production efficiency. According to the invention, this object is achieved by the features of claims 1 and 17 to 19, while advantageous refinements and developments of the invention can be derived from the dependent claims.
[0004] Advantages of the Invention A valve block is proposed at least for a refrigerant circuit, in particular in a vehicle, preferably in a battery electric vehicle (BEV), and / or in a heat pump, preferably in a building heat pump, the valve block comprising at least one refrigerant valve unit, the refrigerant valve unit having at least one first refrigerant valve and at least one second refrigerant valve, each refrigerant valve being configured to influence at least the refrigerant flow of the refrigerant circuit, and the valve block further comprising a valve control unit, in particular a mechanical valve control unit, the valve control unit being configured to control and / or guide at least some of the refrigerant valves of the refrigerant valve unit, wherein the valve control unit has a specifically actuatable camshaft for actuating a plurality of refrigerant valves and / or a plurality of pilot valves of the valve control unit, in particular for actuating at least one first pilot valve of the valve control unit to guide the first refrigerant valve, and for actuating at least one second pilot valve in the valve control unit to guide the second refrigerant valve. Thus, the efficiency, in particular the cost efficiency, can be advantageously increased by more cost-effective production and / or a reduction in components. Advantageously, the number of electromagnets in the refrigerant circuit can be significantly reduced. Furthermore, the efficiency of the use of the available space can advantageously be increased. In addition, in particular due to the joint actuation or guidance of multiple valves, the power consumption, in particular the power consumption of the refrigerant circuit, can be reduced, which helps to increase the cruising range of the BEV. In addition, the risk of leakage and / or failure of the refrigerant circuit can be advantageously reduced, in particular the number of connection points in the refrigerant circuit can be advantageously reduced.
[0005] In particular, the valve block comprises a plurality of integrated valves and / or fluid lines, in particular refrigerant lines. In particular, the refrigerant circuit is configured to cool a space, in particular to cool a space by cooling air, such as a cab of a vehicle, in particular a cab of a BEV. In particular, the refrigerant circuit forms at least a part of a cooling unit, in particular an air conditioning system, preferably a vehicle air conditioning system, or a heat pump, in particular a domestic heat pump or a vehicle heat pump. Preferably, the refrigerant circuit is constructed in a manner known to those skilled in the art, and in particular comprises at least an evaporator, a condenser, a compressor and / or a throttling device (expansion valve). Since those skilled in the art are familiar with this, a more comprehensive explanation of the operation of the cooling unit and / or the refrigerant circuit will not be provided here. The vehicle can be a land vehicle, such as a passenger car, a truck, a construction machine or a train, a water vehicle, such as a ship, a hovercraft or an amphibious vehicle, or an aircraft, such as an airplane, a helicopter or an airship. The refrigerant circuit can be configured to control the temperature of a vehicle cab, such as a cab of a locomotive, a bus or a construction vehicle, or to control the temperature of a passenger compartment, such as a railway coach. Preferably, the vehicle is in the form of a fully battery powered vehicle or a hybrid vehicle. Alternatively, the refrigerant circuit may be configured for use in a building heat pump, in particular a domestic heat pump. Other applications in refrigerant circuits used elsewhere are also conceivable.
[0006] A refrigerant is to be understood in particular as a fluid which transfers enthalpy from the space to be cooled to the environment outside the space to be cooled. The difference with a refrigerant is, in particular, that this takes place against a temperature gradient in the refrigerant circuit, so that the ambient temperature can even be higher than the temperature of the space to be cooled, with consumption of the supplied energy. In contrast, a refrigerant can only transport the enthalpy in the cooling circuit along a temperature gradient to a point at a lower temperature. Examples of refrigerants include ammonia, carbon dioxide, hydrocarbons (e.g. isobutane, propane or pentane), or halogenated hydrocarbons.
[0007] The refrigerant valve of the refrigerant valve unit is particularly integrated into a common component, particularly a valve block or a refrigerant valve module of a valve block. In particular, the refrigerant valve is configured to throttle, close and / or enable refrigerant flow. "Configuration" refers in particular to specific programming, design and / or equipment. The fact that an object is configured for a specific function should be particularly understood to mean that the object implements and / or performs the specific function in at least one application state and / or operating state. The pilot valve of the camshaft and / or valve control unit is particularly integrated in a common component, particularly a valve block or a valve control module of a valve block. The pilot valve is preferably different from a solenoid valve. The pilot valve is preferably independent of a separate actuation (independent of the camshaft). In particular, the valve control unit forms a refrigerant valve guide unit, which is preferably configured to guide the valve control unit purely mechanically. The valve block may also be without guidance. In this case, the camshaft directly actuates the refrigerant valve, and in the case of an integrated guidance function, the camshaft directly actuates the pilot valve, and then actuates the refrigerant valve. The refrigerant valve unit and the valve control unit can be integrated jointly in a single valve block or in two separate valve block modules (valve control module and refrigerant valve module), which form the valve block after combination. Thus, modularization of the valve block assembly can be achieved. The fact that the camshaft is "specifically actuatable" should be understood in particular to mean that the rotational position of the camshaft can be specifically and / or selectively set.
[0008] In particular, the valve block has an open-loop and / or closed-loop control unit. The open-loop and / or closed-loop control unit is configured as at least a specific actuation camshaft, in particular a motor unit driving the camshaft. An "open-loop and / or closed-loop control unit" is to be understood in particular as a unit having at least one control electronics system. A "control electronics system" refers in particular to a unit having a processor, a storage element and an operating program stored in the storage element. The refrigerant valve unit in particular forms at least part of a refrigerant circuit, preferably a part of a refrigerant circuit through which the refrigerant flows in the refrigerant circuit. The refrigerant circuit is preferably formed differently from the refrigerant circuit. The refrigerant circuit is preferably formed differently from a pure hydraulic circuit. The refrigerant circuit is preferably formed differently from a pure pneumatic circuit. The refrigerant circuit is preferably configured to guide fluids in two different states of matter (gaseous and liquid).
