Operating procedures, vehicle climate control system and arrangement

Abstract

Operating procedure of a vehicle climate control system, which includes: in a passenger compartment cooling mode, moving a valve (30) to a first position and initializing the valve (30) without moving the valve (30) to a second position, and in a passenger compartment heating mode, moving the valve (30) to the second position and initializing the valve (30) without moving the valve (30) to the first position, where the first position allows more flow than the second position, wherein the initialization takes place during a start-up cycle of a vehicle climate control system (10) for a vehicle (16), wherein selecting the passenger compartment heating mode or the passenger compartment cooling mode is based at least in part on a measurement of a temperature in a passenger compartment (14, 78) of a vehicle (16), and further assessing a previous control head state, wherein, if the previous control head state is unknown, an ambient temperature outside the vehicle (16) is compared to a first threshold temperature to determine whether the vehicle climate control system (10) will operate in the passenger compartment heating mode, and the ambient temperature outside the vehicle (16) is compared to a second threshold temperature to determine whether the vehicle climate control system (10) will operate in the passenger compartment cooling mode.

Description

TECHNICAL FIELD

[0001] This disclosure relates generally to valves within a vehicle climate control system of a vehicle and, more particularly, to varying how the valves are initialized. The varying occurs in response to an expected mode. BACKGROUND

[0002] In general, electrified vehicles differ from conventional motor vehicles in that electrified vehicles are specifically powered using one or more battery-powered electric motors. In contrast to electrified vehicles, conventional motor vehicles are powered exclusively using an internal combustion engine. The electric motors can power the electrified vehicles instead of an internal combustion engine or in addition to it. Examples of electrified vehicles include hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), fuel cell vehicles (FCVs), and battery electric vehicles (BEVs).

[0003] US 2013 / 0 139 528 A1 describes an operating method for a vehicle climate control system, which comprises, in a cooling mode, moving a valve to a first position and initializing the valve without moving the valve to a second position, and, in a heating mode, moving the valve to the second position and further initializing the valve without moving the valve to the first position, wherein the first position allows more flow than the second position. Further relevant prior art relating to the background of the invention is provided by WO 2015 / 043 416 A1.

[0004] Vehicles, especially electrified vehicles, may contain a climate control system with valves. The valves control the flow of fluids, such as refrigerants, through the system. Starting the climate control system involves initializing its valves. Each of the valves is initialized by moving it to both a fully open and a fully closed position. Initializing essentially calibrates the valves, allowing the system to then position the valve to allow or block a desired amount of flow. SUMMARY

[0005] A method of operating a vehicle climate control system according to an exemplary aspect of the present disclosure includes, among other things, in a passenger compartment cooling mode, moving a valve to a first position and initializing the valve without moving the valve to a second position. In a passenger compartment heating mode, the method of operating moves the valve to a second position and initializes the valve without moving the valve to the first position. The first position allows more flow than the second position.

[0006] In a further non-limiting embodiment of the foregoing method of operation, the method of operation includes, in a dehumidification mode, moving the valve to the second position and initializing the valve without moving the valve to a first position.

[0007] In a further non-limiting embodiment of any of the foregoing operating methods, the operating method includes, in the passenger compartment heating mode, moving the valve to a throttle position after initialization. The throttle position allows less flow than the first position and more flow than the second position.

[0008] In the operating method, initialization occurs during a start-up cycle of a climate control system for a vehicle.

[0009] In a further non-limiting embodiment of any of the foregoing methods of operation, the first position is a fully open valve position and the second position is a fully closed valve position.

[0010] The operating method includes selecting the passenger compartment heating mode or the passenger compartment cooling mode based at least in part on a measurement of a temperature in a passenger compartment of a vehicle.

[0011] In a further non-limiting embodiment of any of the foregoing operating methods, the operating method includes controlling flow to a heat exchanger using the valve.

[0012] In a further non-limiting embodiment of any of the foregoing operating methods, the operating method includes exchanging thermal energy between the fluid and the ambient air at the heat exchanger.

[0013] In a further non-limiting embodiment of any of the foregoing operating methods, the valve is a first valve, and the heat exchanger is a first heat exchanger. The operating method further includes, in the passenger compartment heating mode and the passenger compartment cooling mode, moving a second valve to a fully closed position and initializing the second valve without moving the second valve to a fully open position.

