Air conditioning arrangement with parallel ejectors

Abstract

In order to provide an air conditioning system with air conditioning and heat pump applications that has increased effectiveness, an air conditioning arrangement (101, 102, 103) is proposed for heating or cooling a room, in particular a vehicle interior, and / or a component, in particular a component of a vehicle, comprising a compressor (30) for conveying a refrigerant, a first heat exchanger (10) arranged downstream of the compressor (30) for cooling the refrigerant, wherein refrigerant emerging from the first heat exchanger (10) can be fed to a propellant inlet (22) of a first ejector (20), and comprising a second heat exchanger (11) arranged downstream of the compressor (30) for cooling the refrigerant, wherein refrigerant emerging from the second heat exchanger (11) can be fed to a propellant inlet (24) of a second ejector (21),and comprising at least one third heat exchanger (12) arranged upstream of the compressor (30) for heating the refrigerant, wherein refrigerant emerging from the third heat exchanger (13) can be fed, in particular directly, to a suction mass inlet (25, 23) of the first and / or the second ejector (20, 21), and wherein the first ejector (20) is connected in parallel to the second ejector (21).

Description

The invention relates to an air conditioning arrangement and a vehicle having such an air conditioning arrangement.Air conditioning systems are known which use a combined air conditioning or cooling and heat pump system. Such air conditioning systems often use CO 2 as the refrigerant, which systems are limited in their performance at high outdoor temperatures. Moreover, alternative refrigerants of better performance, such as R1234YF and R134a, are used in air conditioning systems, which are disadvantageous in terms of safety due to their flammability and environmental neutrality. Furthermore, refrigerants such as R1234YF can only be used to a limited extent in heat pump operation.Such an air conditioning system is known, for example, from EP 3 486 580 A1, which discloses a cooling circuit having a tank, a compressor, a heat exchanger and an ejector module having a plurality of ejectors and collecting lines.Further systems which use a plurality of ejectors for increasing the efficiency are known from IN 20211 1 016 181 and US 2018 / 0274821 A1.The object of the invention is to provide an air conditioning system with air conditioning and heat pump applications, which has an increased effectiveness.This object is achieved by the features specified in claim 1. Further advantageous embodiments of the invention are described in the dependent claims.The parallel connection of a first and a second ejector advantageously makes it possible to reduce throttle losses at the ejectors and thereby to increase the efficiency of the air-conditioning arrangement. Furthermore, it is advantageously possible to use the ejectors flexibly for the selective use of the heat exchangers in different operating modes.In particular, the air-conditioning arrangement comprises a first cooling circuit section for cooling the refrigerant and for heating further cooling media in thermal contact with the refrigerant, and a second cooling circuit section for heating the refrigerant and for cooling further cooling media in thermal contact with the refrigerant. The first and the second heat exchanger are in particular assigned to the first cooling circuit section. The third heat exchanger is in particular assigned to the second cooling circuit section.The first heat exchanger is preferably a refrigerant-air heat exchanger for air-conditioning, in particular heating, air, which is in particular in thermal contact with the first heat exchanger. In particular, the first heat exchanger is provided for heating a space, in particular the vehicle interior.The second heat exchanger is preferably a refrigerant-air heat exchanger for air-conditioning, in particular heating, air which is in thermal contact in particular with the second heat exchanger on the one hand and a component to be heated on the other hand, for example a vehicle battery. Alternatively, the second heat exchanger can be designed for connection to a further refrigerant circuit. For this purpose, the second heat exchanger preferably has corresponding connections.The third heat exchanger is preferably a refrigerant-air heat exchanger for air-conditioning, in particular cooling, air, which is in particular in thermal contact with the third heat exchanger. In particular, the third heat exchanger is provided for cooling a space, in particular the vehicle interior.The fourth heat exchanger is preferably designed for cooling a component, in particular a vehicle component. For this purpose, the fourth heat exchanger is preferably designed for connection to a further cooling medium circuit. For this purpose, the fourth heat exchanger preferably has corresponding connections. Preferably, the