CN110239308A - Air conditioning device for motor vehicle with heat pump and method for operating such a heat pump - Google Patents

Abstract

The invention relates to an air conditioning device for a motor vehicle with a heat pump, wherein the heat pump has a battery-heat transfer device (6) which is thermally coupled to a battery of the motor vehicle, wherein the battery-heat transfer device (6) ) acts as a liquefier or gas cooler in the operating mode of the heat pump for delivering heat to the battery. Furthermore, the invention relates to a method for operating such an air conditioning device (1, 1', 1").

Description

Air conditioning device for motor vehicle with heat pump and method for operating such a heat pump

technical field

The invention relates to an air conditioning device for a motor vehicle, in particular a hybrid or electric vehicle, with a heat pump which enables heating of a battery, in particular a traction battery of the motor vehicle. Furthermore, the invention relates to a method for operating a heat pump of such an air conditioning device.

Background technique

In the field of automotive development, the focus is now on the efficient electrification of the drive train (Antriebsstrang, sometimes also called drive train) of motor vehicles. Electrification in particular requires the use of high-voltage batteries (HV-batteries).

In order to optimally utilize the power of the battery and to protect the battery from aging effects and damage, the temperature of the battery should be kept in a temperature range between 15°C and 30°C. Therefore, high-voltage batteries are usually cooled during operation in order to avoid overheating. It may also be necessary to heat the battery in a cold environment.

For this reason, water cooling of high-voltage batteries is often used in conjunction with heaters, such as so-called PTC-heaters (PTC-Positive Temperature Coefficient), in the water circuit. The document DE 10 2015 103 032 A1 thus discloses, for example, a system for thermal management of motor vehicles with a series of cooling or coolant circuits. One of the coolant circuits is used to cool the vehicle battery and a battery heater, for example a 12V electric heater, is additionally integrated for heating the coolant before flowing through the battery. The document DE 10 2013 114 307 A1 also describes a similar heating and cooling system.

When a heater is used, the entire water circuit (Wasserkreis) must be heated in addition to the battery, which reduces the efficiency of the heating method. Furthermore, the installation of the heater leads to additional installation space requirements and excess weight in the vehicle.

Alternatively, heating of the battery may be performed by electrical heating elements (eg, heated pads, wires, and the like) incorporated therein. The electrical heating elements within the battery in turn cause additional costs in the overall very cost-sensitive components of the high-voltage battery.

The entirety of this heating method is often powered by the high voltage battery itself. The amount of energy required for this is then no longer available for the driving function and the vehicle range is thus reduced.

SUMMARY OF THE INVENTION

The object of the present invention is to provide an air conditioning device and a method for operating a heat pump of an air conditioning device, which at least partially overcome the above-mentioned disadvantages.

This object is solved by the air conditioning device according to the invention according to claim 1 and the method according to the invention for operating a heat pump according to claim 10 .

According to a first aspect, the invention relates to an air conditioning device for a motor vehicle with a heat pump, wherein the heat pump has a battery-heat transfer device which is thermally coupled to a battery of the motor vehicle, wherein the battery-heat transfer device is in the operating mode of the heat pump. The intermediate function is a liquefier or a gas cooler for delivering heat to the battery.

According to a second aspect, the present invention relates to a heat pump for operating an air-conditioning system of a motor vehicle, wherein a control unit of the heat pump is adjusted such that a battery heat transfer device of the heat pump (which is heated to the battery of the motor vehicle) Coupling) acts as a liquefier or gas cooler in a first operating mode for giving heat to the battery and in a second operating mode as an evaporator for receiving heat from the battery.

Further advantageous refinements of the invention emerge from the following description of preferred exemplary embodiments of the invention and the dependent claims.

The present invention relates to an air-conditioning device for a motor vehicle, for example a hybrid vehicle or an electric vehicle each with an electric drive machine. The air conditioning device includes a heat pump, which in particular is designed to circulate a coolant. The coolant circulation is preferably flowed through by a coolant such as 2,3,3,3-tetrafluoropropene (R1234yf), carbon dioxide (R744) or other coolants. The heat pump has a battery-heat transfer device, which is thermally coupled to the battery of the motor vehicle. The battery may be a high-voltage battery of a motor vehicle, for example a traction battery of a motor vehicle, for supplying an electric drive machine of the motor vehicle.

In the operating mode of the heat pump, in particular at least in the first operating mode of the heat pump, the battery-heat transfer acts as a liquefier (condenser) or a gas cooler for supplying heat to the battery, in particular as a coolant for liquefaction device. The battery thus forms a heat sink for the heat pump, at least in the first operating mode.