[0014] A vehicle climate control system according to another exemplary aspect of the present disclosure includes, among other things, a first valve actuated to control flow to a first heat exchanger along a fluid circuit, a second valve actuated to control flow to a second heat exchanger along the fluid circuit, and a controller configured to initialize the first and second valves in a passenger compartment cooling mode, wherein the first valve is in a flow-permitting position and the second valve is in a flow-restricting position.

[0015] In a further non-limiting embodiment of the aforementioned vehicle climate control system, the controller is configured to initialize the first and second valves in the passenger compartment cooling mode without the first valve moving from a flow-permitting position to a flow-restricting position and the second valve moving from a flow-restricting position to a flow-permitting position.

[0016] In a further non-limiting embodiment of any of the foregoing vehicle climate control systems, the controller is further configured to initialize the first and second valves in a passenger compartment heating mode, wherein the first and second valves are in flow restricting positions.

[0017] In a further non-limiting embodiment of any of the foregoing vehicle climate control systems, the controller is further configured to initialize the first and second valves in a passenger compartment dehumidification mode, wherein the first and second valves are in flow restricting positions.

[0018] In a further non-limiting embodiment of any of the foregoing vehicle climate control systems, the flow permitting position is a nominally fully open position and the flow restricting position is a nominally fully closed position.

[0019] An assembly of a vehicle climate control system according to another exemplary aspect of the present disclosure includes, among other things, a valve configured to initialize in a first position when operating in a passenger compartment cooling mode and configured to initialize in a second position when operating in a passenger compartment heating mode, wherein the first position permits more flow of a fluid than the second position.

[0020] In a further non-limiting embodiment of the foregoing arrangement, the valve is further configured to initialize in the second position in a dehumidification mode.

[0021] In a further non-limiting embodiment of any of the foregoing arrangements, the valve is a needle valve.

[0022] In a further non-limiting embodiment of any of the foregoing arrangements, the first position is a fully open position and the second position is a fully closed position.

[0023] In a further non-limiting embodiment of any of the foregoing arrangements, the fluid flows from a heater to the valve and from the valve to a heat exchanger.

[0024] In a further non-limiting embodiment of any of the foregoing arrangements, the heat exchanger is configured to exchange thermal energy between the fluid and the ambient air. DESCRIPTION OF THE CHARACTERS

[0025] The various features and advantages of the disclosed examples will become apparent to those skilled in the art from the following detailed description. The figures accompanying the detailed description may be briefly described as follows: Fig. Figure 1 shows a highly schematic view of selected parts of a vehicle climate control system for a vehicle. Fig. 2 shows a valve from the vehicle climate control system of Fig. 1 in a fully open position. Fig. 3 shows the valve of Fig. 2 in a fully closed position. Fig. 4 shows the valve of Fig. 3 in a throttle position. Fig. 5 shows a schematic view of another exemplary vehicle climate control system for a vehicle in a passenger compartment heating mode. Fig. 6 shows the vehicle climate control system of Fig. 5 in a passenger compartment cooling mode. Fig. 7 shows the vehicle climate control system of Fig. 5 in a dehumidification mode. Fig. Figure 8 shows steps in an operating method for controlling valves in the vehicle climate control system of Fig. 5 to 7. DETAILED DESCRIPTION

[0026] This disclosure generally relates to valves of a vehicle climate control system of a vehicle. More specifically, the disclosure is directed to varying how one or more of the valves are initialized based on an operating mode for the vehicle climate control system. Varying how the valves are initialized may reduce the time the vehicle climate control system spends initializing valves, allowing the vehicle climate control system to deliver conditioned air to the vehicle occupants more quickly.

[0027] Referring to Fig. 1, an exemplary vehicle climate control system 10 provides conditioned air to a passenger compartment 14 of a vehicle 16. The exemplary vehicle climate control system 10 includes a first fluid circuit 22 extending from the passenger compartment 14 to a heater 18 and a second fluid circuit 26 extending from the passenger compartment 14 to a heat exchanger 28. The vehicle climate control system 10 further includes a valve 30 actuated to control flow through the second fluid circuit 26. A controller 34 is operatively connected to the passenger compartment 14, the heater 18, and the valve 30.

