Temperature control system and method for motor vehicle

Abstract

The invention relates to a temperature control system for a motor vehicle, comprising at least one cockpit air inlet device in the front region of the motor vehicle and at least one air outlet device in the rear region, by means of which a first air flow originating from the environment can be fed as intake air into the cockpit of the motor vehicle via the cockpit air inlet device, the air is output to the environment again through the air outlet device as outlet air, so that first air circulation is completed; a heat exchanger is arranged in the rear region, by means of which heat can be absorbed from the air outlet, and heat is returned to the cockpit air inlet by means of a heat pump arranged in a temperature control system and an arranged and adapted heat transfer line, according to the invention, a further air inlet device for the heat exchange device is arranged in the rear region for absorbing a second air flow from the environment, and the second air flow can be re-output to the environment in order to complete a second air circulation. The invention also relates to a method for operating such a temperature control system.

Description

Technical Field

[0001] The invention relates to a temperature control system for a motor vehicle and also to a method for operating such a temperature control system. Background Art

[0002] Heat exchangers are increasingly used in vehicles together with heat pumps. In the prior art, the heat exchanger is mostly located in the front part of the vehicle and can work as a condenser in summer and release heat to the environment, and work as an evaporator in winter and absorb heat from the environment.

[0003] If, in operating conditions that are advantageous for this, waste heat is additionally to be used in the cabin air, for this purpose, according to patent specification DE 10 2020 006 417 A1, an additional heat pump is required in the rear part of the vehicle. Summary of the invention

[0004] The object of the present invention is to configure the use of a heat exchanger in a particularly advantageous manner, in particular with regard to the positioning and the advantages associated with the positioning.

[0005] The technical problem is solved by means of a temperature control system for a motor vehicle and a method according to the invention. An advantageous design of the temperature control system according to the invention is to be regarded as an advantageous embodiment of the method according to the invention, wherein the components of the temperature control system are used to carry out the method steps. Furthermore, advantageous further developments of the invention are described by the following description of the application and the accompanying drawings.

[0006] One aspect of the present invention relates to a temperature control system for a motor vehicle, the temperature control system being particularly for a car, particularly for an electrically driven car, the temperature control system comprising at least one cockpit air intake device in a front area of ​​the motor vehicle and at least one air outlet device in a rear area of ​​the motor vehicle, by means of which a first air flow from a yard environment is introduced into a cockpit of the motor vehicle through the cockpit air intake device as intake air, and is discharged back into the environment through the air outlet device as exhaust air to complete a first air cycle; and comprising a heat exchange device arranged in the rear area, by means of which heat exchange device heat can be absorbed from the air outlet device, and heat can be returned to the cockpit air intake device by means of an arranged heat pump and a heat transfer pipeline arranged and adapted by the temperature control system.

[0007] To solve the technical problem of the present invention, it is provided that a further air intake device for the heat exchange device is arranged in the rear region in order to absorb a second air flow from the air, and this further air flow can be discharged back into the environment to complete the second air cycle. According to this provision, heat exchange is provided and improved or at least partially optimized in a temperature control system for a motor vehicle, in particular for an electrically driven car. To this end, different components and functionalities are combined with each other in order to achieve an effective temperature control process.

[0008] The temperature control system mainly comprises a cockpit air inlet device, which is located in the front area of ​​the motor vehicle. The air inlet device can introduce a first air flow from the environment into the cockpit of the motor vehicle as intake air. At the same time, there is also an air outlet device located in the rear area of ​​the motor vehicle, which is configured to guide the exhaust air out of the cockpit and discharge the exhaust air back into the environment, thereby completing the first air cycle.

[0009] However, according to regulations, a further air intake device is purposefully positioned in the rear region of the motor vehicle in close combination with the heat exchange device, and draws in a second air flow from the environment, which is processed independently of the first air intake device and the first air circuit. This second air flow can also be discharged back to the environment to complete the second air circuit.

[0010] The heat exchanger, which is also located in the rear area of ​​the motor vehicle, is designed to absorb heat from the air outlet and utilize or use it efficiently. This is achieved by means of a network of adapted heat pumps and heat transfer lines, which return the absorbed heat to the cockpit air intake.

[0011] It is conceivable to connect a further air intake device to the heat exchange device in order to absorb a second air flow from the environment through the further air intake device, thereby forming a separate second air circuit. This second air circuit can be used for heat pump operation when the cockpit is still cold and no waste heat from the exhaust air is available, and can also be used for cooling operation when the heat exchange device acts as a condenser and releases heat to the environment.