component is a vehicle battery.The respective outlet of the first and of the second ejector is preferably connected, in particular directly, to a phase separator. In particular, no further inflows or outflows are present between the respective outlet and the phase separator, one exception being the bringing together of the line sections connected to the two outlets to a common feed line to the phase separator. The two outputs are therefore connected to the phase separator in particular by a common feed line.Preferably, a valve, in particular an expansion valve, is arranged upstream of the third heat exchanger. The valve advantageously makes it possible to control or regulate the refrigerant flow from the phase separator to the third heat exchanger, so that different operating modes of the air-conditioning arrangement can be selected, as will be described in detail below.The air-conditioning arrangement preferably comprises a fourth heat exchanger, arranged upstream of the compressor, for heating the refrigerant, wherein refrigerant emerging from the fourth heat exchanger can be fed, in particular directly, to the suction mass inlet of the first and / or of the second ejector.The fourth heat exchanger is preferably connected in parallel with the third heat exchanger. The fourth heat exchanger is accordingly assigned in particular to the second cooling circuit section. Advantageously, the second cooling circuit section comprises two heat exchangers for carrying out different air-conditioning functions.Preferably, an expansion valve is arranged upstream of the fourth heat exchanger. The valve advantageously makes it possible to control or regulate the refrigerant flow from the phase separator to the fourth heat exchanger, so that different operating modes of the air-conditioning arrangement can be selected, as will be described in detail below. For example, in the second cooling circuit section, the heat exchangers can be activated selectively or both by switching the valves respectively upstream of the third and fourth heat exchangers accordingly.The second heat exchanger is preferably connectable to the intake of the first ejector and / or the second ejector, the third heat exchanger and / or the fourth heat exchanger. Preferably, a controllable valve, in particular an automatic branch valve, is arranged between the second heat exchanger and the suction mass inlet of the first ejector and / or of the second ejector, the third heat exchanger and / or the fourth heat exchanger.Preferably, the first heat exchanger and / or the second heat exchanger is preceded by a controllable valve, in particular an automatic branch valve. This advantageously makes it possible to control or regulate the refrigerant flow from the compressor to the first or the second heat exchanger. In particular, depending on the operating mode, the first or the second heat exchanger can be operated selectively.Preferably, the first and / or the second ejector have a variable, in particular controllable, nozzle cross section. An ejector is also referred to as a jet pump. The ejector comprises in particular an inlet for a motive mass flow and a suction mass flow. In the ejector, an annular gap is formed between a nozzle and a needle, in which the motive mass flow is accelerated and is subsequently mixed with the suction mass flow in a mixing tube downstream of the nozzle. The mixing tube is followed by a diffuser with an increasing cross section, in which the velocity of the total mass flow is reduced and the pressure rises above the level of the suction mass flow. By axially displacing the needle, which can be regulated in particular, the size of the annular gap can be adapted. The ejectors or the movement of the needle of the ejectors can be regulated in particular independently of one another.The operation of the first to fourth heat exchangers can preferably be controlled or regulated, in particular by switching the valves connected upstream of the respective heat exchangers, it being possible to implement different operating modes. In the various operating modes, in particular, at least two of the heat exchangers can be selectively operated. Furthermore, it is advantageously possible to use only one of the ejectors by means of corresponding bypass circuits.Preferably, three design variants of the air conditioning arrangement are possible, which differ in the structure of the air conditioning arrangement. Each of the air-conditioning arrangements of the individual design variants can in turn be operated by selective switching of the valves described above in different operating modes, which each realize different functions.A first design variant is provided for high-performance operation of the air-conditioning arrangement. The second heat exchanger is preferably connected, in particular directly, to a phase separator. Preferably, a controllable valve, in particular an automatic branch valve, is arranged between the second