[0028] The vehicle climate control system 10 can operate in a passenger compartment heating mode or a passenger compartment cooling mode. In some examples, the vehicle climate control system 10 can also operate in a dehumidification mode. In the passenger compartment heating mode, the controller 34 commands the heater 18 to heat a fluid within a portion of the first fluid circuit 22. A pump (not shown) circulates the heated fluid along the first fluid circuit 22 to a position proximate the passenger compartment 14. The heated fluid is used to heat the passenger compartment 14.

[0029] In the passenger compartment cooling mode, the controller 34 commands the valve 30 to move to a position that allows flow of fluid along the second fluid circuit 26. Flow along the second fluid circuit carries thermal energy from the passenger compartment 14 to the heat exchanger 28. At the heat exchanger 28, heat is transferred from the fluid in the second fluid circuit 26 to the ambient air. A fan (not shown) may be used to move air through portions of the heat exchanger 28 to facilitate the transfer of thermal energy from the fluid in the second fluid circuit 26 to the ambient air.

[0030] The controller 34 may initiate the passenger compartment heating mode or the passenger compartment cooling mode in response to, for example, an input from a driver of the vehicle 16 during start-up of the vehicle 16. The controller 34 may, for example, receive a temperature request from a user input 36 within the passenger compartment 14. The controller 34 compares the temperature request to an actual temperature within the passenger compartment 14, a temperature outside the vehicle 16, or both. Based on the comparison, the controller 34 may initiate the passenger compartment heating mode or the passenger compartment cooling mode. The actual temperatures may be measured by sensors operatively connected to the controller 34.

[0031] When the controller 34 initiates the passenger compartment heating mode and commands the heater 18 to heat fluid within the first fluid circuit 22, the controller 34 commands the valve 30 to move to a flow-restricting position, e.g., a position that blocks flow along the second fluid circuit 26. This prevents cooling of the passenger compartment 14 during the passenger compartment heating mode.

[0032] When operating in the passenger compartment cooling mode, the controller moves the valve 30 to a fully open position or a throttled position between the fully open position and a fully closed position. The positioning of the valve 30 in the passenger compartment cooling mode depends on a desired amount of cooling for the passenger compartment 14. If more cooling is desired, the valve 30 is moved to a position allowing more flow. If less cooling is desired, the controller commands the valve 30 to move to a position allowing less flow.

[0033] The controller 34 may disable the heater 18 in the passenger compartment cooling mode so that the heater 18 does not heat the fluid in the first fluid circuit, which could heat the passenger compartment 14 and inhibit the effectiveness of using the passenger compartment cooling mode to cool the passenger compartment 14.

[0034] The controller 34 may include a processor operatively connected to a memory portion. The processor may be programmed to execute a program stored in the memory portion. The program may be stored in the memory portion as software code.

[0035] The program stored in the memory portion may include one or more additional or separate programs, each containing an ordered list of executable instructions for implementing logical functions associated with heating and cooling the passenger compartment 14. The instructions enable the controller 34, for example, to command the valve 30 to adjust to a position that permits or blocks a desired amount of flow through the second fluid circuit 26.

[0036] Now referring to Fig. 2 to 4 with continued reference to Fig. 1, the exemplary valve 30 is a needle valve actuated by a motor 38. Other types of valves could be used in other examples.

[0037] In this example, the motor 38 receives commands from the controller 34 and, in response, can move the valve 30 from the open position Fig. 2 to the closed position Fig. 3. The motor 38 can also move the valve 30 from the closed position Fig. 3 on the open position Fig. 2 and throttled positions between the open position from Fig. 2 and the closed position Fig. 3. An example of a throttle position is shown in Fig. 4. Thus, the controller 34 controls the flow along the second fluid circuit by commanding the motor 38 connected to the valve 30. In this example, initializing the valve 30 is required to calibrate the valve 30.

[0038] In some vehicle climate control systems, initializing a valve involves moving the valve to a fully open position and then to a fully closed position. The valve must move to both the fully open and fully closed positions so that a controller can learn where these positions are and then move the valve to an appropriate position for the vehicle climate control system to heat or cool a passenger compartment. Moving a valve to both a fully open and a fully closed position when initializing the valve takes time and can delay heating or cooling the passenger compartment. In some examples, moving the valve to both a fully open and fully closed position when initializing can take up to twelve seconds.