[0009] It is also proposed that the valve control unit has at least a motor unit, in particular at least one stepper motor or at least one electrically commutated direct current (DC) motor, for driving the camshaft in an angle-controlled manner. As a result, a specific drive of a large number of switching modes of the valve block can be advantageously realized. In addition, a universal structure can be advantageously allowed. For the valve logic change of the valve block, only the camshaft needs to be replaced, for example. In particular, the camshaft includes a plurality of cam rings, each of which has a cam for actuating the refrigerant valve and / or the pilot valve. "Driving the camshaft in an angle-controlled manner" should be understood in particular as the at least approximately accurate angular position of the camshaft can be set by the motor unit. In this regard, "approximately accurate" should be understood in particular as the accuracy of the camshaft angle setting being at least ±5°, preferably at least ±2.5°, and more preferably at least ±1°. The motor unit can have a reduction gear. As a result, the accuracy of the actuation can be advantageously improved. In particular, the motor unit forms a central actuation unit for at least most of the refrigerant valves and / or the pilot valves.
[0010] Furthermore, it is proposed that the camshaft is designed to actuate the refrigerant valves of two or more, preferably three or more, more preferably four or more refrigerant valve units or the pilot valves of the valve control unit. Thus, efficiency, in particular cost efficiency, can be advantageously increased through more cost-effective production and / or a reduction in components.
[0011] If all refrigerant valves of a functional refrigerant circuit are integrated in the valve block, the efficiency, in particular the cost efficiency, can be increased by more cost-effective production and / or by a reduction in components, and / or the efficiency of the available space can be increased by reducing the available space. The refrigerant valves can be formed by shut-off valves and / or expansion valves. In particular, all shut-off valves of a functional refrigerant circuit are integrated in the valve block. In particular, all expansion valves of a functional refrigerant circuit are integrated in the valve block. In particular, at least two refrigerant valves with fundamentally different tasks and functions are integrated in the valve block. In particular, at least one shut-off valve and at least one expansion valve are integrated in the valve block.
[0012] Furthermore, it is proposed to arrange the pilot valves of the valve control unit or the refrigerant valves of the refrigerant valve unit parallel to the rotation axis of the camshaft and / or in the circumferential direction around the rotation axis of the camshaft. As a result, a high efficiency, in particular efficiency in terms of available space, can be advantageously achieved. Advantageously, all corresponding valves can be jointly actuated / guided by a single camshaft or a single specifically actuated motor unit.
[0013] If the first refrigerant valve and / or the second refrigerant valve are implemented as stop valves, for in particular completely blocking the refrigerant flow in at least one sub-area of the refrigerant circuit, in particular at least one refrigerant line of a line system of the refrigerant circuit comprising a plurality of refrigerant lines, effective actuation and / or guidance of the stop valve of the refrigerant circuit can be advantageously achieved. The stop valve is in particular different from a solenoid valve. The stop valve is in particular independent of a separate actuation (except for a pilot valve that may be associated respectively). In particular, the valve block comprises more than two, preferably more than three, more preferably more than four stop valves. The stop valve is in particular in the form of an accessory, for controlled opening and / or closing of a flow opening in a line system of the refrigerant circuit or a refrigerant line of a refrigerant circuit line system.
[0014] Alternatively or additionally, if the first refrigerant valve, the second refrigerant valve and / or at least one separately actuated third refrigerant valve of the refrigerant valve unit, in particular separately actuated independently of the camshaft, are implemented as expansion valves of the refrigerant circuit, it can be advantageously achieved that the valves required for implementing the refrigerant circuit are fully integrated into a single valve block. Advantageously, cost efficiency, component efficiency and / or efficiency of the available space can be increased. The expansion valve in particular forms a device which, due to a local contraction of the flow cross section of the refrigerant line of the line system of the refrigerant circuit, reduces the pressure of the refrigerant flowing through, thereby causing an increase or expansion of the volume of the refrigerant. The expansion valve can be in the form of a controlled expansion valve. Usually, the refrigerant in the cooling circuit enters the expansion valve in the form of an almost boiling liquid and then undergoes an approximately adiabatic isenthalpic change of state in the expansion valve, wherein in particular a portion of the refrigerant evaporates when passing through the expansion valve, while another portion of the refrigerant remains in the liquid state. In particular, the expansion valve integrated in the valve block can be actuated individually (independently of the camshaft). Alternatively, however, the expansion valve can also be actuated by the camshaft or another camshaft.
[0015] In this case, if the camshaft has at least one cam ring which includes cams forming a gentle ramp, this can advantageously allow fine actuation of the expansion valve by the camshaft. In particular, the gentle ramp initially rises steadily and gently in the circumferential direction of the cam. After reaching a maximum value, the gentle ramp can again fall steadily and gently in the circumferential direction of the cam. In particular, in this case, the motor unit is also actuated particularly precisely and finely, so as to allow fine adjustment of the setting of the expansion valve by the camshaft.
[0016] In addition, it is proposed that the camshaft has a plurality of cam rings, each cam ring is configured at least to actuate at least one refrigerant valve or at least one pilot valve, wherein the arrangement of the cam rings on the camshaft forms a plurality of specific switching modes for switching different operating states of the refrigerant circuit. As a result, a high degree of flexibility can be achieved. Advantageously, complex switching modes can be easily and reliably set. In addition, a universal structure can be advantageously achieved, wherein the valve logic can be changed by simply replacing the camshaft. The cam ring should be understood in particular as a part of the camshaft, which is formed at least approximately uniformly on the circumference of the camshaft, as seen in the axial direction. In particular, each cam ring comprises at least one cam, which is configured to actuate at least one refrigerant valve or at least one pilot valve. In particular, the cam forms a protrusion in the radial direction, as seen from the axis of rotation. In particular, the camshaft forms at least two, preferably more than two, preferably more than three, and particularly preferably more than four different specific switching modes according to the rotational position, for switching different operating states of the refrigerant circuit. In this case, each switching mode corresponds to a different switching combination of all refrigerant valves and / or pilot valves controlled by the camshaft.