[0012] In an advantageous embodiment of the invention, it is provided that the second air flow absorbed by the additional air inlet device is discharged to the environment via an air outlet device in the rear region of the motor vehicle. This enables the second air flow to be discharged from the temperature control system in a targeted manner, in particular when the second air flow is no longer needed.

[0013] Furthermore, in another advantageous embodiment of the invention, the outlet of the air flow at the air outlet device is positioned so as to be directed rearward in the longitudinal direction of the vehicle. This positioning ensures that the air flow is effectively discharged from the motor vehicle.

[0014] Furthermore, in another advantageous embodiment of the invention, it is provided that the inlet of the second air flow on the additional air inlet device for the heat exchange device is arranged on the floor of the motor vehicle. This arrangement can appropriately absorb ambient air for the temperature control circuit and contributes to the optimization of heat utilization.

[0015] Furthermore, in another advantageous variant of the invention, it is provided that the inlet of the second air flow at the additional air intake device for the heat exchange device is positioned in the region of the drive train of the motor vehicle. This allows efficient use of the waste heat of the drive train and contributes to temperature control.

[0016] In an advantageous embodiment of the invention, the inlet of the second air flow at the additional air inlet device for the heat exchange device is designed in the form of an inlet opening on the skin of the motor vehicle. This arrangement enables ambient air to enter the temperature control circuit directly from the outside and contributes to the optimal intake of fresh air.

[0017] It is also advantageous if a first valve of a valve system is arranged between the cockpit and the air outlet device. The valve can be opened or closed in order to control the air flow between the cockpit and the air outlet and thereby regulate the temperature.

[0018] Furthermore, in an advantageous embodiment of the invention, a second valve of the valve system is positioned between the additional air inlet and air outlet for the heat exchanger. The second valve can control the air flow between the environment and the heat exchanger. The valve system can use the air circulation individually or in combination with one another, depending on the selected operating mode. This significantly increases the flexibility of the temperature control system and enables precise adjustment of the temperature control according to current requirements and external conditions.

[0019] Finally, in another advantageous embodiment of the invention, it is provided that in the rear region, a second air flow is taken in from the environment by means of an additional air intake device for the heat exchange device and discharged back to the environment to complete the second air cycle. This arrangement enables targeted detection of ambient air for the temperature control cycle and helps to improve the temperature control efficiency.

[0020] Another aspect relates to a method for operating a temperature control system according to the preceding aspect, wherein a second air flow is taken in from the environment of the motor vehicle in the rear region by means of a further air intake device for the heat exchange device and discharged back to the environment to complete the second air circuit.

[0021] In other words, the core of the invention relates to the optimal positioning of a heat exchanger or a heat exchange device in the form of a combined condenser and evaporator in the rear part of the vehicle, which heat exchange device can more efficiently reuse the waste heat from the cockpit exhaust air there, can use the ambient heat for heat pump operation and release heat to the environment in cooling operation.

[0022] Within the scope of the present invention, the heat exchanger currently present in the vast majority of vehicles should be relocated from the front of the vehicle to the rear of the vehicle and thus to the immediate vicinity of the cockpit air outlet.

[0023] Air passages and air control valves allow the heat exchanger to operate in cabin air, ambient air or a mixture of the two.

[0024] Providing different operating modes is important because the heat pump system can be operated when the cockpit is still cold and therefore no waste heat is available. In addition, a cooling cycle can be implemented in the summer, in which the heat exchanger in the rear section acts as a condenser and releases heat to the environment. It is also conceivable to arrange another heat exchanger, such as a water cooler of the vehicle, in the rear section at this location. Active ventilation assists the air flow through one or more heat exchangers as required in any operating mode. The number and positioning of the air control valves in the air duct can be changed here according to the desired application range.

[0025] The intake of air from the environment can be accomplished through openings in the vehicle skin, for example in the floor or in the side walls. It is also possible to extract air from the area of ​​the drive train in order to additionally utilize the expected waste heat there. The air outlet from the heat exchanger should be discharged from the vehicle in this way so that the negative pressure generated at the rear of the vehicle at higher driving speeds promotes the air flow and thus relieves the operating load of the active ventilator. In this case, the air outlet required for the invention in the rear of the vehicle will most likely become the most prominent feature that can be observed from the outside to prove the existence of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Further advantages, features and details of the invention are apparent from the following description of preferred embodiments and from the accompanying drawings. The features and feature combinations mentioned above in the description and the features and feature combinations mentioned below in the description of the drawings and / or shown individually in the drawings can be used not only in the respectively given combination, but also in other different combinations or individually, without departing from the scope of the invention.