[0039] The exemplary valve 30 can be initialized by setting the valve 30 to the open position from Fig. 2 or the closed position Fig. 3. Moving the valve to the open position from Fig. 2 as well as the closed position Fig. 3 is not required to initialize valve 30.

[0040] In this example, the controller 34 initializes the valve 30 differently based on whether the vehicle climate control system 10 is operating in the passenger compartment heating mode or the passenger compartment cooling mode. In the passenger compartment cooling mode, the controller 34 commands the motor 38 to initialize the valve 30 to the fully open position. Fig. 2, not to the fully closed position Fig. 3. In the passenger compartment heating mode, the controller 34 commands the motor 38 to move the valve 30 to the fully closed position during initialization. Fig. 3, not on the fully open position Fig. 2. Initializing the valve 30 without moving the valve 30 to both a fully open and a fully closed position reduces the time required to initialize the valve 30.

[0041] Now referring to Fig. 5 through 7, another exemplary vehicle climate control system 50 is installed in an electrified vehicle that includes a battery 51 that is selectively used to drive the vehicle's wheels. Battery 51 is a relatively high-voltage traction battery.

[0042] In an exemplary embodiment, the vehicle climate control system 50 includes a heat exchanger 52, a heat exchanger 54, a heater 56, a compressor 60, an accumulator 62, a cooler 64, a heater core 68, an evaporator 70, and a pump 74. The vehicle climate control system 50 is considered to include a heat pump. The vehicle climate control system 50 utilizes multiple fluid circuits and fluids, such as refrigerant and a mixture of glycol and water. The vehicle climate control system 50 may heat, cool, and dehumidify a passenger compartment of the electrified vehicle. Components of the vehicle climate control system 50 may be in fluid communication via one or more conduits, such as pipes, hoses, and the like.

[0043] Fig. 5 shows the vehicle climate control system 50 in a passenger compartment heating mode, in which the pump 74 moves a fluid, such as coolant, along a first fluid circuit 76 to circulate coolant between the heater 56 and the heater core 68. Heated coolant flows from the heater 56 along the first fluid circuit 76 to the heater core 68. A fan 80 moves air through a duct 82. The fan 80 moves air to the heater core 68 within the duct 82.

[0044] The heater core 68 is located near the passenger compartment 78 of the vehicle in a portion of a ventilation subsystem within an HVAC enclosure and could embody any suitable configuration. In one embodiment, the heater core 68 is configured as a plate-fin or tubular-fin heat exchanger. However, other heater core configurations are contemplated as being within the scope of this disclosure. In another embodiment, the heater core 68 is located within the passenger compartment 78.

[0045] Heated air flows from the heater core 68 in duct 82 to a passenger compartment 78 of the vehicle to heat the passenger compartment. In the passenger compartment heating mode, an actuatable damper 86 is positioned within duct 82 to direct the airflow from the blower 80 through the heater core 68. Other actuatable dampers may be located elsewhere within the HVAC enclosure to control and manipulate the airflow through the HVAC enclosure.

[0046] In cabin heating mode, a second fluid, such as refrigerant, flows through heater 56 along a second fluid circuit 84. The example heater 56 is a refrigerant-based heater. At heater 56, heat is transferred from the refrigerant in second fluid circuit 84 to the coolant in first fluid circuit 76. Refrigerant then flows from heater 56 along second fluid circuit 84 through an expansion device, such as an electronic expansion valve 88, to heat exchanger 52. Expansion valve 88 is configured to change the pressure of the refrigerant of second fluid circuit 84. In this example, expansion valve 88 is an electronic heater expansion valve (HEXV). In cabin heating mode, high-pressure refrigerant received from heater 56 exits expansion valve 88 at a lower pressure and as a liquid-vapor mixture.

[0047] In the passenger compartment heating mode, the expansion valve 88 is maintained in a throttle position that generally corresponds to a position between a fully open position for the expansion valve 88 and a fully closed position for the expansion valve 88. The throttle position could be a fully open position in some examples. A motor may be triggered by a controller to position the expansion valve 88 in the throttle position.