heat exchanger and the suction mass inlet of the first ejector, the third heat exchanger and / or the fourth heat exchanger. The second heat exchanger is designed as a refrigerant-air heat exchanger and is arranged in particular in a vehicle front.In a first operating mode of the first design variant, the valve connected upstream of the first and third heat exchangers is closed. The second and fourth heat exchangers are thus in operation. The fourth heat exchanger actively cools a battery, while heat is dissipated via the second heat exchanger. In this case, only the second ejector is in operation, the motive mass inlet of which is connected to the outlet of the second heat exchanger and the suction mass inlet of which is connected to the outlet of the fourth heat exchanger.A second operating mode of the first design variant corresponds to the first operating mode, wherein the valve of the third heat exchanger is opened and the valve of the fourth heat exchanger is closed, so that instead of the fourth heat exchanger the third heat exchanger is in operation, in particular for cooling an interior of the vehicle.In a third operating mode of the first design variant, only the valve upstream of the first heat exchanger is opened, while the valve upstream of the remaining heat exchangers is closed. In addition, valves are opened between the second heat exchanger and the suction mass inlet of the first ejector and between the second heat exchanger and the phase separator. In this case, the first heat exchanger releases heat, for example to the interior of the vehicle. The second heat exchanger receives heat in this case.A fourth operating mode corresponds to the third operating mode, with the difference that instead of the second heat exchanger, the fourth heat exchanger is connected between the suction mass inlet of the first ejector and the phase separator and accordingly absorbs heat, in particular from a vehicle battery. According to a fifth and sixth operating mode, the heat absorbed by the fourth heat exchanger can originate from a drive or water heater.According to a seventh operating mode of the first design variant, the third and fourth heat exchangers are active in the second coolant circuit and the valves connected upstream are open accordingly. In the first coolant circuit, only the second heat exchanger is active by corresponding opening of the upstream valve. The first heat exchanger is inactive and the associated valve is closed. Here, the second heat exchanger heats a battery for charging, for example. For example, the third heat exchanger cools a vehicle interior and the fourth heat exchanger cools the battery.According to an eighth operating mode of the first design variant, only the first heat exchanger is active in the first coolant circuit, for example for heating a vehicle interior. In the second coolant circuit, on the one hand, the fourth heat exchanger is active, and in addition valves are opened between the second heat exchanger and the intake of the first ejector and between the second heat exchanger and the phase separator. Here, for example, the second heat exchanger cools air, in particular for cooling a drive, and the fourth heat exchanger cools a battery.A ninth operating mode differs from the eighth in the connection of the third heat exchanger in the second coolant circuit, for example for cooling an interior space. In the heating power deficit, in addition to the heating by the first heat exchanger, drying of the air in the interior of the vehicle is additionally made possible here.According to a tenth operating mode of the first embodiment variant, the second heat exchanger is not integrated in the second coolant circuit, but in the first coolant circuit, and emits additional heat here in the heating power excess. Here, both ejectors are correspondingly in operation and the outlet of the second heat exchanger is connected to the motive mass inlet of the second ejector. In an eleventh operating mode, in contrast to the tenth operating mode, the third heat exchanger is inactive. Furthermore, the valve upstream of the first heat exchanger is closed. In this operating mode, condensed refrigerant is suctioned out of the first heat exchanger. For this purpose, the nozzle on the first ejector is open.According to a twelfth operating mode of the first design variant, the first heat exchanger is active in the first coolant circuit, and furthermore a bypass line is connected between the compressor and the suction mass inlet of the first ejector. In the second coolant circuit, the fourth heat exchanger is active, the outlet of which is likewise connected to the suction mass inlet of the first ejector. The second ejector is not active. In this operating mode, a more rapid or more effective heating, in particular of a vehicle interior, can be carried out by means of the first heat exchanger.A second design variant of the air conditioning arrangement differs from the first design