[0027] In the attached picture:

[0028] Figure 1 A possible embodiment of a temperature control system for a motor vehicle according to the invention is shown according to a schematic sectional view of a motor vehicle; and

[0029] Figure 2 The rear area of ​​a motor vehicle is shown with a possible flap system illustrating a temperature control system.

[0030] In the figures, identical elements and elements having the same function are provided with the same reference symbols. DETAILED DESCRIPTION

[0031] Figure 1 A temperature control system 10 for a motor vehicle 12 is shown, which has a plurality of different components and features in order to achieve temperature control of a cockpit 18 of the motor vehicle 12. The system comprises a cockpit air inlet 14 in the front region 12a of the motor vehicle 12 and an air outlet 16 in the rear region 12b. Through these devices, a first air flow L1 originating from the environment 13 can enter the cockpit 18 as inlet air and be discharged back to the environment 13 through the air outlet 16 as outlet air. A heat exchange device 20 is arranged in the rear region 12b of the motor vehicle 12 and serves to absorb heat from the air outlet 16. In addition, a heat pump 22 and an adapted heat transfer line 24 are arranged in the temperature control system 10. They can return the heat absorbed from the air outlet 16 to the cockpit air inlet 14.

[0032] A further air inlet device 26 is also arranged in the rear region 12b and is designed to absorb a second air flow L2 from the environment 13. This second air flow L2 can be discharged to the environment 13 of the rear region 12b via an air outlet device 16 or introduced into a temperature control circuit.

[0033] exist Figure 1 The temperature control system 10 for a motor vehicle 12 shown in FIG. 1 includes two air cycles A and B. The first air cycle A or the cockpit air cycle is mainly designed for the temperature control of the cockpit 18. The first air cycle A starts from the cockpit air intake device 14 in the front area of ​​the motor vehicle 12. The device can conduct fresh external air from the environment 13 to the cockpit 18. Here, the input air or the first air flow L1 is filtered and pre-regulated as necessary so that the input air / first air flow reaches a set temperature. The first air flow L1 then enters the cockpit 18 and is used by the driver and passengers in the cockpit. Here, the temperature and air quality can be adjusted by the temperature control system 10. If necessary, hot air or cold air can be blown into the cockpit 18 to ensure the comfort of the driver and passengers. After the air flows through the cockpit 18 and has released its heat, the air is led out through the air outlet device 16 in the rear area 12b of the motor vehicle 12. The exhaust air is usually discharged from the cockpit 18 to ensure space for fresh air intake. This process ends the first air cycle A.

[0034] The purpose of the second air circuit B is to optimize the use of the heat present in the ambient air. The second air circuit B starts from a further air intake device 26 located in the rear region 12b of the motor vehicle. Here, ambient air or the second air flow L2 is taken in from the environment 13, which does not necessarily enter the cockpit 18.

[0035] The absorbed air or second air flow L2 can be used for different purposes. For example, a heat pump operation can be provided. When the cockpit 18 is still cold, for example, and no waste heat from the exhaust air is available, the heat pump 22 in the temperature control system 10 can be activated. The second air flow L2 is introduced through the heat exchange device 20 in order to absorb heat. This heat can be used to heat the cabin 18, which reduces energy consumption.

[0036] In contrast, the second air circuit B can be used in summer in order to use the air outlet device 16 in the rear region 12b of the motor vehicle 12 as a condenser. In this mode, the heat exchange device 20 releases the heat absorbed from the cockpit 18 and / or other driving systems to the environment 13, thereby reducing the temperature in the motor vehicle 12 and / or other driving systems. The flexibility achieved by integrating the two air circuits A and B thus enables effective temperature control of the cockpit 18 and / or other driving systems in different operating modes and weather conditions. This not only helps to improve the comfort of the occupants, but also helps to improve or optimize the energy consumption of the motor vehicle.

[0037] It is important to note that there are outlets for air flows L1 and L2 on the air outlet device 16, which are directed backwards in the longitudinal direction x of the vehicle. This enables efficient extraction of air flows from the motor vehicle 12. The inlet 26a of the second air flow L2 on the other air intake device 26 for the heat exchange device 20 is arranged on the floor 28 of the motor vehicle 12. In this case, this can appropriately absorb ambient air for the temperature control cycle. It is also possible that the inlet 26a of the second air flow L2 on the other air intake device 26 for the heat exchange device 20 is arranged in the area of ​​the drive train of the motor vehicle 12. Thus, the waste heat of the drive train can be used. In addition, the inlet 26a of the second air flow L2 on the other air intake device 26 can be designed in the form of an input port 31 in the skin 32 of the motor vehicle 12. This allows ambient air to enter the temperature control system directly from the outside.