[0017] If the number of cam rings of the camshaft is smaller than the number of pilot valves of the valve control unit actuated by the camshaft and / or smaller than the number of refrigerant valves of the refrigerant valve unit actuated by the camshaft, this can advantageously allow a particularly compact design to be achieved. Advantageously, the camshaft can be designed to be particularly short. In particular, in this case, the number of cam rings can be smaller than the total number of valves (pilot valves and refrigerant valves) actuated by the camshaft.
[0018] Alternatively or additionally, a particularly compact structure can be advantageously achieved if the camshaft has a cam ring that is configured to actuate two or more different pilot valves, or to actuate two or more different refrigerant valves. Advantageously, the camshaft can be designed to be particularly short. It is conceivable here that the cam / protrusion of the cam ring extends over a large portion of the circumferential direction of the camshaft so as to not interact with the valve, interact with one valve, or interact with multiple valves, depending on the position of the camshaft. It is also conceivable here that the cam ring has two or more separate cams / protrusions along its circumferential direction, each cam / protrusion interacting with or not interacting with the valve, depending on the position of the camshaft. The multiple cams / protrusions of the cam ring may also have different widths (viewed in the circumferential direction).
[0019] Furthermore, it is proposed that each pilot valve of the valve control unit is fluidically connected to the corresponding associated refrigerant valve at least via a control channel. As a result, a simple and / or efficient (without electronics) guidance of the refrigerant valve can be achieved. Advantageously, since the refrigerant valve is guided via the pilot valve, a high energy efficiency can be achieved. Furthermore, as a result, it is possible to keep the force required to actuate the refrigerant valve at a low level. As a result, a compact and / or energy-saving motor unit for driving the camshaft can be advantageously used. The control channel can be embodied as a control hole, or it can have any other desired shape, any other desired route or any other desired cross-section other than a hole.
[0020] Furthermore, a simple and / or efficient (without electronics) piloting of the refrigerant valves can advantageously be achieved if each pilot valve of the valve control unit is connected, in particular fluidically connected, to the same corresponding associated refrigerant valve at least via other control channels. In particular, the pilot valve is (indirectly) connected to the refrigerant circuit via the control channel. In particular, the internal pressure in the refrigerant circuit is used to transfer the piloting movement received by the camshaft from the pilot valve to the associated refrigerant valve. In particular, via the control channel, the internal pressure in the refrigerant circuit is transferred to the pilot valve, while via the other control channel, the pressure of the pilot valve (i.e., the internal pressure transferred to the pilot valve in the refrigerant circuit via the control channel in the case of an open pilot valve) is transferred forward to the refrigerant valve, in particular to one of the tappet sides of the refrigerant valve.
[0021] In addition, it is proposed that each pilot valve has at least one transmission element, which is configured to mechanically transmit the camshaft signal to the valve element of the corresponding pilot valve. Thereby, a simple and / or efficient (electronic-free) piloting can be advantageously achieved. In particular, the transmission element is in the form of a pin (e.g. a cylindrical pin) or a tappet. In particular, the transmission element contacts the camshaft. In particular, the transmission element is configured to be displaced in the longitudinal direction by a cam of the camshaft. The transmission element can be fixedly connected to the valve element or separated from the valve element. The valve element is particularly formed by a valve slide. In particular, the valve element is configured to seal the valve seat so that it can be opened. For example, the valve element can be in the form of a sealing ball, which is configured to be on a valve seat forming a circular opening. When the refrigerant valve is directly actuated by the camshaft without using a pilot valve, the transmission element and / or the valve element can be assigned to one of the refrigerant valves.
[0022] Furthermore, it is proposed that the pilot valve is implemented as a normally closed valve. As a result, high energy efficiency can be advantageously achieved. In particular, the pilot valve comprises a reset unit, which is configured to automatically reset the valve element to a closed state (i.e. a state sitting on a valve seat). The reset unit can be formed, for example, by a helical compression spring.
[0023] Furthermore, it is proposed that the valve block has at least one integrated pressure / temperature sensor. As a result, the efficiency, in particular the cost efficiency and / or the efficiency of the use of the available space can be advantageously increased. In particular, the pressure / temperature sensor can be configured to provide data that allow a precise actuation of the expansion valve. In particular, the pressure / temperature sensor can be configured to provide data that allow a proper actuation of the camshaft, in particular data for the respective switching modes of the camshaft. In particular, the pressure / temperature sensor is configured to determine the pressure and / or temperature of the refrigerant at at least one or more points in the refrigerant circuit.
[0024] Furthermore, a refrigerant circuit is proposed, in particular in a vehicle, preferably in a battery electric vehicle, and / or in a heat pump, preferably in a building heat pump, having a valve block. As a result, efficiency, in particular cost efficiency, can be advantageously increased by more cost-effective production and / or a reduction in components. Advantageously, the number of electromagnets in the refrigerant circuit can be significantly reduced. Furthermore, the efficient use of available space can advantageously be increased.
[0025] Furthermore, a method for operating a refrigerant circuit is proposed, wherein, in at least one operating step, a plurality of refrigerant valves integrated in a common valve block and / or a plurality of pilot valves integrated in a common valve body are actuated using a specifically actuable camshaft in order to guide the refrigerant valves integrated in a common valve seat. Thus, efficiency, in particular cost efficiency, can be advantageously increased by more cost-effective production and / or a reduction in components. Advantageously, the number of electromagnets in the refrigerant circuit can be significantly reduced. Furthermore, the efficient use of available space can advantageously be increased.
