Temperature control system for electric vehicles

Abstract

A temperature control system for an electric vehicle comprises an exchanger arrangement with a radiator for dissipating operating heat, a primary heat exchanger arranged in front of the radiator with respect to a longitudinal axis, and a fan unit designed to generate an air flow from an inlet side to an outlet side of the exchanger arrangement, the inlet side and the outlet side being opposite with respect to the longitudinal axis. An air channel arrangement is arranged on the outlet side of the exchanger arrangement, which outlet side can be at least partially blocked in a blocking position and released in a release position by a motorized blocking unit having at least one blocking element. At least one guide wall is spaced apart perpendicular to the longitudinal axis of the exchanger assembly and defines a return channel extending in the vicinity of the exchanger assembly. A return flow from the outlet side to the inlet side can be returned through the return channel.

Description

[0001] This disclosure claims priority to German patent application No. 102025106560.8, filed on February 20, 2025, which is incorporated herein by reference in its entirety. Technical Field

[0002] This disclosure relates to a temperature control system for electric vehicles. Background Technology

[0003] In motor vehicles with internal combustion engines, the engine's waste heat can be used to heat the vehicle interior as needed, but this is impossible, or at least not possible, in electric vehicles, especially battery-powered electric vehicles. Heating the interior with a positive temperature coefficient (PTC) heater is theoretically feasible, but energy inefficient. This is why such electric vehicles typically use heat pump systems to generate heat. A large portion of the heat required for heating is usually obtained from the vehicle's environment. This significantly improves efficiency compared to PTC heaters. However, efficiency decreases significantly in cold environmental conditions (e.g., below -10°C). Nearby heat exchangers may also freeze.

[0004] DE102011013856B4 discloses an apparatus with a heat exchanger module, which is connected to the environment via an adjustable cooling air blind in an air supply duct. The apparatus comprises a gas cooler or condenser of an air conditioning system, a water cooler, and at least one downstream electrically driven fan, connected to an engine compartment of a motor vehicle drive source cooled by the water cooler. The air conditioning system can be switched to an air heat pump, and in this operating state, specifically, the cooling air blind is closed, and hot air from the engine compartment is circulated back and forth through the heat exchanger via the activated fan in a recirculation mode. In the engine compartment, at least one air duct is provided bypassing the heat exchanger module and leading to the air supply duct, which can be controlled by at least one shut-off device, wherein the shut-off device opens when the cooling air blind is closed and the fan is activated.

[0005] According to EP3609725B1, a method for de-icing an external air-side heat exchanger in a motor vehicle air conditioning system with a heat pump is known. This method provides both cooling and heating functions for the vehicle interior as needed. During heating operation, when a predetermined degree of icing on the external air heat exchanger is detected or estimated, the system temporarily switches to cooling operation to completely or partially defrost the ice on the external air heat exchanger. To maintain vehicle interior heating during de-icing, the temperature of the air flowing into the external air heat exchanger is increased. This is achieved by simultaneously closing the radiator grille louvers and operating a fan associated with the heat exchanger and arranged downstream of the radiator grille louvers during de-icing.

[0006] JP2006 / 341784A discloses a system comprising: at least one compressor for compressing and heating a refrigerant; an external heat exchanger for heat exchange between the refrigerant and incoming air; an evaporator for heat exchange between the supplied air and the refrigerant; an internal heat exchanger for heat exchange between the refrigerant cooled in the external heat exchanger and low-pressure refrigerant returning to the compressor; and a heat exchanger for heat exchange between the refrigerant cooled in the external heat exchanger and low-pressure refrigerant returning to the compressor. A cooler, arranged parallel to the external heat exchanger, is provided for heat exchange between cooling water and the supplied air, and is equipped with a cooling fan for introducing air into the external heat exchanger and the cooler. A control unit is designed to set the coolant flow rate according to a set temperature and to set the coolant path according to an operating mode. In cooling mode, the controller causes the cooling fan to rotate forward to guide air from the external heat exchanger toward the radiator, and in cooling mode, it causes the cooling fan to rotate in reverse.

[0007] Exemplary embodiments of this disclosure enable effective control of the temperature of components in electric vehicles. Summary of the Invention

[0008] According to embodiments of this disclosure, the objective is achieved by a cooling system having the features of claim 1, wherein the dependent claims relate to advantageous embodiments of this disclosure.

[0009] According to an embodiment, the air passage device is arranged behind the heat exchanger assembly relative to the longitudinal axis. Therefore, the airflow first passes through the primary heat exchanger and then through the radiator. Before the airflow is completely or partially deflected and returns to the inlet side as a reverse flow against the longitudinal axis, a considerable amount of heat can be absorbed at the radiator. As already described, at least a portion of the return flow flows back into the airflow, which now flows into the primary heat exchanger. The previously absorbed heat can be partially discharged to the primary heat exchanger and the fluid contained therein. The air passage device and / or at least one guide wall are located between the heat exchanger assembly and the front chamber, which may also be referred to as the engine compartment of the electric vehicle. Both the heat exchanger assembly and the drive motor of the electric vehicle can be arranged in the front of the electric vehicle, whereby the heat exchanger assembly is arranged adjacent to the engine compartment. If the engine compartment is not isolated from the vehicle environment, relatively cold ambient air may enter the airflow through the engine compartment, which will worsen heat transfer to the primary heat exchanger. However, if the air passage device (including a baffle unit) and / or at least one baffle partially shields the heat exchanger assembly from the engine compartment, the entry of ambient air through the engine compartment is minimized.