variant in that there is no connection of the outlet of the second heat exchanger to the phase separator and to the second coolant circuit. The air conditioning arrangement of the second design variant accordingly has a simplified structure. Furthermore, in contrast to the first design variant, the second heat exchanger is designed as a water-cooled heat exchanger, and the fourth heat exchanger can be connected by means of its coolant connection device to a coolant circuit of a battery cooling system or else can also operate as a water heat pump by absorbing heat from a drive, a battery, an auxiliary heater and / or a water cooler of the vehicle.In a first operating mode of the second design variant, only the second heat exchanger is active in the first coolant circuit, for example for the indirect emission of heat into the environment via a connected further coolant circuit, and its outlet is connected to the propellant inlet of the second ejector. In the second coolant circuit, the fourth heat exchanger is active, for example for cooling a vehicle battery. A second operating mode differs from the first operating mode in that, instead of the fourth heat exchanger, the third heat exchanger is active, for example for cooling a vehicle interior. A third operating mode differs from the first operating mode in that, instead of the second heat exchanger, the first heat exchanger is active in the first coolant circuit, for example for heating a vehicle interior. Accordingly, in comparison with the first operating mode, the first ejector is also active here instead of the second ejector. Proceeding from this, further operating modes are conceivable in which, in the second cooling circuit, instead of the cooling of the battery by the fourth heat exchanger, heat is absorbed by the latter from a drive and / or a water heater.In a fourth operating mode of the second design variant, the second heat exchanger is active in the first cooling circuit, for example for heating a battery, and the third and fourth heat exchangers are active in the second cooling circuit, for example for cooling a vehicle interior and the battery. The second, third and fourth heat exchangers are connected to the second ejector, so that the first ejector is not active.In a fifth operating mode of the second design variant, the first heat exchanger is active in the first cooling circuit, in particular for heating a vehicle interior, and the third and fourth heat exchangers are active in the second cooling circuit. The fourth heat exchanger may cool a vehicle interior, for example. The first heat exchanger dries the air in an interior of the vehicle. In a sixth operating mode, the second heat exchanger is additionally active in order to emit heat in the event of an excess of heating power.In a seventh operating mode, the second and fourth heat exchangers are active. The valve upstream of the first heat exchanger is closed and the ejector nozzle on the first ejector is opened. In this operating mode, condensed refrigerant is suctioned out of the first heat exchanger.A third embodiment variant differs from the second embodiment variant in the embodiment of the second heat exchanger as an air-based heat exchanger, that is to say heat is dissipated via air. Here, the analogous seven operating modes are possible accordingly, with the difference that the removal of heat at the second heat exchanger is effected correspondingly via air.The object according to the invention is furthermore achieved by a vehicle having an air conditioning arrangement with the aforementioned features. The vehicle is preferably a motor vehicle, in particular a motor vehicle having an electric drive.Exemplary embodiments of the invention are explained in more detail below with reference to the drawings. The following are shown: FIG. 1 shows an air conditioning arrangement according to a first design variant, FIG. 2 shows an air conditioning arrangement according to a first design variant in a first operating mode, FIG. 3 shows an air conditioning arrangement according to a first design variant in a second operating mode, FIG. 4 shows an air conditioning arrangement according to a first design variant in a third operating mode, FIG. 5 shows an air conditioning arrangement according to a first design variant in a fourth, fifth and sixth operating mode, FIG. 6 shows an air conditioning arrangement according to a first design variant in a seventh operating mode, FIG. 7 shows an air conditioning arrangement according to a first design variant in an eighth operating mode, FIG. 8 shows an air conditioning arrangement according to a first design variant in a ninth operating mode, FIG. 9 shows an air conditioning arrangement according to a first design variant in a tenth operating mode, FIG. 10 shows an air conditioning arrangement according to a first design variant in an eleventh operating mode, FIG. 11 shows an air conditioning arrangement according to a first embodiment