[0026] Furthermore, a method for producing a valve block is proposed, wherein in at least one production step, a plurality of refrigerant valves and preferably a plurality of pilot valves for guiding the refrigerant valves are integrated into a common valve block. Thus, efficiency, in particular cost efficiency, can be advantageously increased by more cost-effective production and / or a reduction in components. Advantageously, the number of electromagnets in the refrigerant circuit can be significantly reduced. Furthermore, the efficient use of available space can advantageously be increased. Each refrigerant valve and / or pilot valve integrated into the common valve block does not have a separate control.
[0027] According to the invention, the valve block, the refrigerant circuit and the method are not limited to the above-described applications and embodiments. In particular, in order to realize the operating principle described herein, the valve block according to the invention, the refrigerant circuit according to the invention and the method according to the invention can have a number of individual elements, method steps, components and units different from the number described herein. BRIEF DESCRIPTION OF THE DRAWINGS
[0028] Further advantages will become apparent from the following description of the drawings. The drawings show two exemplary embodiments of the invention. The drawings, the description and the claims contain many combined features. A person skilled in the art will also readily consider these features individually and combine them into meaningful further combinations.
[0029] In the attached picture: Figure 1a shows a schematic diagram of a vehicle having an air conditioning system with a refrigerant circuit having a valve block according to the invention, Figure 1b shows a schematic diagram of a building with a heat pump having a refrigerant circuit with a valve block according to the invention, Figure 2a shows a schematic diagram of a first external view of the valve block, Figure 2b A schematic diagram showing a second external view of the valve block, Figure 3a A schematic diagram showing a top view of the valve block, Figure 3b Shown along Figure 3a The cross-sectional axis A shown in FIG. 1 passes through the cross-sectional area of the valve block. Figure 4a A schematic diagram showing a top view of the valve block, Figure 4b Shown along Figure 4a The cross-sectional axis B shown in FIG. 1 passes through a cross-sectional view of the valve block, wherein the integrated refrigerant valve is in a closed state. Figure 4c Shown along Figure 4a The cross-sectional axis B shown in FIG. 1 passes through a cross-sectional view of the valve block, wherein the integrated refrigerant valve is in an open state. Figure 5a A schematic diagram showing the camshaft of the valve block, Figure 5b A schematic diagram showing the switching pattern of the camshaft of the valve block, Figure 6 a flow chart showing a method of operating a refrigerant circuit, Figure 7 A flow chart showing a method of manufacturing a valve block, Figure 8a A schematic diagram showing a first view of an alternative camshaft of an alternative valve block, Figure 8b A schematic diagram showing a second view of an alternative camshaft of an alternative valve block, Figure 8c a schematic diagram showing a first perspective view of another alternative camshaft for an alternative valve block, and Fig. 9A further embodiment of a shut-off valve which is not in accordance with the invention is shown. DETAILED DESCRIPTION
[0030] Figure 1a and 1b A vehicle 56a and a building 66a are schematically shown, respectively, the vehicle 56a comprising an air conditioning system 68a with a refrigerant circuit 10a according to the invention for cooling a passenger compartment 64a of the vehicle 56a, and the building 66a comprising a heat pump 58a with a refrigerant circuit 10a according to the invention for cooling a room of the building 66a. The refrigerant circuit 10a is configured to transport a refrigerant. The refrigerant circuit 10a is configured to transport thermal energy against a temperature gradient.
[0031] The refrigerant circuit 10a includes a valve block 26a. Figure 2a and 2b The external view of the valve block 26a is schematically shown. The valve block 26a comprises a plurality of ports 70a for connecting to a pipe system (not shown) of the refrigerant circuit 10a. The valve block 26a has an integrated pressure / temperature sensor 52a. In addition to the pressure / temperature sensor 52a, the valve block 26a may optionally also have other integrated pressure / temperature sensors.
[0032] The valve block 26a has a refrigerant valve unit 12a. The refrigerant valve unit 12a includes a first refrigerant valve 14a. The first refrigerant valve 14a is configured to influence the refrigerant flow of the refrigerant circuit 10a. The first refrigerant valve 14a is in the form of a shut-off valve. The shut-off valve is designed to block the refrigerant flow in a sub-region of the refrigerant circuit 10a. The refrigerant valve unit 12a includes a second refrigerant valve 24a. The second refrigerant valve 24a is in the form of a shut-off valve. The refrigerant valve unit 12a includes a third refrigerant valve 34a. The third refrigerant valve 34a is in the form of an expansion valve. The expansion valve is configured to throttle the flow cross section of the refrigerant flow in the sub-region of the refrigerant circuit 10a. The third refrigerant valve 34a can be actuated separately. The third refrigerant valve 34a includes an electromagnet 72a for actuating the throttling state of the expansion valve. The valve block 26a shown by way of example in FIG. 2 has other shut-off valves and other expansion valves, which are not provided with reference numerals. In general, the valve block 26b shown has eight refrigerant valves 14a, 24a, which are formed by five shut-off valves and three expansion valves. The refrigerant valves 14a, 24a are all integrated in the valve block 26a. The valve block 26a includes a refrigerant valve module 74a. All refrigerant valves 14a, 24a, 34a of the valve block 26a are arranged in the refrigerant valve module 74a.
[0033] The valve block 26a comprises a valve control unit 16a. The valve control unit 16a is, for example, in the form of a valve guide unit. Alternatively, the valve block may also be completely free of a guide function, in which case the refrigerant valves 14a, 24a will be directly actuated. The valve control unit 16a is configured to mechanically actuate or mechanically guide the refrigerant valves 14a, 24a. The valve control unit 16a comprises a first pilot valve 20a. The first pilot valve 20a is configured to guide the first refrigerant valve 14a. The valve control unit 16a comprises a second pilot valve 30a. The second pilot valve 30a is configured to guide the second refrigerant valve 24a. The pilot valves 20a, 30a are both implemented as normally closed valves.