[0010] Another embodiment specifies that the air duct device is arranged in front of the heat exchanger device relative to the longitudinal axis. Therefore, the airflow passes against the longitudinal axis first through the radiator and then through the primary heat exchanger. It absorbs heat at the radiator before flowing into the primary heat exchanger. It is then completely or partially deflected and returns as a return flow along the longitudinal axis to the inlet side. At least a portion of the return flow flows into the airflow, which can then absorb heat from the radiator again. This configuration typically specifies that the fan unit can operate in two opposite directions. At higher temperatures, it can generate airflow in the direction of the longitudinal axis, which can be partially or completely generated by the driving motion of the electric vehicle. The blocking unit can be in a released position. At lower temperatures, the fan unit can operate in the opposite direction to generate airflow in the direction opposite to the longitudinal axis. The blocking unit is accordingly adjusted to a blocking position, thereby generating the aforementioned air circulation.

[0011] The blocking element can be adjustable or adjustable based on at least one intermediate position, in which the degree of release of the air passage device lies between a blocking position and a release position. The setting of at least one blocking element in the intermediate position can be between a blocking position setting and a release (or enable) position setting. In any case, the degree of blocking by the air passage assembly in the intermediate position is less than the degree of blocking in the blocking position, but greater than the degree of blocking in the release position. This typically results in a portion of the airflow returning to the inlet side as a (less powerful) return flow, while another portion passes through the air passage device and exits from the outlet side. In summary, multiple support elements, such as multiple blocking elements, can be provided. Compared to the blocking position, the intermediate position allows for a reduction in the heat transferred from the radiator to the primary heat exchanger, without reducing it to zero. An alternative to this would be to change the operating speed of the fan unit. However, this would have the disadvantage of significantly affecting the operating heat dissipated by the radiator.

[0012] The function of a blocking element is not limited to the optional release or blocking of a channel opening. It can also help control airflow. According to a corresponding embodiment, at least one blocking element is designed to deflect a portion of the airflow at the blocking position and / or at least at an intermediate position by tilting the airflow toward the direction of the nearest return channel. The corresponding surface of the blocking element is tilted relative to the airflow, particularly relative to the longitudinal axis. If a portion of the airflow flows over this surface, that portion of the airflow is subjected to a force transverse to the longitudinal axis. The surface is aligned in such a way that deflection occurs in the direction of the nearest return channel. If a return channel and identical return channels are arranged on different sides, the deflection can occur more precisely in the direction of the nearest portion of the return channel. In this way, turbulence can be reduced and / or the flow path of the air can be minimized.

[0013] The embodiments, examples, and alternatives in the foregoing paragraphs, the claims, or the following description and drawings include any of their aspects or corresponding individual features, which may be employed independently or in any combination. Unless these features are incompatible, the features described in conjunction with one embodiment are applicable to all embodiments. Attached Figure Description

[0014] Further advantageous details and effects are explained in more detail below based on exemplary embodiments shown in the accompanying drawings, in which:

[0015] Figure 1 A schematic diagram illustrating an exemplary embodiment of the vehicle is shown;

[0016] Figure 2 Showing from Figure 1 A schematic diagram of an exemplary embodiment of the temperature control system for a vehicle;

[0017] Figure 3 Showing from Figure 2 A cross-sectional view of a portion of the temperature control system, showing the blocking unit in the blocking position;

[0018] Figure 4 It shows according to Figure 3 Rear view of direction IV in the middle;

[0019] Figure 5 It shows the corresponding Figure 3 A cross-sectional view showing the blocking unit in the released position;

[0020] Figure 6 It shows the corresponding Figure 3 A cross-sectional view, in which the blocking unit is located in the middle;

[0021] Figure 7 It shows the corresponding Figure 3 A cross-section of a portion of the temperature control system according to the second embodiment;

[0022] Figure 8 It shows the corresponding Figure 7 A cross-sectional view showing the blocking unit in the released position;

[0023] Figure 9 It shows the corresponding Figure 7 A cross-sectional view, in which the blocking unit is located in the middle;

[0024] Figure 10 It shows the corresponding Figure 3 A cross-section of a portion of the temperature control system according to the third embodiment;

[0025] Figure 11 It shows the corresponding Figure 3 A cross-section of a portion of the temperature control system according to the fourth embodiment;

[0026] Figure 12 It shows the corresponding Figure 11 A cross-sectional view, in which the blocking unit is located in the middle;

[0027] Figure 13 It shows Figure 12 A cross-sectional view, in which the blocking element is in the blocking position;

[0028] Figure 14 A schematic diagram of a fifth embodiment of the temperature control system is shown;

[0029] Figure 15 Showing from Figure 14 A cross-sectional view of a portion of the temperature control system, showing the blocking unit in the released position; and

[0030] Figure 16 It shows the corresponding Figure 15 A cross-sectional view showing the blocking unit in the blocking position.