[0038] A first valve 36 of a valve system 34 can be arranged between the cockpit 18 and the air outlet device 16. The valve 36 can be opened or closed to control the second air flow L2 between the cockpit 18 and the air outlet device. Similarly, a second valve 38 of the valve system 34 can also be arranged between the other air inlet device 26 for the heat exchange device 20 and the air outlet device 16. The second valve 38 can control the second air flow L2 between the environment 13 and the heat exchange device 20. Thus, the valve system 34 can adjust the air cycles A and B individually or in combination according to the selected operating mode. This provides flexibility in the temperature control of the cockpit 18 and the use of the heat exchange device 20.

[0039] In summary, the temperature control system 10 achieves efficient temperature control of the cockpit 18 of the motor vehicle 12 by the specific positioning of the heat exchanger in the rear region 12b of the motor vehicle 12. The heat exchanger can be operated in different operating modes in order to control the temperature control as required. The use of ambient air and the reuse of waste heat from the exhaust air contribute to the energy efficiency of the system.

[0040] In other words, the air circuits A and B and their corresponding components are used in the temperature control system 10 for a comprehensive temperature control improvement.

[0041] A key feature of the temperature control system 10 is the efficient discharge of the air flows L1 and L2 from the motor vehicle 12. This is achieved by the outlet of the air outlet device 16, which is directed rearward in the longitudinal direction of the vehicle z. This targeted orientation enables the air flows L1, L2 to be discharged efficiently and, for example, unimpeded into the immediate surroundings 13 of the motor vehicle 12.

[0042] The inlet 26a of the second air flow L2 on the further air inlet device 26 for the heat exchange device 20 is located on the floor 28 of the motor vehicle. This positioning is intentionally selected to ensure efficient intake of ambient air. The floor 28 provides an ideal inlet for ambient air, which is necessary in particular for heat pump operation and temperature control.

[0043] An alternative arrangement is to arrange or position the inlet 26a for the second air flow L2 in the region of a drive train 30 of the motor vehicle 12. This positioning allows for targeted use of waste heat in the drive train 30 and for introducing it into a temperature control circuit.

[0044] Another possibility is to design the inlet 26a for the second air flow L2 in the form of an inlet opening 31 in the outer skin 32 of the motor vehicle. This should mean that ambient air enters the temperature control system directly from the outside, which allows a particularly efficient intake.

[0045] In addition, a valve system 34 is also feasible. A first valve 36 is provided between the cockpit 18 and the air outlet 16. The valve can be opened or closed as needed to control the first air flow L1 between the cockpit 18 and the air outlet. At the same time, a second valve 38 is provided between the other air inlet 26 for the heat exchange device 20 and the air outlet 16, which realizes the precise control of the second air flow L2 between the environment 13 and the heat exchange device 20.

[0046] The flap system 34 is extremely flexible and provides the possibility of using the two air circuits A and B individually or in combination with one another, depending on the selected operating mode.

[0047] Figure 2 The rear region 12 b of the motor vehicle 12 is shown in order to illustrate a possible flap system 34 of the temperature control system 10 .

[0048] The valve system 34 comprises two valves 36 , 38 , namely a first valve 36 and a second valve 38 . These valves 36 , 38 are necessary for controlling and directing the air flows L1 , L2 in two air circuits A, B which are arranged in the temperature control system 10 of the motor vehicle 12 .

[0049] The first valve 36 is located between the cockpit 18 and the air outlet 16 of the motor vehicle 12. Its main function is to control the first air flow L1 between the cockpit 18 and the air outlet. This control enables the regulation of the air exchange between the cockpit 18 and the environment 13, thereby regulating or influencing the temperature control of the cockpit 18. Depending on the requirements and operating conditions of the temperature control system 10, the first valve 36 can be open, closed or in an intermediate position.

[0050] The second valve 38 is positioned between the further air inlet 26 and the air outlet 16 for the heat exchange device 20. Its main task is to adjust the second air flow L2 between the further air inlet 26 and the outlet. Similar to the first valve 36, the second valve 38 can be opened, closed or positioned in an intermediate position in order to adjust the second air flow L2. The second valve 38 is necessary for controlling the second air flow L2 in the second air cycle B.

[0051] The functionality and arrangement of the flaps 36 , 38 are critical to the overall efficiency of the temperature control system 10 of the motor vehicle 12 . The flexibility of the flap system 34 thus allows the air flows L1 , L2 to be adjusted to the specific requirements and operating mode of the temperature control system 10 .