[0048] After passing through the heater 56, the refrigerant absorbs thermal energy from the ambient air at the heat exchanger 52. The heat exchanger 52 is an external heat exchanger because the heat exchanger 52 exchanges thermal energy between the refrigerant and the ambient air outside the vehicle. Refrigerant flows along the second fluid circuit 84 from the heat exchanger 52 to a diverter valve 90, which directs the refrigerant to the accumulator 62. The accumulator 62 directs the refrigerant through the heat exchanger 54 to the compressor 60.

[0049] In this example, the bypass valve 90 is a solenoid valve that can be positioned to selectively allow the refrigerant within the second fluid circuit to bypass the heat exchanger 54. In the passenger compartment heating mode, there is effectively no exchange of thermal energy within the heat exchanger 54.

[0050] Compressor 60 pressurizes the refrigerant and circulates it through second fluid circuit 84. Compressor 60 can be powered by an electrical or non-electrical power source. For example, compressor 60 can be operatively coupled to the vehicle's internal combustion engine.

[0051] The refrigerant within the second fluid circuit 84 is compressed at the compressor 60 and returned to the heater 56. The refrigerant entering the heater 56 along the second fluid circuit 84 is hotter than the refrigerant entering the heater along the first fluid circuit 76.

[0052] Now referring to Fig. 6, the vehicle climate control system 50 is shown in a passenger compartment cooling mode. During operation in the passenger compartment cooling mode, the diverter valve 90 retracts to allow the second fluid circuit 84 to flow through the heat exchanger 54 and prevent the refrigerant from bypassing the heat exchanger 54. In the passenger compartment cooling mode, refrigerant flows from the heat exchanger 54 and then through an expansion device, such as an electronic expansion valve 92, to the evaporator 70 positioned within the passage 82. The expansion valve 92 is configured to change the pressure of the refrigerant of the second fluid circuit 84. In this example, the expansion valve 92 is a cooling electronic expansion valve (CEXV).

[0053] The fan 80 directs air through the evaporator 70. The air is cooled within the duct 82 as the air flows through the evaporator 70. The cooled air then flows from the duct 82 into the passenger compartment to cool the passenger compartment. The damper 86 is moved to a position that blocks the flow through the heater core 68.

[0054] Fluid flows along the second fluid circuit 84 from the evaporator 70 back to the accumulator 62 and through the heat exchanger 54, where thermal energy is transferred from the flow entering the evaporator 70 to the flow exiting the accumulator 62. The flow heated at the heat exchanger 54 then flows through the compressor 60, through the heater 56, through the expansion valve 88, and through the heat exchanger 52. In the passenger compartment cooling mode, the heat exchanger 52 operates as a condenser, providing flow to the heat exchanger 54.

[0055] In the passenger compartment cooling mode, the expansion valve 88 is maintained in a fully open or nominally fully open position to allow maximum flow to the heat exchanger 52. In the passenger compartment cooling mode, the expansion valve 92 is positioned in a throttling position to allow a desired flow along the second fluid circuit 84 to the evaporator 70. Adjusting the expansion valve 92 adjusts the flow to the evaporator 70 and thus the cooling effect of the evaporator 70 on the air flow through the passage 82.

[0056] In the passenger compartment cooling mode, some fluid flowing along the second fluid circuit 84 flows through an expansion device, such as an expansion valve 98, to the cooling device 64. The expansion valve 98 may be a passive thermal expansion valve with a shutoff position. In other examples, the expansion valve 98 is an electronic expansion device.

[0057] Additionally, a pump 100 circulates fluid, such as a coolant, along a third fluid circuit 104. Coolant flowing along the third fluid circuit 104 circulates between the cooling device 64 and the battery 51. The cooling device 64 cools coolant flowing along the third fluid circuit 104. The cooled coolant circulates from the cooling device 64 to the battery 51 to cool the battery 51. Refrigerant from the heat exchanger 54, which has flowed through the expansion valve 98 and the cooling device 64, is recycled to the fluid from the evaporator 70 at a position 108 upstream of the accumulator 62.

[0058] In other examples, the third fluid circuit 104 cools other components instead of, or in addition to, the battery 51. The third fluid circuit 104 could be used to cool, for example, electrical machines, inverter system controls, DC-DC converters, etc.

[0059] Now referring to Fig. 7, the vehicle climate control system 50 is shown in a dehumidification mode. In the dehumidification mode, coolant flows to the Fig. 5 along the first fluid circuit 76. Refrigerant flows to the in connection with Fig. 6 along the second fluid circuit 84. In dehumidification mode, coolant flows onto the Fig. 6 along the third fluid circuit 104.