[0031] In different accompanying drawings, the same components are always provided with the same reference numerals, and therefore these components are generally described only once. The terms "first," "second," etc., used in this application are for distinguishing purposes only. In particular, their use is not intended to imply any order or priority of the objects specified by these terms in combination. Detailed Implementation

[0032] It should be noted that the features and measures described individually in the following description can be combined with each other in any desired, technically meaningful manner and further exemplary embodiments are disclosed. This description, in particular, characterizes and illustrates embodiments of this disclosure in conjunction with the accompanying drawings.

[0033] An exemplary embodiment provides a cooling system for an electric vehicle. Cooling systems are typically used in motor vehicles, such as heavy-duty trucks or passenger cars, but are also contemplated for rail vehicles or watercraft. Here, the term "electric vehicle" generally refers to a vehicle having at least one electric motor for driving the vehicle. In particular, the vehicle may be a purely electric vehicle, but this does not exclude its use in hybrid vehicles. The term "cooling system" generally refers to components of a cooling system that are at least intermittently used to cool an electric vehicle. In this context, "temperature regulation" means the targeted influence of temperature, particularly to maintain that temperature within a specified range or to keep it within such a range. Components that are not directly used for temperature control may also be considered part of the temperature control system. This particularly relates to the components being cooled, as well as components that control the actual cooling components or those that functionally assist these components.

[0034] The temperature control system has an interchangeable arrangement. It has at least two heat exchangers: a radiator for dissipating operating heat and a primary heat exchanger arranged in front of the radiator relative to the longitudinal axis. However, the aforementioned heat exchangers may belong to different fluid loops. The radiator is considered part of the temperature control system, but in this respect it can also be considered an external component. It may particularly belong to a fluid loop by which the drive motor and / or transmission of the electric vehicle is cooled. Depending on the operating state of the electric vehicle, a significant amount of heat can therefore be dissipated through the radiator. The dissipated heat is released through the operation of the electric vehicle, which is why it is referred to here as operating heat. The radiator may be specifically designed as an air / liquid heat exchanger. During operation, the corresponding radiator receives or is traversed by a flow of coolant while simultaneously contacting ambient air on the other side. The radiator is typically mounted at the front of the vehicle, where it is best subjected to relative wind impact.

[0035] The primary heat exchanger is positioned in front of the radiator relative to the longitudinal axis. Although the term "longitudinal axis" is used only to define the frame of reference, it can be the vehicle's longitudinal axis (X-axis), which faces rearward in the opposite direction of travel. Therefore, the travel-related airflow generated during forward travel relative to the electric vehicle can first flow through the primary heat exchanger and then through the radiator. The positions of the radiator and primary heat exchanger may overlap relative to the lateral axis (Y-axis) and vertical axis (Z-axis). As explained below, the primary heat exchanger can in particular be part of a fluid loop that can be used to heat the vehicle interior or another vehicle component according to the principles of a heat pump. The term "primary heat exchanger" is used only to distinguish the concept and should in no way be interpreted restrictively regarding the design or arrangement of the heat exchanger. For example, the name does not imply the necessity of a secondary heat exchanger.

[0036] In addition, the exchanger assembly has a fan unit designed to generate airflow extending from the inlet side of the exchanger assembly to the outlet side opposite to the longitudinal axis. The fan unit may have one or more motorized or driven fans. In some embodiments, it may also be referred to as a fan. In this example, it is electrically driven or driven and has its own electric motor. The fan unit generates airflow during operation that passes through the exchanger unit, particularly also through the primary heat exchanger and radiator. The side from which the airflow exits the exchanger assembly is referred to herein as the inlet side, and the side to which the airflow flows is referred to as the outlet side. This means that the inlet and outlet sides are defined by the operation of the fan unit. In some embodiments, the fan unit may optionally operate in one of two opposite directions, where it can be said that the inlet and outlet sides depend on the respective operating directions, or in one operating direction, the airflow flows from the outlet side to the inlet side. In any case, the inlet and outlet sides are opposite to each other relative to the longitudinal axis. However, the airflow does not necessarily have to be parallel to or antiparallel to the longitudinal axis. In some cases, the airflow may also be generated wholly or partially by the forward motion of an electric vehicle. However, the fan unit is designed to generate airflow independently, for example, when the vehicle (e.g., a truck) is stationary.