[0034] The valve control unit 16a includes a camshaft 18a. The camshaft 18a is specifically actuatable. The camshaft 18a is configured to actuate multiple pilot valves 20a, 30a of the valve control unit 16a, in particular at least the first pilot valve 20a and the second pilot valve 30a. The camshaft 18a may also be alternatively configured to directly actuate multiple refrigerant valves 14a, 24a of the refrigerant valve unit 12a, in particular at least the first refrigerant valve 14a and the second refrigerant valve 24a. The valve control unit 16a includes a motor unit 22a. The motor unit 22a includes a stepper motor. The motor unit 22a is configured to precisely drive the camshaft 18a / precisely set the rotation angle of the camshaft 18a in an angle-controlled manner. The valve block 26a includes a control module 76a. The control module 76a is in the form of a guide module. All pilot valves 20a, 30a of the valve block 26a are arranged in the control module 76a. The camshaft 18a is arranged in the control module 76a. The motor unit 22a is fastened to the control module 76a. The control module 76a and the refrigerant valve module 74a are connected together to form a valve block 26a.
[0035] Figure 3b Schematically shows the Figure 3a The cross-sectional axis A shown in FIG. 1 passes through the cross-sectional area of the valve block 26 a. Figure 3b In the figure, the camshaft 18a is shown in a simplified manner, without showing the cam 40a. The camshaft 18a is configured to actuate more than two pilot valves 20a, 30a. The camshaft 18a shown is configured to actuate, for example, five pilot valves 20a, 30a, wherein each pilot valve 20a, 30a guides a refrigerant valve 14a, 24a in the form of a separate shut-off valve. The camshaft 18a is mounted so as to be rotatable about an axis of rotation 28a. The valve block 26a has, for example, a grooved ball bearing 130a for rotatably supporting the camshaft 18a. Alternatively, it is also conceivable to use a sliding bearing to rotatably support the camshaft 18a. The pilot valves 20a, 30a of the valve control unit 16a are arranged parallel to the axis of rotation 28a of the camshaft 18a. The refrigerant valves 14a, 24a in the form of shut-off valves of the refrigerant valve unit 12a are also arranged parallel to the axis of rotation 28a of the camshaft 18a (see also). Figure 2a or Figure 3a ).
[0036] Figure 4b and Figure 4c Schematically shows the Figure 4a The cross-sectional axis B shown in FIG. 5 passes through a cross section of the valve block 26 a . Figure 4b and Figure 4c The first pilot valve 20a and the first refrigerant valve 14a are shown in cross-section, respectively. The first pilot valve 20a has a valve element 50a. When the valve element 50a is configured to separate the first pressure side 80a and the second pressure side 90a of the first pilot valve 20a from each other (see Figure 4b ). However, if the valve element 50a has been lifted off the sealing seat 96a of the first pilot valve 20a, the two pressure sides 80a, 90a of the first pilot valve 20b are fluidically connected together (see Figure 4c ). The first pilot valve 20a has a reset unit 86a. The reset unit 86a of the first pilot valve 20a is formed by a helical compression spring. The reset element 86a of the first pilot valve 20a is configured to move / press the valve element 50a onto the sealing seat 96a of the first pilot valve 20b. The first pilot valve 20a has a transmission element 48a. The transmission element 48a is in the form of a cylindrical pin. The transmission element 48a is configured to mechanically transmit a camshaft signal from the camshaft 18a to the valve element 50a of the first pilot valve 20a. The camshaft signal causes the transmission element 48a to move in the direction of the valve element 50a. The transmission element 48a is in contact with the valve element 50a and the camshaft 18a of the first pilot valve 20a. The transmission element 48a is realized in the following manner: namely, in the first rotation position 98a of the camshaft 18a (such as Figure 4b ), which allows the sealing seat 96a of the first pilot valve 20a to be sealed. In the first rotational position 98a of the camshaft 18a, the cam ring 36a associated with the first pilot valve 20a is arranged so that the cam 40a of the cam ring 36a does not contact the transmission element 48a. The transmission element 48a is realized in the following manner, that is, in the second rotational position 100a of the camshaft 18a (as shown in FIG. Figure 4c ), which prevents the sealing seat 96a of the first pilot valve 20a from being sealed. In the second rotational position 100a of the camshaft 18a, the cam ring 36a associated with the first pilot valve 20a is arranged so that the cam 40a of the cam ring 36a contacts the transmission element 48a, thereby lifting the valve element 50a from the sealing seat 96a through the transmission element 48a.
[0037] The first refrigerant valve 14a has a sliding element 94a. The sliding element 94a has a sealing surface 108a. When the sealing surface 108a is located on the sealing seat 102a of the first refrigerant valve 14a, the sliding element 94a is configured to separate the inlet 88a and the outlet 82a of the first refrigerant valve 14a (see Figure 4b ).exist Figure 4b In the closed state of the first refrigerant valve 14a shown, the inlet 88a is fluidically connected to the first pressure acting surface 104a of the first refrigerant valve 14a. Through the leakage 114a of the sliding element 94a, in the closed state of the first refrigerant valve 14a, as shown in FIG. Figure 4b As shown, the second pressure acting surface 106a of the sliding element 94a is also fluidically connected to the inlet 88a, and the second pressure acting surface 106a is arranged opposite to the first pressure acting surface 104a of the sliding element 94a; or in this state, at least the same pressure 104a, 106a acts on the pressure acting surfaces 104a, 106a of the sliding element 94a. From the sealing surface 108a of the sliding element 94a, the pressure acting surfaces 104a, 106a of the sliding element 94b are located on the same side of the sealing surface 108a. The surface area of the first pressure acting surface 104a is smaller than the surface area of the second pressure acting surface 106a. As a result, the sliding element 94a Figure 4b In the closed state shown, the seal seat 102a is pressed against the seal seat 102a. Figure 4b In addition, the first refrigerant valve 14a has a reset unit 112a, which is in the form of a helical compression spring and likewise presses the sliding element 94a against the sealing seat 102a.