[0060] In dehumidification mode, expansion valves 88 and 92 are held in respective throttling positions to provide the desired flow along second fluid circuit 84 to heat exchanger 52 and evaporator 70. Air flows through duct 82, evaporator 70, and heater core 68 to dehumidify the vehicle's passenger compartment. Flow control adjustments can be made to the throttling positions of expansion valves 88 and 92 to provide the desired dehumidification of the passenger compartment. In dehumidification mode, some evaporation occurs at evaporator 70, and additional evaporation occurs at heat exchanger 52. Damper 86 can be moved to an intermediate position to selectively allow flow through or around heater core 68.

[0061] Now referring to Fig. 8 with continued reference to Fig.5 through 7, an operating method 200 for a vehicle climate control in conjunction with the vehicle climate control system 50 begins at step 202. The operating method 200 may be executed on a programmable controller used in conjunction with the vehicle climate control system 50. In this example, the operating method 200 operates continuously as the vehicle is operating during an operating cycle.

[0062] From step 202, the operating method proceeds to step 204. At step 204, the operating method 200 assesses whether a control head is on. In some examples, input from an operator interacting with a climate control input screen on a center console of the vehicle turns on the control head. If the control head is not on, the operating method proceeds to step 208, which assesses whether a previous control head state is known. For example, if the vehicle was provided with operator input during a previous operating cycle corresponding to maintaining the passenger compartment temperature at 68 degrees Fahrenheit, and this information was stored, the previous control head state would be known.

[0063] If the previous control state is not known at step 208, the operating method proceeds to step 212, which determines an ambient temperature T AMB, which in this example is a temperature outside the vehicle, with a threshold temperature T1. The threshold temperature T1 is calibratable and can represent an ambient temperature below which the operator would normally select the passenger compartment heating mode. If the ambient temperature T AMB not lower than the threshold temperature T1, the operating procedure proceeds to step 216, which judges whether the ambient temperature T AMB higher than the threshold temperature T2. The threshold temperature T2 is calibratable and can represent an ambient temperature above which the operator would normally select the passenger compartment cooling mode. If the ambient temperature T AMB not above the upper threshold temperature T2, the operating method proceeds to step 220, where the ambient temperature T AMBof the passenger compartment 78 between the acceptable lower threshold temperature T1 and the acceptable upper threshold temperature T2 is considered.

[0064] If, at step 212, the ambient temperature T AMB below the lower threshold temperature T1, the operating method 200 interprets this as a passenger compartment heating mode request at step 224. If not, the operating method 200 proceeds to step 216.

[0065] If, at step 216, the ambient temperature T AMB above the lower acceptable threshold temperature T2, the operating method 200 interprets this as a passenger compartment cooling mode request at step 228. If not, the operating method 200 proceeds to step 220.

[0066] At step 220, the ambient temperature T AMBof the passenger compartment within an acceptable temperature range. Therefore, operating method 200 interprets this as a dehumidification mode request at step 232.

[0067] Returning to step 208, if the previous control head state is known, the operating method 200 proceeds to step 236, which assesses whether override of a previous setting is permissible. If override is permissible, the operating method 200 proceeds to step 212. If override is not permissible, the operating method 200 proceeds from step 236 to step 240, which assesses whether the passenger compartment heating mode has been requested.

[0068] At step 240, if the heating request from the control head did not come from step 204 or the interpretation of the passenger compartment heating mode request did not occur at step 224, the operating method 200 proceeds to step 244, which judges whether the passenger compartment cooling mode has been requested. The passenger compartment cooling mode request may come from the control head at step 204 or from an interpretation of the passenger compartment cooling mode request at step 228. If the passenger compartment cooling mode has not been requested, the operating method 200 proceeds to step 248, which judges that the dehumidification mode has been requested.