[0037] Furthermore, the temperature control system has an air passage assembly arranged on the outlet side of the exchanger assembly. This air passage assembly can be blocked or at least partially blocked in a blocking position by a motorized, adjustable, or modulating blocking unit having at least one blocking element, and can be partially released or released in a release position. The air passage assembly is located on the outlet side of the exchanger assembly, and therefore on the side where the airflow generated by the fan unit flows out of the exchanger assembly. The air passage assembly has at least one channel opening through which at least a portion of the airflow can pass. In particular, multiple through openings can be formed. The air passage assembly can, for example, include a mesh or grille, within which multiple through openings are formed. In some embodiments, the air passage assembly can be referred to as a radiator grille. The air passage assembly is blocked or can be at least partially blocked by the blocking unit. This means that air can be completely or at least partially prevented from passing through the air passage assembly by the blocking unit. The blocking unit should be adjustable or adjustable at least between a blocking position and a release position. In the blocking position, the air passage assembly at least partially blocks, while in the release position, the air passage assembly is released. Therefore, the release level of the air passage assembly is minimum (equal to zero if necessary) in the blocking position and maximum in the release position. The blocking unit has at least one blocking element, which can be multiple blocking elements. In each case, the blocking element can be precisely assigned to the through opening and designed to close the through opening. However, embodiments are also contemplated in which the blocking element closes multiple through openings and / or the through opening is closed by multiple blocking elements. The blocking unit, and therefore the at least one blocking element, can be motorized or adjustable. Each blocking element can be movably connected to the frame of the air passage assembly. In particular, it can rotate. For example, it can be designed as a fin or a sheet. When the blocking unit is in the released position, airflow can pass through the air passage assembly with minimal resistance. However, if the blocking unit is in the blocking position, the blocking unit forms a barrier to the airflow, which stops and / or diverts the airflow.

[0038] Furthermore, the temperature control system has at least one guide wall (or baffle) spaced transversely to the longitudinal axis of the exchanger, defining a return channel extending near the exchanger. In the example, the guide wall is connected to an air duct assembly. This means it can be connected to the air duct assembly, for example, directly to the frame of the air duct assembly, or even integrally formed with the air duct assembly. The guide wall is spaced perpendicular to the longitudinal axis from the exchanger, i.e., spaced in the direction of the transverse axis and / or the direction of the vertical axis. In the example, although the guide wall itself is designed to be airtight, a small opening is also inconsequential. The baffle extends along the longitudinal axis, but generally does not extend parallel to the longitudinal axis. The distance between the baffle and the exchanger assembly provides a space between them that forms a return channel near the exchanger assembly. "Near" can refer to an offset position relative to the vertical axis and / or the transverse axis. Specifically, the return channel can be arranged transversely to the longitudinal axis adjacent to the exchanger. The term "channel" should not be interpreted as meaning that it must be closed and clearly defined on all sides. In particular, with respect to the exchanger, the return channel may be open in some places. Instead of a return channel, it can also be described as a return path. The guide wall, and therefore the return channel, can extend from the outlet side to the inlet side, and vice versa. In any case, the return flow from the outlet side to the inlet side can return via the return channel. The return flow is also airflow; however, this airflow is opposite to the aforementioned airflow relative to the longitudinal axis. When the baffle unit is in the released position, the reverse flow may be absent or weak. However, if the baffle unit is in the blocked position, the airflow cannot pass through the air passage device, or only to a limited extent. Therefore, it is at least partially turned laterally to the longitudinal axis until it hits the guide wall. The baffle causes further deflection, thereby returning a portion of the airflow to the inlet side as a return flow near the exchanger device. There, it may flow back into the airflow, either wholly or partially. In general, a circulating airflow is formed, i.e., air circulation.

[0039] During air circulation, the air that has already passed through the radiator and absorbed operating heat inevitably passes through the primary heat exchanger in a further process, where it releases heat. This means that preheated air can be supplied to the primary heat exchanger even at low outside temperatures, which improves its efficiency as part of a heat pump and, in particular, minimizes icing. The heat absorbed by the primary heat exchanger can be used to heat the vehicle's interior space. The radiator is further cooled by the airflow and thus operates efficiently.

[0040] In the example, the temperature control system has a compressor for generating a fluid flow and a temperature control device for heat exchange between the fluid flow and at least one vehicle area. A primary heat exchanger is fluidly connected to the temperature control device upstream of the fluid flow via a first expansion valve, and downstream of the first expansion valve, is fluidly connected to the temperature control device via the compressor. The compressor is motorized or driven, and may be electrically driven or otherwise driven. Upon startup, it generates a fluid flow within the temperature control system. Generally, the generated fluid flow is independent, i.e., it forms a fluid loop. However, it is possible that it is divided into partial flows and the partial flows merge. The fluid is used for heat transfer within the aforementioned thermal loop. In the example, the temperature control system uses the operating principle of a heat pump. The fluid in its operating state is typically part liquid and part gas. The fluid may also be referred to as the working fluid or refrigerant. In addition to pumping the fluid, the compressor is also used to generate a pressure differential. The portion of the temperature control system in which the compressor is located may be referred to as the compressor section. The terms "battery section," "electronic section," and other sections mentioned below refer to the portions of the system that receive and guide the liquid coolant during operation. Each "segment" can also be referred to as a "branch," that is, for example, a "battery branch." A segment can be linear or closed-loop. Similarly, it can be branched or non-branched. The temperature control device is fluid-guided and operates with at least a portion of the fluid flow passing through it, or possibly all of the fluid flow. On the other hand, the fluid flow is in at least indirect thermal contact with at least one vehicle area, allowing heat exchange between the vehicle area and the fluid flow. Therefore, the temperature control device has at least one heat exchanger, and is particularly designed as a heat exchanger. Of course, the vehicle area is a region of an electric vehicle. It can also be referred to as a vehicle segment or vehicle section. However, they can also be different vehicle areas. To achieve at least indirect thermal contact, the temperature control device can be arranged within or adjacent to the vehicle area. The section containing the temperature control device of the temperature regulation system can be referred to as the temperature regulation segment.