variant in a twelfth operating mode, FIG. 12 shows an air conditioning arrangement according to a second design variant, FIG. 13 shows an air conditioning arrangement according to a second design variant in a first operating mode, FIG. 14 shows an air conditioning arrangement according to a second design variant in a second operating mode, FIG. 15 shows an air conditioning arrangement according to a second design variant in a third operating mode, FIG. 16 shows an air conditioning arrangement according to a second design variant in a fourth operating mode, FIG. 17 shows an air conditioning arrangement according to a first second embodiment variant in a fifth operating mode, FIG. 18 shows an air conditioning arrangement according to a first second embodiment variant in a sixth operating mode, FIG. 19 shows an air conditioning arrangement according to a first second embodiment variant in a seventh operating mode, and FIG. 20 shows an air conditioning arrangement according to a third embodiment variant.In the figures, the same structural elements have the same reference numerals.FIG. 1 shows an air conditioning arrangement 101 according to a first design variant. The air conditioning arrangement 101 comprises a first coolant circuit, in which a compressor 30 is arranged, and downstream a first heat exchanger 10 and a second heat exchanger 11, which are connected in parallel with one another. The first heat exchanger 10 is in particular a refrigerant-air heat exchanger which climates or heats an interior of a vehicle. The second heat exchanger 11 is likewise a refrigerant-air heat exchanger, which can be arranged in particular in a vehicle front and can be provided, for example, for heating a vehicle battery for the direct current rapid charging of the vehicle battery. The first heat exchanger 10 and the second heat exchanger 11 are each preceded by a shut-off valve 10 aand 11 a, respectively.Furthermore, the air-conditioning arrangement 101 comprises two ejectors 20, 21, which are arranged in a parallel connection in the air-conditioning arrangement 101. In this case, a refrigerant outlet of the first heat exchanger 10 is connected to the motive mass inlet 22, 24 of the first ejector, and a refrigerant outlet of the second heat exchanger 11 is connected to the motive mass inlet 24 of the second ejector 21. In addition, upstream of the refrigerant inlet of the second heat exchanger 11, a branch is provided, which is connected or can be connected to the suction mass inlet 23, 25 of the first and second ejectors 20, 21, respectively. In the branch, a further shut-off valve 11 bis arranged. The refrigerant outlet of the second heat exchanger is further directly connected or connectable to a phase separator 31. Between the phase separator 31 and the refrigerant outlet of the second heat exchanger 11 there is also arranged a further shut-off valve 11 c.The air conditioning arrangement 101 further comprises a second coolant circuit comprising a third heat exchanger 12 and a fourth heat exchanger 13. The third heat exchanger 12 is a refrigerant-air heat exchanger for air-conditioning a vehicle interior. The fourth heat exchanger has a connection device 32 for connecting a further coolant circuit, for example a battery, a drive or a heater for cooling the aforementioned components. The third and the fourth heat exchangers 12, 13 are connected in parallel, wherein an expansion valve 12 a, 13 ais connected upstream of each of the two heat exchangers 12, 13. A further expansion valve 12 bis furthermore arranged behind the third heat exchanger 12. The refrigerant outlets of the third and fourth heat exchangers 12, 13 are connected or can be connected to the suction mass inlet 23, 25 of the first and second ejectors 20, 21, respectively. The suction mass inlets 23, 25 are each preceded by check valves 14a, 14b.The outlets of the two ejectors 20, 21 are each connected to the phase separator 30. The two ejectors 20, 21 are thus connected in parallel and can thus be operated basically separately from one another. In the phase separator 30, the liquid and the gaseous phase are separated from the refrigerant stream and the gaseous phase is fed to the first coolant circuit and the liquid phase is fed to the second coolant circuit.FIGS. 2 to 11 show different operating modes which can be implemented with the air-conditioning arrangement 101 of the first design variant. The different operating modes can be set by switching the valves 10 a, 11 a, 11 b, 11 c, 12 a, 12 b, 13 a, 14 a, 14 b, respectively.In FIG. 2, in a first operating mode, the second heat exchanger 11 and the fourth heat exchanger 13 are active by closing the valves 10 a, 11 b, 11 c, 14 b, 12 band 12 a. FIG. 3 shows a third operating mode in which, in contrast to the second operating mode, instead of the fourth heat exchanger, the third heat exchanger 12 is active by opening the valves 12 a, 12 and closing the valve 13 a. Here, only the second ejector 