[0069] If, at step 240, the passenger compartment heating mode was requested by the control head at step 204 or the interpretation of the passenger compartment heating mode request was performed at step 224, the operating method 200 assesses at step 252 whether valve initialization is necessary. Since the operating method 200, in this example, runs continuously during an operating cycle, valve initialization at step 252 may not be necessary because the expansion valves 88 and 92 were initialized during vehicle start-up. If valve initialization is not necessary at step 252, the operating method proceeds to step 256, which maintains the expansion valve 88 in the throttle position and places the expansion valve 92 in a closed position. If valve initialization is not necessary at step 252, the expansion valves 88 and 92 should not require repositioning.Valve initialization may not be required if step 252 is reached in the middle of an operating cycle because the valve was already initialized at the beginning of the operating cycle. Again, the exemplary operating method 200 runs continuously throughout the operating cycle.

[0070] If, at step 252, valve initialization is necessary, the operating method 200 proceeds to step 260, which initializes the expansion valve 88 by moving the expansion valve 88 to a fully closed position without moving the expansion valve 88 to a fully open position. At step 260, the operating method 200 initializes the expansion valve 92 by moving the expansion valve 92 to a fully closed position without moving the expansion valve 92 to a fully open position. After initialization at step 260, the operating method 200 proceeds to step 256 to place the expansion valve 88 in the throttle position and maintain the expansion valve 92 in the closed position.

[0071] If the passenger compartment cooling mode has been requested at step 244, the operating method 200 proceeds to step 262, which determines whether valve initialization is necessary. If not, the operating method 200 proceeds from step 262 to step 266, which maintains the expansion valve 88 in an open position and the expansion valve 92 in a throttle position.

[0072] If valve initialization is necessary at step 262, the operating method 200 proceeds to step 270. At step 270, the operating method 200 initializes the expansion valve 88 by moving the valve to a fully open position without moving the valve to a fully closed position. At step 270, the operating method 200 initializes the expansion valve 92 by moving the expansion valve 92 to a fully closed position without moving the expansion valve 92 to a fully open position. The operating method 200 then proceeds from step 270 to step 266, which maintains the expansion valve 88 in the open position and positions the expansion valve 92 in a throttle position.

[0073] If the passenger compartment heating mode is not requested at step 240 and the passenger compartment cooling mode is not requested at step 244, the operating method 200 judges that the dehumidification mode has been requested at step 248. The operating method 200 proceeds from step 248 to step 272, which judges whether valve initialization is necessary. If not, the operating method 200 proceeds to step 276, which maintains the expansion valve 88 in a throttle position and the expansion valve 92 in a throttle position.

[0074] If valve initialization is necessary at step 272, the operating method 200 proceeds to step 280, which initializes the expansion valve 88 by moving the expansion valve 88 to a fully closed position without moving the expansion valve 88 to a fully open position, and further initializes the expansion valve 92 by moving the expansion valve 92 to a fully closed position without moving the expansion valve 92 to a fully open position. After initializing the valves at step 280, the operating method 200 proceeds to step 276, which positions the expansion valve 88 to a throttle position and the expansion valve 92 to a throttle position.

[0075] After steps 256, 266 and 276, the operating procedure returns to the beginning 202.

[0076] Features of some of the disclosed examples include a vehicle climate control system for controlling a climate within a passenger compartment of a vehicle. The vehicle climate control system initializes valves of the vehicle climate control system differently depending on a requested mode. This reduces the time spent initializing and desirably reduces the time required for heating and cooling, or both.

[0077] The foregoing description is exemplary and not restrictive. Variations and modifications to the disclosed examples may be apparent to those skilled in the art without necessarily departing from the spirit of this disclosure. Therefore, the scope of this disclosure can only be determined by reference to the following claims.