[0041] The primary heat exchanger is in fluid communication with the temperature control unit upstream via a first expansion valve. The terms "upstream" and "downstream" refer to the direction of fluid flow provided in the operating state. In this case, it means that fluid flows from the temperature control unit to the primary heat exchanger through the first expansion valve. It will be understood that the connection between the temperature control unit and the first expansion valve, and between the first expansion valve and the primary heat exchanger, can be made directly or indirectly, i.e., particularly, at least one fluid-guiding line in between. "Fluid communication" here and below means a connection that allows fluid to flow from one component to another. Alternatively, the fluid-connected components are either fluid-connected or fluid-guided. In the operating state, at least a portion of the fluid flow from the temperature control unit flows through the expansion valve to the primary heat exchanger and further returns to the temperature control unit via the compressor. The latter is performed by bypassing the first expansion valve, i.e., it does not pass through the first expansion valve on its journey from the primary heat exchanger to the temperature control unit. The expansion valve, together with the compressor, is used to establish a pressure differential, with the primary heat exchanger on the low-pressure side and the temperature control unit on the high-pressure side. The primary heat exchanger can be used as an evaporator, while the temperature control device can be used as a condenser. Therefore, heat can be dissipated to at least one vehicle area, meaning that the vehicle area can be heated.

[0042] Temperature control devices can be used for temperature control in different areas of the vehicle. Specifically, it can be assigned to the vehicle interior. The vehicle interior can correspond to the passenger compartment, although it may also additionally or optionally have cargo space (e.g., a luggage compartment) for electric vehicles. This means that the temperature control device is used for air conditioning of the corresponding interior. The corresponding heat exchanger (also referred to as an internal heat exchanger) can be equipped with a fan unit (e.g., electrically operated). This ensures that air already heated or cooled on the heat exchanger is distributed more quickly throughout the vehicle interior. Optionally or additionally, the temperature control device can be assigned to the vehicle battery. In this case, the temperature control device can be designed to cool and heat the vehicle battery (particularly the traction battery). The term "battery" explicitly includes, strictly speaking, a battery pack consisting of multiple individual cells. The corresponding heat exchanger, which may be referred to as a battery heat exchanger, can have direct thermal contact with the corresponding vehicle battery, but indirect thermal contact, particularly via coolant, is also possible.

[0043] If a large cross-section is available for the return flow, air recirculation can be enhanced. This is supported in one embodiment where at least one return channel is formed on two opposite sides of the exchanger unit, transverse to the longitudinal axis, and defined by at least one guide wall. The opposite sides may be, for example, located above and below the exchanger assembly, or on the left and right sides of the exchanger assembly. In this case, two separate return channels may be formed on the opposite sides. However, it may also be a single return channel extending from one side to the other around the edge of the exchanger unit. Similarly, a separate guide wall may be assigned to each return channel, or it may be a single, independent guide wall. In any case, a portion of the airflow blocked by the blocking unit is separated and guided to the opposite side, where it is guided to the inlet side through the opposite return channel or a portion of the return channel.

[0044] However, due to various considerations, such as limited installation space, it can also be advantageous if, for example, the return channel is formed only on one side relative to the transverse or vertical axis. According to a corresponding embodiment, the barrier wall is connected to the exchanger assembly on the side transverse to the longitudinal axis, which prevents reverse flow on that side. The barrier wall can be designed in a similar manner to a guide wall and can also be directly connected to the air duct assembly. However, the barrier wall's direct connection to the exchanger assembly leaves no space between the barrier wall and the exchanger assembly for a return channel. Therefore, reverse flow is impossible on that side. On the other hand, this design allows for space savings on the corresponding side.

[0045] In addition to or as an alternative to such a barrier wall, one embodiment provides that the blocking unit is arranged transversely to the longitudinal axis at the height of a first portion region of the exchanger assembly, while a second portion region of the exchanger assembly is arranged transversely to the longitudinal axis relative to it. This configuration results in the fact that a portion of the airflow passing through the first portion region can be blocked by the blocking unit and deflected as described. The portion of the airflow passing through the second sub-region is substantially independent of the arrangement of the blocking unit; even if the blocking unit is in a blocking position, the portion of the airflow passing through the second sub-region can be discharged to the outlet side. According to an embodiment, the air passage device may be arranged only at the height of the first portion region, or it may extend to both portion regions. In the latter case, it may be partially blocked by the blocking unit or blocked by the blocking unit itself.