The battery can thus be heated via the heat pump in the motor vehicle. Here, the battery-heat transfer device is preferably integrated directly into the coolant circuit and is not accommodated in a coupled cooling circuit. Since heat pumps can generally be operated with a COP (coefficient of performance)>1, such a heating function can be more efficient compared to purely electric heating according to the prior art.

In some embodiments, the battery-heat transfer device may function as an evaporator for receiving heat from the battery, in particular as a coolant evaporator, in further operating modes of the heat pump, in particular at least in a second operating mode of the heat pump. Depending on the requirements, in particular depending on the external temperature and the load on the battery, the battery can thus be heated or cooled via the same coolant circuit, wherein additional heating elements for heating the battery can be dispensed with.

In some embodiments, the heat pump can have a regulating unit, for example a shut-off valve, which is arranged such that in the first position of the regulating unit the coolant flows through the battery-heat transfer device so that the battery-heat transfer device acts to liquefy A cooler or a gas cooler, and the coolant flows through the battery-heat transfer device in the second position of the conditioning unit in such a way that the battery-heat transfer device acts as an evaporator. Preferably, the regulating unit is in its first position at least in a first operating mode of the heat pump and in its second position at least in a second operating mode of the heat pump, wherein the regulating unit is between the first and second operating modes The adjustment results in a flow reversal (Strömungsumkehr).

For example, the shut-off valve can be arranged upstream of the compressor and the node of the heat pump in the flow direction, via its compressor being connected to an external heat transfer device, such as a condenser, for receiving heat from the surrounding environment. In the first position of the shut-off valve, in which the shut-off valve is closed, the heated coolant can flow through the open first flow branch for supplying heat to the interior of the motor vehicle (vehicle interior)— The heat transfer then flows directly through the battery-heat transfer and then through the outer heat transfer for the heating of the cell. In the first position of the shut-off valve, the second flow branch, via which the heated coolant can also flow into the battery-heat transfer device, can be closed. In the second position of the shut-off valve in which the shut-off valve is open, the coolant can, after flowing through the interior heat exchanger for dissipating heat to the interior of the vehicle, for cooling the battery via the second flow branch that is now open The circuit flows through the battery-heat transfer and the coolant heated by the battery-heat transfer then flows directly through the open shut-off valve to the compressor. In the second position of the shut-off valve, the first flow branch is preferably closed. Via the shut-off valve and the adjustment of the first valve in the first flow branch and the adjustment of the second valve in the second flow branch, thus passing through the battery heat exchanger (ie preferably in the battery or battery cooler A reversal of the flow direction of ) can occur, so that in the first position of the shut-off valve, additional heat supply takes place in the battery, in both cases first after the internal heat transfer has been flowed through.

In some embodiments, the heat pump can additionally have a compressor and an internal heat transfer device for delivering heat directly or indirectly to the interior of the motor vehicle. Preferably, the heat pump can be a heat pump, in particular integrated in a motor vehicle, primarily for heating the cabin and additionally for heating batteries, in particular high-voltage batteries. The compressor can have an electric motor, which can preferably be supplied with electrical energy via an on-board network, for example a 12V-vehicle network or a 400V-vehicle network. The internal-heat transfer can be a water-coolant-heat transfer, a coolant-air-heat transfer (which transfers heat directly from the coolant to the coolant circuit coupled with the coolant circulation) given to the circulating internal-heat transfer air) or other internal-heat transfer. The internal heat transfer device can be arranged in the coolant circuit downstream of the compressor and upstream of the battery heat transfer device in the flow direction. The coolant thus heated can first flow through the internal heat exchanger, which receives a portion of the heat and cools the coolant slightly, and then flows through the battery heat exchanger at a lower temperature.

In some embodiments, the heat pump may be configured such that the coolant gives heat in the inner-heat transfer for such a long time until the temperature of the coolant reaches the boiling temperature of the coolant, and the coolant is immediately at the boiling temperature In the case of flow through the cell-heat transfer. Therefore, two parts of the heat given are generated. Since the coolant can be superheated by being compressed by means of a compressor, that is to say can have a temperature above the boiling temperature, the coolant can give off heat in the internal heat exchanger for so long until the temperature reaches the boiling temperature . The coolant then flows through the battery heat exchanger at the boiling temperature. It is thus possible to prevent overheating of the battery and to heat the battery uniformly because the boiling temperature is maintained for a certain time during the heat giving.