[0038] exist Figure 4b In the closed state in FIG. 1 , the inlet 88a of the first refrigerant valve 14a in the form of a stop valve is fluidically separated from the outlet 82a of the first refrigerant valve 14a in the form of a stop valve. If the sliding element 94a has been lifted off the sealing seat 102a of the first refrigerant valve 14a, the inlet 88a and the outlet 82a of the first refrigerant valve 14a are fluidically connected together (see Figure 4c ). The first pilot valve 20a is fluidically connected to the first refrigerant valve 14a via a control channel 44a. The control channel 44a is in the form of a recess / hole in the base body 78a of the valve block 26a. The control channel 44a connects the first pressure side 80a of the valve element 50a of the first pilot valve 20a to an outlet 82a of the first refrigerant valve 14a in the form of a shut-off valve. The flow direction of the refrigerant through the first refrigerant valve 14a in the open state is indicated by an arrow 84a. Figure 4bIn the switching position in, the first refrigerant valve 14a has been switched so that the outlet 82a of the first refrigerant valve 14a is fluidly separated from the inlet 88a of the first refrigerant valve 14b, whereby the pressure at the outlet 82a of the first refrigerant valve 14a is applied to the first pressure side 80a of the valve element 50a of the first pilot valve 20a, which pressure is lower than the pressure applied to the inlet 88b of the first refrigerant valve 14. The first pilot valve 20a is fluidly connected to the first refrigerant valve 14a via a further control channel 54a. The further control channel 54a is also in the form of a recess / hole in the base 78a of the valve block 26a. The further control channel 54a connects the second pressure side 90a of the valve element 50a of the first pilot valve 20a, which is opposite to the first pressure side 80a of the valve element 50a, to the second pressure acting surface 106a of the sliding element 94a of the first refrigerant valve 14a. Due to Figure 4b In the closed state, the pressure on the second pressure acting surface 106a of the sliding element 94a is the same as the pressure on the inlet 88a of the first refrigerant valve 14a, and the pressure on the second pressure side 90a of the valve element 50a of the first pilot valve 20a is also the same as the pressure on the inlet 88a of the first refrigerant valve 14a. Figure 4b In the closed state of the valve element 50a, the pressure on the second pressure side 90a (inlet pressure) is greater than the pressure on the first pressure side 80a (outlet pressure) of the valve element 50a. Figure 4b This is indicated by arrow 92a in FIG.
[0039] If the cam 40a of the cam ring 36a of the camshaft 18a now lifts the transmission element 48a, so that the valve element 50a of the first pilot valve 20a is lifted from the sealing seat 96a, the pressure at the outlet 82a of the first refrigerant valve 14a is applied to the second pressure acting surface 106a of the sliding element 94a via the two control channels 44a, 54a. As a result, the pressure on the second pressure acting surface 106a of the sliding element 94a is lower than the pressure (inlet pressure) on the first pressure acting surface 104a of the sliding element 94a, and the sliding element 94a is lifted from the sealing seat 102a. Therefore, as Figure 4c As shown, the first refrigerant valve 14a in the form of a stop valve is set in an open state. As long as the cam 40a keeps the valve element 50a of the first pilot valve 20a open, the open state is maintained.
[0040] Each pilot valve 20a, 30a of the valve control element 16a is fluidly connected to a corresponding associated refrigerant valve 14a, 24a via a control passage 44a, 54a. Each pilot valve 20a, 30a has a corresponding transmission element 48a, which is configured to mechanically transmit the camshaft signal associated with the pilot valve 20a, 30a to the corresponding valve element 50a of the corresponding pilot valve 20a or 30a.
[0041] Figure 5a A schematic diagram of a camshaft 18a is shown, and the camshaft 18a has an associated transmission element 48a of a pilot valve 20a, 30a, respectively. Alternatively, the transmission element 48a can also be directly associated with the refrigerant valve 14a, 24a. The camshaft 18a has a plurality of cam rings 36a, 46a. In the example shown in Figure 5, the camshaft 18a includes five cam rings 36a, 46a. The cam rings 36a, 46a are all configured to actuate the transmission element 48a of one of the refrigerant valves 14a, 24a or one of the pilot valves 20a, 30a. The cam rings 36a, 46a each have a cam 40a, 40'a, 40''a. The cams 40a, 40'a, 40''a can be formed differently from each other. For example, a cam 40a can form a gentle slope 38a. The arrangement of the cam rings 36a, 46a on the camshaft 18a forms a plurality of specific switching patterns 42a, 42'a, 42''a, 42'''a and 42''''a for switching different operating states of the refrigerant circuit 10a (see Figure 5b ). Depending on the rotational position of the camshaft 18a, different combinations of the transmission elements 48a are lifted / activated by the camshaft 18a. Figure 5b As shown in the example in, there are five switching modes 42a, 42'a, 42''a, 42'''a and 42''''a, and in each case, the camshaft 18a rotates by about 72° to switch between the respective continuous switching modes 42a, 42'a, 42''a, 42'''a and 42''''a.
[0042] Figure 6A flow chart of a method for operating a refrigerant circuit 10a is shown. In at least one operating step 116a, a changed operating parameter is set at the air conditioning system 68a or the heat pump 58a, with the purpose of setting the desired operating state of the air conditioning system 68a or the heat pump 58a. In at least one further operating step 60a, the motor unit 22a is actuated so that the camshaft 18a occupies a rotational position 98a, 100a specified for the new operating parameters. Thus, one of a plurality of possible specific switching modes 42a, 42'a, 42''a, 42'''a and 42''''a is set. In a further operating state 60a, the camshaft 18a that can be specifically actuated is used to actuate a plurality of pilot valves 20a, 30a integrated in the common valve block 26a to guide the refrigerant valves 14a, 24a integrated in the common valve body 26a. Alternatively or additionally, in operating step 60a, the specifically actuatable camshaft 18a can also be used to actuate a plurality of refrigerant valves 14a, 24a integrated in a common valve block 26a. In at least one further operating step 118a, the air conditioning system 68a or the heat pump 58a adopts the desired operating state.