[0046] While the recirculation channel performs an important function in forming the described air circulation, it can be counterproductive if air circulation is not required. Specifically, because the flow resistance of the return channel can be significantly less than that of the exchanger unit, air can bypass the exchanger unit via the return channel. This results in poorer heat exchange. It is advantageous for the return channel to be partially or completely blocked or blocked if the blocking unit is in the released position. According to an embodiment, this is achieved by the blocking unit having at least one blocking element that, in the released position, minimizes the communication between the return channel and the outlet region formed between the exchanger unit and the air passage assembly, and in the blocked position, releases the communication. The outlet region is formed on the outlet side of the exchanger assembly, between the exchanger assembly and the air passage assembly. When the blocking unit is closed, the airflow is wholly or partially contained in this outlet region and then directed to at least one return channel. However, if the blocking unit is in the released position, it should be impossible to exchange air via the return channel. This is achieved in the aforementioned configuration by one of the blocking elements, which thus has a dual function. In the blocking position, it blocks the aforementioned passage opening of the air passage device, while in the releasing position, it at least minimizes the connection between the return passage and the outlet area, and advantageously, completely interrupts it. Depending on the design, different parts of the blocking element can be formed, one for blocking the through opening and the other for blocking the connection between the return passage and the outlet area.

[0047] Figure 1 A battery-powered electric vehicle (BEV) 50, in this case a passenger car, is shown with a portion of its temperature control system. The longitudinal axis X, lateral axis Y, and vertical axis Z of the electric vehicle 50 are drawn here and in the following figures. An interior space 51, which may also be referred to as a passenger compartment, is schematically shown. The schematic diagram shows a battery compartment with a battery 52, which serves as an energy source for various systems of the electric vehicle, and in particular, also as an energy source for the electric drive motor 53. The drive motor 53, arranged in an engine compartment 54, is allocated to a cooling circuit, with only the radiator 14, arranged at the front of the electric vehicle 50, shown. A relatively large amount of heat must be exhausted into the airflow L via this radiator 14.

[0048] Temperature control system 1 is used for temperature control of the vehicle area, specifically for temperature control of the interior space 51 and battery 52. ​​The interior space 51 is allocated to an internal heat exchanger 3, while the battery 52 is allocated to a battery heat exchanger 4. The two heat exchangers 3 and 4 form part of temperature control device 2. The internal heat exchanger 3 is traversed by an internal airflow I, which is then guided into and through the interior space 51. Furthermore, temperature control system 1 includes a primary heat exchanger 10, a fan unit 15, and a secondary heat exchanger 12 (in... Figure 2(As shown in the figure). The primary heat exchanger 10 is arranged in front of the heat sink 14 with respect to the longitudinal axis X, while the fan unit 15 is arranged behind the heat sink 14 with respect to the longitudinal axis X.

[0049] Figure 2 A schematic diagram of a first embodiment of the temperature control system 1 is shown. Only the internal heat exchanger 3 of the temperature control device 2 is shown. The temperature control device 2 is arranged in a temperature control section 5, which is part of a fluid guiding system that receives fluid, which may also be referred to as the working fluid or refrigerant. A fluid flow is generated by an electrically operated compressor 6, the direction of which is... Figure 2 The diagram shows, via arrows, pipes through which flow is filled and pipes without flow are shown as unfilled. The primary heat exchanger section 11 connects downstream to the temperature control section 5. A first expansion valve 24 and a primary heat exchanger 10 are arranged in the primary heat exchanger section 11. The first expansion valve 24 can be fully or partially bypassed by a bypass section 26 having a bypass valve 27. A three-way valve 28 connects downstream of the primary heat exchanger section 11, through which a connection can be established with the compressor section 7 having the compressor 6, and on the other hand, with the secondary heat exchanger section 13. Figure 2 In this configuration, the connection to the secondary heat exchanger section 13 is isolated. This section 13 includes a second expansion valve 25 and a secondary heat exchanger 12 or evaporator. The secondary heat exchanger 12 may be housed within the fan casing. If desired, it can be used to cool and / or dehumidify the internal airflow I blown into the internal space 51. Dehumidification may also occur when the internal space 51 is heated using the internal space heat exchanger 3.

[0050] Figure 3 and Figure 4A portion of the temperature control system 1 is shown. The primary heat exchanger 10, radiator 14, and fan unit 15 can be considered as part of the exchanger assembly 9. Referring to the airflow L generated or that can be generated by the fan unit 15, the inlet side E and outlet side A, opposite to the longitudinal axis X, are plotted. On the outlet side A, an open, for example mesh-like, air passage device 16 is arranged, having multiple through openings (not reference numerals) for the airflow L. About the vertical axis Z, on both sides, two guide walls 20 are connected to the air passage device 16, extending forward opposite to the longitudinal axis X to the inlet side E. An outlet region 21 is formed between the exchanger assembly 9 and the air passage device 16. Each of these is connected to a return channel 22, which extends between one of the guide walls 20 and the exchanger assembly 9. An air filter or baffle unit 17 is arranged on the air passage device 16. It has multiple sheet-like baffle elements 19, which are pivotable or rotatable about a pivot axis parallel to the transverse axis Y. Figure 3 and Figure 4 A blocking element 19 in a closed state and thus a blocking unit 17 in a closed position are shown. The blocking element 19 can be motorized by an actuator 18.