In some embodiments the heat pump may have a controllable decompression unit disposed between the interior-heat transfer and the battery-heat transfer, wherein the controllable decompression unit is configured to reduce the amount of heat in the battery-heat pressure in the area of the transmitter. The pressure relief unit may be a valve, preferably a valve with a variable cross-sectional opening. The valve may be configured to reduce the pressure in the coolant circuit, which results in a reduction in the boiling temperature of the coolant. As a result, on the one hand, heating at lower temperatures and evaporation of the coolant at lower temperatures can be achieved.

The controllable decompression unit can be configured to reduce the pressure in the region of the battery-heat transfer so that the boiling temperature of the coolant lies in the range between 0°C and 30°C, preferably 20°C to 30°C in the range. It is thus possible to generate a two-stage heat supply, in which the internal heat transfer gas is cooled and possibly condensed at high pressure levels, in particular in the case of condensation temperatures in the range of 40° C. to 80° C., for example at In the case of a condensing temperature of 60° C., heat is given, and the cell heat transfer device immediately after throttling is condensed at a low pressure in the case of a condensing temperature in the range of 20° C. to 30° C., for example in In the case of a condensation temperature of 25° C., heat is uniformly given to the cell.

In some embodiments the heat pump may alternatively be configured such that the coolant flows from the internal-heat transfer to the battery-to-heat transfer without being actively throttled. Preferably, in this case no decompression unit and thus no active throttling is provided between the internal heat transfer device and the battery heat transfer device. The pressure levels in the region of the internal-heat transfer and battery-heat transfer can thus be substantially the same and vary only due to pressure losses in the lines. For example the pressure difference between the region of the interior-heat transferor and the region of the battery-heat transferor can be less than 15 bar. When the coolant is R1234yf, the pressure differential may be less than 2 bar, and when the coolant is R744, the pressure differential may be less than 10 bar. As a result, it is possible to produce an equivalent amount of heat in two stages, wherein the internal heat transfer gas cools and partially condenses the heat with a recognizable temperature difference and the battery heat transfer is then condensed. Heat is given to the battery without significant temperature differences. A uniform heating of the battery can thus also be achieved without a throttling device.

In some exemplary embodiments, the heat pump can additionally have an interior-air-coolant-heat transfer device, which is arranged in the coolant circuit of the heat pump in such a way that it runs parallel to the battery-heat transfer at least in the first operating mode of the heat pump. Coolant flows through the cooler while giving heat. Thus, the flow of coolant through the heat pump can be used not only to efficiently heat the interior space of the motor vehicle but also to heat the battery.

Heat pumps can also dispense with interior-heat transfer and interior space-air-coolant-heat transfer. In this case, the battery-heat transfer device can be inserted into the coolant circuit directly after the compressor and produce a single-stage heat supply to the battery without simultaneous heating of the compartment. However, the heating of the vehicle interior can therefore not be achieved in the same coolant circuit and, moreover, the heating temperature and the uniformity of the heating can only be achieved with difficulty.

In some embodiments, the battery-heat exchanger may be a phase-change structure arranged in and/or at the battery or a heat exchanger for introducing heat into a cooling circuit flowing through the battery, eg a battery-cooling device (Batterie-Chiller). In the case of carrying out evaporative cooling of the coolant for the battery, an evaporator structure is often incorporated in the interior of the battery, in which direct evaporation of the coolant of the vehicle air conditioner takes place during cooling operation. In this way, the cooling effect for the battery can be shown without an additional liquid-cooling circuit. The coolant evaporator can then also be used to heat the battery directly in the heat pump operation of the air conditioner. Alternatively, the heat can also be brought into the water circuit via a separate heat exchanger (cooler), which flows through the battery. Preferably, a water circuit is used here, which is maintained for battery cooling anyway.

The heat pump may have additional adjustment units and additional controllable decompression units. The regulating unit and the controllable decompression unit of the heat pump can be actuated by means of electric actuators supplied with electrical energy via the on-board network of the motor vehicle.

In summary, current air conditioners enable very efficient heating of the battery by means of a heat pump function with COP>1, a division of the heating power between the cabin and the battery (thus taking into account the comfort of the interior space) and two stages by means of the heat pump The adjustable temperature level for the battery of operation, ie the optimal operating conditions for the battery can be adjusted (temperature level and temperature uniformity).

Furthermore, the invention relates to a method for operating a heat pump, for example a heat pump, of an air conditioning system of a motor vehicle, as described in detail above. According to the method, the control unit of the heat pump is adjusted such that the battery-heat transfer device of the heat pump, which is thermally coupled to the battery of the motor vehicle, acts as a liquefier or a gas cooler in a first operating mode for supplying heat to the battery and in the second mode of operation act as an evaporator for receiving heat from the battery.