[0052] List of Reference Numerals

[0053] 10 Temperature control system 12 Motor Vehicles 12a Front area 12b Tail area 13 environment 14 Cockpit air intake 16 Exhaust device 18 Cockpit 20 Heat exchange device 22 Heat Pump 24 Heat transfer pipeline 26 Air intake device 26a Entrance 28 Base Plate 30 Drivetrain 31 Input 32 Skinning 34 Valve system 36 First valve 38 Second valve x Vehicle longitudinal direction L1 First air flow L2 Second air flow A First air cycle B Second air circulation

Claims

1. A temperature control system (10) for a motor vehicle (12), comprising at least one cockpit air intake device (14) in a front region (12a) of the motor vehicle and at least one air outlet device (16) in a rear region (12b), wherein the cockpit air intake device and the air outlet device enable a first air flow (L1) originating from an environment (13) to be input as intake air through the cockpit air intake device (14) into a cockpit (18) of the motor vehicle (12), and to be output as outlet air through the air outlet device (16) to the environment (13), so as to complete a first air cycle (A); and the temperature control system (10) comprises a heat exchange device (20) arranged in the rear region (12b), wherein the heat exchange device can absorb heat from the air outlet device (16), and return the heat to the cockpit air intake device (14) by means of a heat pump (22) arranged in the temperature control system (10) and a heat transfer pipeline (24) arranged and adapted, wherein the heat exchange device is configured to be capable of absorbing heat from the air outlet device (16) and returning the heat to the cockpit air intake device (14), wherein the temperature control system (10) comprises a heat exchange device (20) arranged in the rear region (12b), wherein the heat exchange device is capable of absorbing heat from the air outlet device (16), and returning the heat to the cockpit air intake device (14) by means of a heat pump (22) arranged in the temperature control system (10) and a heat transfer pipeline (24) arranged and adapted, wherein the heat exchange device is configured to be capable of absorbing heat from the air outlet device (16) and returning the heat to the cockpit air intake device (14), wherein the temperature control system (10) comprises a heat exchange device (20) arranged in the rear region (12b), wherein the heat exchange device is capable of absorbing heat from the air outlet device (16) and returning the heat to the cockpit air intake device (14) by means of a heat pump (22) arranged in the temperature control system (10) and In the rear region (12b) a further air intake device (26) for the heat exchange device (20) is arranged for taking in a second air flow (L2) from the environment (13) and for being able to output the second air flow (L2) back to the environment (13) to complete a second air cycle (B).

2. The temperature control system (10) according to claim 1, characterized in that: The second air flow (L2) supplied via the further air inlet device (26) is discharged via the air outlet device (16) to the environment (13) in the rear region (12b) of the motor vehicle (12).

3. The temperature control system (10) according to claim 1, characterized in that: The outlet of the air flow (L1, L2) at the air outlet device (16) is positioned pointing rearward in the longitudinal direction (x) of the vehicle.

4. The temperature control system (10) according to claim 1, characterized in that: An inlet (26a) for the second air flow (L2) at a further air inlet device (26) for the heat exchange device (20) is arranged on the floor (28) of the motor vehicle (12).

5. The temperature control system (10) according to claim 1, characterized in that: An inlet (26a) for a second air flow (L2) at a further air intake device (26) for the heat exchange device (20) is arranged in the region of a drive train (30) of the motor vehicle (12).

6. The temperature control system (10) according to claim 1, characterized in that: An inlet (26a) for the second air flow (L2) at a further air inlet device (26) for the heat exchange device (20) is designed as an inlet opening (31) on a skin (32) of the motor vehicle (12).

7. The temperature control system (10) according to claim 1, characterized in that: A first valve (36) of a valve system (34) is arranged between the cockpit (18) and the air outlet device (16).

8. The temperature control system (10) according to claim 7, characterized in that: A second valve (38) of the valve system (34) is arranged between the further air inlet (26) and the air outlet (26) and the air outlet (16) for the heat exchange device (20).

9. The temperature control system (10) according to claim 7, characterized in that: By means of the flap system (34) and depending on the selected operating mode, the air circuits (A, B) can be used individually or in combination with one another.

10. A method for operating a temperature control system according to claim 1, characterized in that: In the rear region (12b), a second air flow (L2) is taken in from the environment (13) of the motor vehicle (12) by means of a further air intake device (26) for the heat exchange device (20) and is discharged back to the environment (13) to complete a second air circuit (B).

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