[0051] Figure 3 and Figure 4 The closed position shown is configured for situations where heating of the internal space 51 and / or battery 52 is required despite low ambient temperatures. If the fan unit 15 generates an airflow L extending from the input side E through the exchanger assembly 9 to the output side A, the airflow L receives heat as it passes through the radiator 14. In the outlet region 21, the airflow L is blocked by the blocking element 19 and deflected at least partially upward and downward towards the guide wall 20, from which the airflow L returns to the inlet side E as a return flow R via the return channel 22. There, the return flow R flows back into the airflow L. The air has already absorbed heat as it passes through the radiator 14, as described, which is why the primary heat exchanger 10 is now supplied with a relatively hot airflow L. Thus, the primary heat exchanger 10 can effectively act as an evaporator in the circuit described above, where the fluid absorbs heat and transfers it to the internal heat exchanger 3, which acts as a condenser. In particular, it is possible to prevent the primary heat exchanger 10 from icing even in the case of low external temperatures. Because the air passageway assembly 16, along with the baffle unit 17 and guide wall 20, are intermediate between the exchanger unit 9 and the engine compartment 54, any ambient air that has entered the engine compartment 54 can at most be mixed with the airflow L to a minimal extent. The airflow L and the return airflow R are not mixed... Figure 3 , Figure 5 and Figure 6 As shown in the text, but Figures 7 to 9 As shown in the figure, Figures 7 to 9A second embodiment that is very similar to the first embodiment is involved.

[0052] Figure 5 The blocking unit 17 in the released position is shown, wherein the blocking element 19 is parallel to the longitudinal axis X and therefore substantially parallel to the airflow L. Thus, the airflow L can be discharged at the outlet side A after passing through the exchanger device 9 without encountering the significant resistance of the air passage device 16. Figure 8 The same is true as shown in the image. From Figure 5 As can be seen, the top and bottom blocking elements 19 perform a dual function relative to the vertical axis Z. In the released position, the blocking element 19 blocks the communication between the corresponding return channel 22 and the outlet area 21. This prevents a portion of the airflow L from bypassing the exchange device 9 through one of the return channels 22.

[0053] Figure 6 A blocking unit in its intermediate position is shown, with blocking elements 19 aligned at an angle of approximately 45° relative to the longitudinal axis X. In this configuration, a portion of the airflow L can still pass between the blocking elements 19 and is delivered to the outlet side A via the air passage device 16. Another portion is blocked by the blocking elements 19 and guided by their inclined surfaces 19.1 to the corresponding nearest return passage 22. The corresponding airflows L and R are... Figure 9 As shown in the figure, Figure 9 The second embodiment is almost identical.

[0054] Figures 7 to 9 The second embodiment is shown, which differs from the first embodiment mainly in that: the blocking element 19 is in Figure 7 The blocking position shown also has a surface that is tilted and aligned with respect to the longitudinal axis X, through which a portion of the airflow L is deflected to the corresponding nearest return channel 22. For clarity, the actuator 18 is omitted in this case. Figure 8 The blocking unit 17 is shown in the released position. Figure 9 The blocking unit 17 is shown in an intermediate position. Although only one intermediate position is shown in each case, in this embodiment and in other embodiments, it can be assumed that it is located in any intermediate position between the blocking position and the release position in each case.

[0055] Figure 10 A third embodiment similar to the first and second embodiments is shown. However, in this case, the return channel 22 is only positioned below the exchanger device 9 relative to the vertical axis Z. Above, the barrier wall 23 is directly connected to the exchanger device 9; that is, no return channel is formed, and no return flow R is formed here. Accordingly, this embodiment occupies less installation space upwards, which may be advantageous according to the design of the electric vehicle 50.

[0056] Figures 11 to 13 A fourth embodiment similar to the first and second embodiments is shown. However, the air passage device 16 with the blocking unit 17 is arranged only at the height of the lower region 9.1 of the exchanger device 9 relative to the vertical axis Z, and does not extend to the height of the upper region 9.2. Therefore, according to... Figure 11 In the case of the release position and according to Figure 12 The middle position or according to Figure 13 In the case of the obstruction position, the airflow L can pass through the upper part of the primary heat exchanger section 11 and continue to flow unimpeded toward the outlet side A. On the other hand, starting from the lower region 9.1, depending on the position of the obstruction unit 17, the airflow L can be completely or partially deflected to the return channel 22 formed below the exchanger device 9.