In some embodiments, the pressure in the region of the battery-heat transfer device in the first operating mode can be reduced so that the boiling temperature of the coolant lies in the range between 0°C and 30°C, preferably 20°C to the range of 30°C. For this purpose, the controllable decompression unit arranged between the interior-heat transfer and the battery-heat transfer can be adjusted accordingly. It is thus possible to achieve a two-stage heat transfer, wherein the internal heat transfer gas is cooled and, if possible condensed, at high pressure levels, in particular in the case of condensation temperatures in the range of 40° C. to 80° C., for example at In the case of a condensation temperature of 60° C., heat is given off and the cell heat transfer device is condensed immediately after throttling at a low pressure in the case of a condensation temperature in the range of 20° C. to 30° C., for example at 25° C. In the case of a condensation temperature of °C, the heat is uniformly given to the battery.

The point of entry of the coolant into the battery-heat transfer, ie the battery or the battery-cooler, in particular the relationship between pressure, water content and temperature can be given by the heat at the internal heat transfer and can be Controlled adjustment of the opening cross-section of the decompression unit. Ideally, this point should be located at the dew point line (Taulinie) (condensation curve) in an enthalpy-pressure-schematic diagram, eg a logarithmic enthalpy-pressure-schematic diagram, so that at the temperature of the cell-heat transfer Horizontally as much heat as possible can enter the battery through the phase change of the coolant without the coolant experiencing a temperature change here.

The heat pump may also operate in a further mode of operation in which the battery-heat transfer device acts as a vaporizer for receiving heat from the battery or is not used.

Description of drawings

Embodiments of the invention are now described by way of example and with reference to the accompanying drawings. in:

Figure 1 schematically shows a first embodiment of an air conditioning device for a motor vehicle;

Figure 2 shows a first relationship between enthalpy and pressure during a flow cycle of coolant;

Figure 3 shows a second relationship between enthalpy and pressure during a flow cycle of the coolant;

Figure 4 schematically shows a second embodiment of an air conditioning device for a motor vehicle; and

FIG. 5 schematically shows a second embodiment of an air conditioning device for a motor vehicle.

List of reference symbols

1,1',1'' Air Conditioner

2 Coolant circuit

3 Compressor

4 Internal space - liquefier

4' Water-Coolant-Heat Transfer

5a,5b,5c,5d Pressure reducing valve

6 Battery - Heat Transfer

7a,7b,7c,7d,7e Globe valve

8 External - Evaporator

8' External - Heat Transfer

9 Air flow

10,13,14,15,18,19 nodes

11,12,17 Branches of the coolant circuit

16 Internal space - heat transfer

20 Internal heat transfer

21 Collector (Sammler)

22 Coolant circuit

23 Electric heating element

24 Heating-heat transfer

25 pumps.

Detailed ways

FIG. 1 shows a first embodiment of an air conditioning device 1 for a motor vehicle. The air conditioning device 1 includes a coolant circuit 2 which constitutes a heat pump. The coolant circuit 2 includes a compressor 3, an inner space-liquefier 4, a first pressure reducing valve 5a and a second pressure reducing valve 5b, a battery-heat transfer device 6, a first shut-off valve 7a, a second shut-off valve 7b, and a second shut-off valve 7b. Three-stop valve 7c and external-evaporator 8.

The compressor 3 compresses a heated coolant such as 2,3,3,3-tetrafluoropropene (R1234yf) or carbon dioxide (R744), which flows to the compressor 3 from the outside space - the evaporator 8 or from the battery - the heat transfer 6 . Internal space - liquefier 4 , which is arranged downstream of compressor 3 in the flow direction and extracts heat from the heated and compressed coolant and gives it to an air flow 9 flowing in the direction of the passenger compartment of the motor vehicle and Heated passenger compartment. The first pressure relief valve 5a is arranged in the flow direction after the interior space-liquefier 4 and reduces the pressure of the coolant. By reducing the pressure the boiling temperature of the coolant is also reduced.

The cooling cycle is divided into a first branch 11 and a second branch 12 at the first node 10 after the first pressure reducing valve 5 a in the flow direction. A first shut-off valve 7a, a second node 13 and a second shut-off valve 7b are provided in the first branch 11 . The first branch 11 opens into a third node 14 where the first branch 11 and the second branch 12 are combined. A third shut-off valve 7c, a fourth node 15, a second pressure reducing valve 5b and an external evaporator 8 are arranged in the second branch 12 . The battery-heat transfer 6 is arranged between the second node 13 and the fourth node 15 so that coolant can flow from the second node 13 or the fourth node 15 to the battery-heat transfer 6 .