21 is in operation.FIG. 4 shows a third operating mode in which the valve 10a upstream of the first heat exchanger 10 is opened, while the valve 11, 12a, 13a upstream of the remaining heat exchangers is closed. In addition, valves 11 b, 11 care opened between the second heat exchanger 11 and the suction mass inlet 23 of the first ejector 20 and between the second heat exchanger 11 and the phase separator 30. In this case, the first heat exchanger 10 releases heat, for example to the interior of the vehicle. The second heat exchanger 11 receives heat in this case.FIG. 5 shows a fourth, fifth and sixth operating mode in which the valves 10 a, 13 aand 14 bare opened so that the first heat exchanger 10 and the fourth heat exchanger 13 are active. Here, only the first ejector 20 is in operation. The fourth, fifth and sixth operating modes differ in the further cooling circuit connected to the fourth heat exchanger 13 or its connection device 32. This can be a cooling circuit of either a battery, a drive or an auxiliary heater.In the seventh operating mode shown in FIG. 6, by opening the valves 11 a, 12 a, 12 b, 13 aand 14 a, the second heat exchanger and the third and fourth heat exchangers 12, 13 are active.FIG. 7 shows an eighth operating mode in which only the first heat exchanger 10 is active in the first coolant circuit, for example for heating a vehicle interior. In the second coolant circuit, on the one hand, the fourth heat exchanger 13 is active, and in addition valves 11 b, 11 care opened between the second heat exchanger 11 and the suction mass inlet 23 of the first ejector 20 and between the second heat exchanger 11 and the phase separator 31. Here, for example, the second heat exchanger 11 cools air, particularly for cooling a drive, and the fourth heat exchanger 13 cools a battery. FIG. 8 shows a ninth operation mode, which is different from the seventh operation mode by the additional operation of the third heat exchanger 12.FIG. 9 shows a tenth operating mode in which all heat exchangers 10, 11, 12, 13 are active.FIG. 10 shows an eleventh operating mode in which the fourth heat exchanger 13 and the second heat exchanger 11 are active. In addition, the motive mass inlet 22 of the first ejector 20 is open. In this operating mode, condensed refrigerant is suctioned out of the first heat exchanger 10.FIG. 11 shows a twelfth operating mode in which the fourth heat exchanger 13 and the first heat exchanger 10 are active. Further, by opening the valves 11 aand 11 b, a bypass line is connected in the first coolant circuit.FIG. 12 shows an air conditioning arrangement 102 according to a second design variant. The second design variant of the air conditioning arrangement 102 differs from the first design variant in that there is no connection between the outlet of the second heat exchanger 11' and the phase separator 31 and the second coolant circuit. Furthermore, the second heat exchanger 11' is not an air-water heat exchanger, but rather has a connection device 33 for connecting a further coolant circuit.FIGS. 13 to 19 show different operating modes which can be implemented with the air-conditioning arrangement 102.In the first operating mode of the air-conditioning arrangement 102 according to the second design variant shown in FIG. 13, exclusively the second heat exchanger 11' and the fourth heat exchanger 13 are active. Here, only the second ejector 21 is in operation. In a second operating mode shown in FIG. 14, in contrast, the third heat exchanger 12 is active instead of the fourth heat exchanger 13.FIG. 15 shows a third operating mode in which the first heat exchanger 10 and the fourth heat exchanger 13 are active. Accordingly, only the first ejector 20 is in operation.FIG. 16 shows a fourth operating mode in which only the second heat exchanger 11' is active in the first coolant circuit and both the third heat exchanger 12 and the fourth heat exchanger 13 are active in the second coolant circuit. Here, only the second ejector 21 is in operation.FIG. 17 shows a fifth operating mode, in which, compared to the fourth operating mode, the first heat exchanger 10 is active instead of the second heat exchanger 11'. Here, only the first ejector 20 is then in operation.In the sixth operating mode shown in FIG. 18, all heat exchangers 10, 11', 12, 13 are active and both ejectors 20, 21 are in operation.Fig. 19 shows a seventh mode of operation in which the second heat exchanger 11' and the fourth heat exchanger 13 are active. In addition, a nozzle of the first ejector 20 is opened and the valve 10 aconnected upstream of the first heat exchanger 10 is closed. In this configuration, condensed refrigerant can be drawn off from the first heat exchanger 10.FIG. 20 shows an air conditioning arrangement 103 according to a third embodiment variant. The air-conditioning arrangement 103 according to a third design variant differs from the air-conditioning arrangement 102 according to a second design