Claims

[1] Operating procedure of a vehicle climate control system, which includes: in a passenger compartment cooling mode, moving a valve (30) to a first position and initializing the valve (30) without moving the valve (30) to a second position, and in a passenger compartment heating mode, moving the valve (30) to the second position and initializing the valve (30) without moving the valve (30) to the first position, where the first position allows more flow than the second position, wherein the initialization takes place during a start-up cycle of a vehicle climate control system (10) for a vehicle (16), wherein selecting the passenger compartment heating mode or the passenger compartment cooling mode is based at least in part on a measurement of a temperature in a passenger compartment (14, 78) of a vehicle (16), and further assessing a previous control head state, wherein, if the previous control head state is unknown, an ambient temperature outside the vehicle (16) is compared to a first threshold temperature to determine whether the vehicle climate control system (10) will operate in the passenger compartment heating mode, and the ambient temperature outside the vehicle (16) is compared to a second threshold temperature to determine whether the vehicle climate control system (10) will operate in the passenger compartment cooling mode. [2] The method of operation of claim 1, further comprising, in a passenger compartment dehumidification mode, moving the valve (30) to the second position and initializing the valve (30) without moving the valve (30) to the first position. [3] The method of operation of claim 1 or 2, further comprising, in the passenger compartment heating mode, moving the valve (30) to a throttle position after initializing, the throttle position allowing less flow than the first position and more flow than the second position. [4] Operating method according to one of claims 1 to 3, wherein the first position is a fully open valve position and the second position is a fully closed valve position. [5] The method of operation of any one of claims 1 to 4, further comprising controlling flow to a heat exchanger (28) using the valve (30). [6] The method of operation of claim 5, further comprising exchanging thermal energy between a fluid and ambient air at the heat exchanger (28). [7] The method of operation of claim 6, wherein the valve (30) is a first valve and the heat exchanger (28) is a first heat exchanger (52), and further comprising, in the passenger compartment heating mode and the passenger compartment cooling mode, moving a second valve to a fully closed position and initializing the second valve without moving the second valve to a fully open position. [8] Vehicle climate control system (50) comprising: a first expansion valve (88) actuated to control flow to a first heat exchanger (52) along a fluid circuit; a second expansion valve (92) actuated to control flow to a second heat exchanger (54) along the fluid circuit; and a controller (34) configured to initialize the first (88) and second expansion valve (92) in a passenger compartment cooling mode, wherein the first expansion valve (88) is in a flow-permitting position and the second expansion valve (92) is in a flow-blocking position, characterized by , that the controller (34) is further configured to further control the initialization by assessing a previous control head state, wherein, if the previous control head state is unknown, an ambient temperature outside a vehicle (16) is compared to a first threshold temperature to determine whether the vehicle climate control system (50) will operate in a passenger compartment heating mode, and the ambient temperature outside the vehicle (16) is compared to a second threshold temperature to determine whether the vehicle climate control system (50) will operate in the passenger compartment cooling mode. [9] The vehicle climate control system (50) of claim 8, wherein the controller (34) is configured to initialize the first and second expansion valves (88, 92) in the passenger compartment cooling mode without the first expansion valve (88) moving from a flow-permitting position to a flow-blocking position and the second expansion valve (92) moving from a flow-blocking position to a flow-permitting position. [10] The vehicle climate control system (50) of claim 8 or 9, wherein the controller (34) is further configured to initialize the first and second expansion valves (88, 92) in a passenger compartment heating mode, wherein the first and second expansion valves (88, 92) are in flow-blocking positions. [11] The vehicle climate control system (50) of claim 10, wherein the controller (34) is further configured to initialize the first and second expansion valves (88, 92) in a passenger compartment dehumidification mode, wherein the first and second expansion valves (88, 92) are in flow-blocking positions. [12] The vehicle climate control system (50) of any one of claims 8 to 11, wherein the flow-permitting position is a fully open position and the flow-blocking position is a fully closed position. [13] Arrangement of a vehicle climate control system (10) comprising: a valve (30) configured to be initialized in a first position when operating in a cooling mode and configured to be initialized in a second position when operating in a heating mode, the first position allowing more flow of a fluid than the second position, characterized by, that a controller (34) is configured to control the initialization by assessing a previous control head state, wherein, if the previous control head state is unknown, an ambient temperature outside of the vehicle (16) is compared to a first threshold temperature to determine whether the vehicle climate control system (10) will operate in a passenger compartment heating mode, and an ambient temperature outside of the vehicle (16) is compared to a second threshold temperature to determine whether the vehicle climate control system (10) will operate in a passenger compartment cooling mode. [14] The assembly of claim 13, wherein the valve (30) is further configured to be initialized in the second position in a passenger compartment dehumidification mode. [15] An arrangement according to claim 13 or 14, wherein the valve (30) is a needle valve. [16] An assembly according to any one of claims 13 to 15, wherein the first position is a fully open position and the second position is a fully closed position. [17] An arrangement according to any one of claims 13 to 16, wherein the fluid flows from a heating device (18) to the valve (30) and from the valve (30) to a heat exchanger (28). [18] The arrangement according to claim 17, wherein the heat exchanger (28) is designed to exchange thermal energy between the fluid and ambient air.

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