[0043] Figure 7 A flow chart of a method for manufacturing a valve block 26a is shown. In at least one production step 120a, a plurality of refrigerant valves 14a, 24a are integrated into a refrigerant valve module 74a. In at least one further production step 122a, a plurality of pilot valves 20a, 30a are integrated into a control module 76a. In at least one further production step 124a, a camshaft 18a is integrated into the control module 76a. In at least one further production step 126a, a motor unit 22a is mounted on the control module 76a. In at least one further production step 62a, a plurality of refrigerant valves 14a, 24a and a plurality of pilot valves 20a, 30a are integrated into a common valve block 26a by connecting the refrigerant valve module 74a to the control module 76a. Alternatively, in another production step 62'a, the integration of the refrigerant valves 14a, 24a and the pilot valves 20a, 30a can also be carried out directly in a single component. In at least one further production step 128a, the common valve block 26a is installed in a refrigerant circuit 10a, for example an air conditioning system 68a or a heat pump 58a.
[0044] Figures 8a to 8c A further exemplary embodiment of the invention is shown. The following description and drawings are essentially limited to the differences between the exemplary embodiments, wherein, with regard to components with the same references, in particular with regard to components with the same reference numerals, reference can in principle be made to the drawings and / or the description of other exemplary embodiments, in particular to FIGS. 1 to 3. Figure 7 In order to distinguish the exemplary embodiments, the letter a is placed in FIGS. Figure 7After the reference numerals of the exemplary embodiments. Figures 8a to 8c In the exemplary embodiment in , the letter a has been replaced by the letter b.
[0045] Figure 8a , 8b 8c schematically show different views of alternative camshafts 18b, 18'b of alternative valve control unit 16b of alternative valve block 26b. Alternative valve control unit 16b has a plurality of pilot valves 20b, 30b. Alternative valve block 26b includes a refrigerant valve unit 12b having a plurality of refrigerant valves 14b, 24b. Alternatively, pilot valves 20b, 30b or refrigerant valves 14b, 24b are arranged around the rotation axis 28b of alternative camshafts 18a, 18'b in the circumferential direction 32b of alternative camshafts 18b, 18'b. In this case, each of the alternative camshafts 18b, 18'b has a cam ring 36b, 46b that is less than the number of pilot valves 20b, 30b actuated by the alternative camshafts 18b, 18'b. In case the refrigerant valves 14b, 24b are directly actuated by the alternative camshafts 18b, 18'b, the number of cam rings 36b, 46b of the alternative camshafts 18a, 18'b will also be less than the number of refrigerant valves 14b and 24b actuated by the alternative camshafts 18b, 18'b.
[0046] Figure 8a and 8b The alternative camshaft 18b in has three cam rings 36b, 46b, which actuate five transmission elements 48b of the pilot valves 20b, 30b or of the refrigerant valves 14b, 24b. Figure 8c The alternative camshaft 18'b in has two cam rings 36b, 46b, which likewise actuate five transmission elements 48b of the pilot valve 20b, 30b or refrigerant valve 14b, 24b. In both cases, the alternative camshaft 18b, 18'b has a cam ring 46b, which is configured to actuate transmission elements 48b of two different pilot valves 20b, 30b or two different refrigerant valves 14b, 24b.
[0047] Fig. 9 An integration of the functions of a plurality of shut-off valves into a single rotating body is shown, which is not in accordance with the invention.
[0048] Reference numerals 10 Refrigerant circuit 12 Refrigerant valve unit 14 Refrigerant valve 16 valve control unit 18 Camshaft 20 pilot valve 22 motor units 24 Refrigerant valve 26 valve blocks 28 Rotation axis 30 pilot valve 32 Circumferential direction 34 Refrigerant valve 36 Cam ring 38 Slope 40 Cam 42 Switching Mode 44 control channels 46 Cam ring 48 Transmission elements 50 valve components 52 Pressure / Temperature Sensor 54 control channels 56 vehicles 58 Heat Pump 60 steps 62 production steps 64 passenger compartment 66Buildings 68 Air conditioning system Port 70 72 Electromagnet 74 Refrigerant valve module 76 control module 78 matrix 80 Pressure side Exit 82 84 Arrow 86 Reset Unit 88 Entrance 90 Pressure side 92 Arrow 94 sliding elements 96 sealing seat 98 rotation positions 100 rotation positions 102 sealing seat 104 Pressure acting surface 106 Pressure acting surface 108 Sealing surface 110 Arrow 112 Restoration Unit 114 Leak 116 Operation steps 118 Operation steps 120 production steps 122Production steps 124 production steps 126 production steps 128 production steps 130 grooved ball bearing A section axis B section axis
Claims
1. A valve block (26a-26b) for a refrigerant circuit (10a-10b), comprising: At least one refrigerant valve unit (12a-12b); and a valve control unit (16a-16b), the refrigerant valve unit (12a-12b) having at least one first refrigerant valve (14a-14b) and at least one second refrigerant valve (24a-24b), each of the first refrigerant valve (14a-14b) and the second refrigerant valve (24a-24b) being configured to at least affect the refrigerant flow of the refrigerant circuit (10a-10b), and the valve control unit (16a-16b) being configured to at least control and / or direct at least some of the refrigerant valves (14a-14b, 24a-24b) of the refrigerant valve unit (12a-12b). 4b, wherein the valve control unit (16a-16b) has a camshaft (18a-18b) that can be specifically actuated, for actuating multiple refrigerant valves (14a-14b, 24a-24b) and / or multiple pilot valves (20a-20b, 30a-30b) of the valve control unit (16a-16b), in particular for actuating at least one first pilot valve (20a-20b) of the valve control unit (16a-16b) to guide the first refrigerant valve (14a-14b), and for actuating at least one second pilot valve (30a-30b) of the valve control unit (16a-16b) to guide the second refrigerant valve (24a-24b).