[0057] Figures 14 to 16 A temperature control system 1 according to a fifth embodiment is shown, which is still similar to the first embodiment and will not be discussed further in this regard. However, in this case, the air passage device 16 is arranged in front of the primary heat exchanger 10 relative to the longitudinal axis X. Figure 15 The diagram shows the blocking unit 17 in the released position, with the airflow L traveling along the longitudinal axis X. Therefore, in this configuration, the inlet side E is positioned in front of the exchange device 9, while the outlet side A is positioned behind the exchange device 9. Figure 15 For situations with relatively high external temperatures, air circulation is not required. The airflow L can be generated wholly or partially by the driving motion of the electric vehicle 50. Figure 16 The diagram shows the blocking unit in the blocking position, with the airflow L traveling opposite to the longitudinal axis X. Therefore, the outlet side A is positioned in front of the exchanger unit, and the inlet side E is positioned behind it. The fan unit 15 operates in the opposite direction to when the active position is present. In this case, the airflow L absorbs heat as it passes through the radiator 14, which can then be directly transferred to the primary heat exchanger 10. The closed blocking unit 17 prevents the cool ambient airflow from aligning with the outlet side A. The airflow then redirects to the return channels 22 located above and below the exchanger unit 9, and through them, it is delivered to the inlet side E.

[0058] The foregoing description is exemplary in nature and not restrictive. Changes and modifications to the disclosed examples will become apparent to those skilled in the art, and such changes and modifications do not necessarily depart from the spirit of this disclosure. Therefore, the scope of protection accrued to this disclosure can only be determined by examining the appended claims.

Claims

1. A temperature control system for a vehicle, comprising: The heat exchanger assembly includes a radiator and a primary heat exchanger, the radiator being configured to dissipate operating heat, and the primary heat exchanger being located in front of the radiator relative to the longitudinal axis of the vehicle. The fan unit is configured to generate airflow through the exchanger assembly from the inlet side to the outlet side; An air duct device is installed on the outlet side of the exchanger assembly; A blocking unit, associated with an air passage device and movable between a release position and a blocking position, selectively restricts airflow through the air passage device; as well as At least one guide wall is laterally spaced from the exchanger assembly and together with the exchanger assembly defines a return channel configured to guide at least a portion of the airflow from the outlet side back to the inlet side.

2. The temperature control system according to claim 1, further comprising: The compressor is configured to circulate the working fluid; as well as A temperature control device is configured for heat exchange between a working fluid and at least one vehicle area, wherein a primary heat exchanger is fluidly connected to the temperature control device via a first expansion valve upstream of the primary heat exchanger and fluidly connected to the temperature control device via a compressor downstream of the primary heat exchanger.

3. The temperature control system according to claim 1, wherein, Return channels are formed on opposite sides of the exchanger assembly relative to the lateral axis, and each return channel is bounded by at least one guide wall.

4. The temperature control system of claim 1, further comprising a barrier wall directly connected to the exchanger assembly on one lateral side of the exchanger assembly to prevent return airflow on said lateral side.

5. The temperature control system according to claim 1, wherein, The blocking unit is positioned at a height corresponding to the first portion of the exchanger assembly, and the second portion of the exchanger assembly is offset relative to the blocking unit, allowing air to pass through the second portion of the assembly independently of the blocking unit.

6. The temperature control system according to claim 1, wherein, The blocking unit includes at least one blocking element configured to prevent fluid communication between the return channel and the outlet area in a release position, the outlet area being located between the exchanger assembly and the air passage device, and the at least one blocking element configured to allow fluid communication between the return channel and the outlet area in a blocking position.

7. The temperature control system according to claim 1, wherein, The air passage device is positioned relative to the longitudinal axis behind the exchanger assembly, and wherein the air passage device and / or guide wall are disposed between the exchanger assembly and the engine compartment of the vehicle.

8. The temperature control system according to claim 1, wherein, The air duct device is positioned in front of the exchanger assembly relative to the longitudinal axis.

9. The temperature control system according to claim 1, wherein, The blocking unit is motorized and can be adjusted to at least one intermediate position between the release position and the blocking position to partially restrict airflow.

10. The temperature control system according to claim 1, wherein, At least one blocking element includes a tilted oriented surface configured to deflect a portion of the airflow toward the return channel when the blocking unit is in a blocking position or an intermediate position.

11. The temperature control system according to claim 1, wherein, The fan unit is configured to operate in the opposite direction of rotation so that the direction of airflow through the exchanger assembly is selectively reversed.

12. The temperature control system according to claim 1, wherein, A radiator is part of the cooling circuit used in the electric drive motor or transmission of an electric vehicle.

13. The temperature control system according to claim 2, wherein, The temperature control device includes an internal heat exchanger configured to regulate the air in the passenger compartment of the electric vehicle.

14. The temperature control system according to claim 2, wherein, The temperature control device includes a battery heat exchanger configured to control the temperature of the traction battery of the electric vehicle.

15. The temperature control system according to claim 1, wherein, The blocking unit comprises multiple pivotable sheets arranged side by side.

16. The temperature control system according to claim 1, wherein, The guide wall is connected to the air duct device.

17. The temperature control system according to claim 1, wherein, The return channel extends along at least most of the height of the switch component.

18. The temperature control system according to claim 1, wherein, At the obstruction point, the airflow forms a circulating flow path through the radiator, return channel, and primary heat exchanger.

19. The temperature control system according to claim 1, wherein, The air passage device includes a grille that is configured to selectively allow or block ambient air from outside the vehicle.

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