variant in the design of the second heat exchanger 10 as a refrigerant-air heat exchanger, analogously to the first design variant. All of the seven operating modes of the air-conditioning arrangement 102 according to a second embodiment variant can be realized in an analogous manner with the air-conditioning arrangement 103 according to a third embodiment variant.List of reference characters101 Air conditioning arrangement 102 Air conditioning arrangement 103 Air conditioning arrangement 10 First heat exchanger 10 a Valve 11 Second heat exchanger according to a first embodiment 11' Second heat exchanger according to a second embodiment 11 a, b, c Valves 12 Third heat exchanger 12 a, b Valves 13 Fourth heat exchanger 13 a Valve 14 a, b Check valves 20 First ejector 21 Second ejector 22 Motive mass inlet of the first ejector 23 Motive mass inlet of the first ejector 24 Motive mass inlet of the second ejector 25 Motive mass inlet of the second ejector 30 Compressor 31 Phase separator 32 Connections of the fourth heat exchanger 33 Connections of the second heat exchangerReferences included in the specificationThis list of documents cited by the applicant has been produced in an automated manner and is only included for the better information of the reader. The list is not part of the German patent application or utility model application. The DPMA does not take any adhesion for any faults or omissions.Patent Literature citedEP 3 486 580 A1

[0003] US 2018 / 0274821 A1

[0004]

Claims

Air-conditioning arrangement (101, 102, 103) for heating or cooling a space, in particular a vehicle interior, and / or a component, in particular a component of a vehicle, comprising a compressor (30) for conveying a refrigerant, a first heat exchanger (10), arranged downstream of the compressor (30), for cooling the refrigerant, wherein refrigerant emerging from the first heat exchanger (10) can be fed to a motive mass inlet (22) of a first ejector (20), and comprising a second heat exchanger (11), arranged downstream of the compressor (30), for cooling the refrigerant, wherein refrigerant emerging from the second heat exchanger (11) can be fed to a motive mass inlet (24) of a second ejector (21), and comprising at least one third heat exchanger (12), arranged upstream of the compressor (30), for heating the refrigerant, wherein refrigerant emerging from the third heat exchanger (12) can be fed, in particular directly, a suction mass inlet (25, 23) of the first and / or the second ejector (20, 21), and wherein the first ejector (20) is connected in parallel with the second ejector (21).Air conditioning arrangement (101, 102, 103) according to claim 1, wherein the respective outlet of the first and the second ejector (20, 21) is connected, in particular directly, to a phase separator (31).Air-conditioning arrangement (101, 102, 103) according to one of the preceding claims, wherein a valve (12a), in particular an expansion valve, is arranged upstream of the third heat exchanger (12).Air-conditioning arrangement (101, 102, 103) according to one of the preceding claims, comprising a fourth heat exchanger (13), arranged upstream of the compressor (30), for heating the refrigerant, wherein refrigerant emerging from the fourth heat exchanger (13) can be fed, in particular directly, to the suction mass inlet (23, 25) of the first and / or of the second ejector (20, 21).The air conditioning arrangement (101, 102, 103) according to claim 4, wherein the fourth heat exchanger (13) is connected in parallel with the third heat exchanger (12).The air conditioning arrangement (101, 102, 103) according to any one of claims 3 to 5, wherein an expansion valve (13a) is upstream of the fourth heat exchanger (13).Air-conditioning arrangement (101, 102, 103) according to one of the preceding claims, wherein the second heat exchanger (11) can be connected to the suction mass inlet (23, 25) of the first ejector (20) and / or of the second ejector (21), the third heat exchanger (12) and / or the fourth heat exchanger (13), and wherein a controllable valve, in particular an automatic branch valve, is preferably arranged between the second heat exchanger (11) and the suction mass inlet (23, 25) of the first ejector (20) and / or of the second ejector (21), the third heat exchanger (12) and / or the fourth heat exchanger (13).Air-conditioning arrangement (101, 102, 103) according to one of the preceding claims, wherein a controllable valve (10a, 11a), in particular an automatic branch valve, is connected upstream of the first heat exchanger (10) and / or the second heat exchanger (11).Air-conditioning arrangement (101, 102, 103) according to one of the preceding claims, wherein the first and / or the second ejector (20, 21) have a variable, in particular controllable, nozzle cross section.Vehicle, comprising an air-conditioning device (101, 102, 103) according to one of the preceding claims.

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