2. The valve block (26a-26b) according to claim 1, characterized in that: The valve control unit (16a-16b) has at least one motor unit (22a-22b), in particular at least one stepper motor, for driving the camshaft (18a-18b) in an angle-controlled manner.
3. The valve block (26a-26b) according to claim 1 or 2, characterized in that: The camshaft (18a-18b) is designed to actuate more than two, preferably more than three, and more preferably more than four refrigerant valves (14a-14b, 24a-24b) of the refrigerant valve unit (12a-12b) or the pilot valve (20a-20b, 30a-30b) of the valve control unit (16a-16b).
4. The valve block (26a-26b) according to any one of the preceding claims, characterized in that All the refrigerant valves (14a-14b, 24a-24b) of a functional refrigerant circuit (10a-10b) are integrated in the valve block (26a-26b).
5. The valve block (26a-26b) according to any of the preceding claims, in particular according to claim 3 or 4, characterized in that The pilot valve (20a-20b, 30a-30b) of the valve control unit (16a-16b) or the refrigerant valve (14a-14b, 24a-24b) of the refrigerant valve unit (12a-12b) is arranged parallel to a rotation axis (28a-28b) of the camshaft (18a-18b) and / or is arranged around the rotation axis (28b) in a circumferential direction (32b) of the camshaft (18b).
6. The valve block (26a-26b) according to any one of the preceding claims, characterized in that The first refrigerant valve (14a-14b) and / or the second refrigerant valve (24a-24b) are implemented as shut-off valves for blocking the refrigerant flow at least in a sub-region of the refrigerant circuit (10a-10b).
7. The valve block (26a-26b) according to any one of the preceding claims, characterized in that The first refrigerant valve (14a-14b), the second refrigerant valve (24a-24b) and / or at least one separately actuated third refrigerant valve (34a-34b) of the refrigerant valve unit (12a-12b) are implemented as expansion valves of the refrigerant circuit (10a-10b).
8. The valve block (26a-26b) according to claim 7, characterized in that The camshaft (18a-18b) has at least one cam ring (36a-36b), and the cam ring (36a-36b) includes a cam (40a-40b) forming a gentle slope (38a-38b).
9. The valve block (26a-26b) according to any one of the preceding claims, characterized in that The camshaft (18a-18b) has a plurality of cam rings (36a-36b, 46a-46b), each of the cam rings (36a-36b, 46a-46b) being configured to actuate at least one refrigerant valve (14a-14b, 24a-24b) or at least one guide valve (20a-20b, 30a-30b), wherein the arrangement of the cam rings (36a-36b, 46a-46b) on the camshaft (18a-18b) forms a plurality of specific switching modes (42a-42b, 42'a-42'b, 42''a-42''b, 42'''a-42'''b, 42''''a-2''''b) for switching different operating states of the refrigerant circuit (10a-10b).
10. The valve block (26b) according to any one of the preceding claims, characterized in that The camshaft (18b) has cam rings (36b, 46b), the number of the cam rings (36b, 46b) is smaller than the number of the pilot valves (20b, 30b) of the valve control unit (16b), or smaller than the number of the refrigerant valves (14b, 24b) of the refrigerant valve unit (12b), the pilot valves (20b, 30b) are actuated by the camshaft (18b), and the refrigerant valves (14b, 24b) are actuated by the camshaft (18b).
11. The valve block (26b) according to any one of the preceding claims, characterized in that The cam shaft (18b) has a cam ring (46b) configured to actuate at least two different pilot valves (20b, 30b) or at least two different refrigerant valves (14b, 24b).
12. The valve block (26a-26b) according to any one of the preceding claims, characterized in that Each pilot valve (20a-20b, 30a-30b) of the valve control unit (16a-16b) is connected to a corresponding associated refrigerant valve (14a-14b, 24a-24b) at least via a control channel (44a-44b).
13. The valve block (26a-26b) according to claim 12, characterized in that Each pilot valve (20a-20b, 30a-30b) of the valve control unit (16a-16b) is connected to the same corresponding associated refrigerant valve (14a-14b, 24a-24b) at least via other control channels (54a-54b).
14. The valve block (26a-26b) according to any one of the preceding claims, characterized in that Each pilot valve (20a-20b, 30a-30b) has at least one transmission element (48a-48b) configured to mechanically transmit a camshaft signal to a valve element (50a-50b) of the corresponding pilot valve (20a, 30a, 30b).
15. The valve block (26a-26b) according to any one of the preceding claims, characterized in that The pilot valves (20a-20b, 30a-30b) are implemented as normally closed valves.
16. The valve block (26a-26b) according to any one of the preceding claims, characterized in that There is at least one integrated pressure / temperature sensor (52a-52b).
17. A refrigerant circuit (10a-10b), in particular in a vehicle (56a-56b), preferably in a battery electric vehicle, and / or in a heat pump (58a-58b), preferably in a building heat pump, having a valve block (26a-26b) according to any of the preceding claims.
18. A method for operating a refrigerant circuit (10a-10b) according to claim 17, characterized in that In at least one operation step (60a-60b), a camshaft (18a-18b) capable of specific actuation is used to actuate a plurality of refrigerant valves (14a-14b, 24a-24b) integrated in a common valve block (26a-26b) and / or actuate a plurality of pilot valves (20a-20b, 30a-30b) integrated in the common valve block (26a-26b) so as to guide the refrigerant valves (14a-14b, 24a-24b) integrated in the common valve block (26a-26b).
19. A method for producing a valve block (26a-26b) according to any one of claims 1 to 16, characterized in that In at least one production step (62a-62b, 62'a-62'b), a plurality of refrigerant valves (14a-14b, 24a-24b) and preferably a plurality of pilot valves (20a-20b, 30a-30b) for piloting the refrigerant valves (14a-14b, 24a-24b) are integrated into a common valve block (26a-26b).