In the first operating mode of the air conditioning device 1, the first shut-off valve 7a is open and the second shut-off valve 7b and the third shut-off valve 7c are closed. Thus, the coolant flows from the interior space-liquefier 4 through the first pressure reducing valve 5a and along the first branch 11 through the first shut-off valve 7a into the battery-heat transfer device 6, which is Additional heat is drawn from the coolant throttled in the first pressure relief valve 5a and thus heats the battery of the motor vehicle. The battery heat transfer device 6 thus acts in the first operating mode as a liquefier and thus as a further heat sink (Wärmesenke, sometimes also called heat sink) of the air conditioning device.

The coolant entering superheated in the interior liquefier 4 is cooled by heat in the interior liquefier 4 given the pressure in the interior liquefier 4 approximately to the boiling temperature, here approximately 60°C. The pressure is reduced in the first pressure reducing valve 5a and the boiling temperature of the coolant drops to above about 25°C. At this temperature the battery heats up so uniformly.

The coolant then flows to the outer evaporator 8 via the fourth node 15 through the second pressure reducing valve 5b which further reduces the pressure. The outer-evaporator 8 receives heat from the ambient air to heat the coolant in low pressure situations where the boiling temperature is reduced.

FIG. 2 exemplarily shows a first relationship between enthalpy H and pressure during a flow cycle of the coolant through the coolant circuit, where the pressure-axis is logarithmically scaled. Here, the enthalpy in the compressor 3 rises with the rising pressure, as indicated in A. Next, in the interior liquefier 4 , at the first pressure p ₁ , an enthalpy specification (Enthalpieabgabe) at a constant pressure occurs, as indicated in B. The pressure drops in the first pressure reducing valve 5a without changing the enthalpy here, as indicated in C. The enthalpy of the constant pressure in the case of a second pressure p ₂ which is less than the first pressure p ₁ is then given in the battery-heat transfer 6 operating as a liquefier, as indicated in D That way. The pressure then drops in the second pressure relief valve 5b to a third pressure p ₃ , which is lower than the second pressure p ₂ , as indicated in E. An enthalpy increase occurs in the external evaporator 8 in the case of the third pressure, as indicated in F.

This results in a two-stage heat supply, wherein the gas is supplied cooled and possibly condensed at a high pressure level in the interior liquefier 4 and then the battery is heated at a low pressure level. This makes it possible to reliably and uniformly heat the battery at a suitable temperature.

Alternatively, the first relief valve may be fully open or omitted. In this case, the coolant flows unthrottled through the first shut-off valve 7 a and the second node 13 into the battery heat transfer unit 6 . The battery-heat transfer 6 in turn acts as a liquefier, which delivers heat to the battery and forms an additional heat sink for the air conditioning device 1 .

The coolant entering superheated in the interior liquefier 4 is cooled by the release of heat in the interior liquefier 4 , wherein the coolant flowing into the interior liquefier 4 and from the interior liquefier 4 are cooled. The temperature difference between the coolants flowing out of the cooler 4. Subsequently, a coolant with a reduced temperature flows through the battery heat transfer device 6 , wherein the temperature remains substantially constant. At this temperature, the battery heats up so uniformly. The other flow course of the coolant corresponds to the course described above through the second pressure relief valve 5 b and the outer evaporator 8 .

Figure 3 exemplarily shows a second relationship between enthalpy and pressure during a flow cycle of the coolant through the coolant circuit, where the pressure-axis is logarithmically scaled. Here, the enthalpy in the compressor 3 rises with the rising pressure, as indicated in A'. The enthalpy at the first pressure p ₁ in the interior liquefier 4 is then given at a constant pressure, as indicated in B'. In the case of the first pressure, a further enthalpy profile is then generated in the battery heat transfer device 6 operating as a liquefier, as indicated in C'. The pressure then drops in the second pressure relief valve 5b to a second pressure p ₂ , which is lower than the first pressure p ₁ , as indicated in D′. In the case of the second pressure, an enthalpy increase occurs in the outer evaporator 8, as indicated in E'.

This results in a two-stage heat transfer, wherein the gas cools and partially condenses the heat into the interior (with a temperature difference) and then condenses the heat (without a significant temperature difference) into the cell .

In the second operating mode of the air conditioning device 1, the first shut-off valve 7a is closed and the second shut-off valve 7b and the third shut-off valve 7c are open. The coolant flows via the second branch 12 via the fourth node 15 to the battery-heat transfer 6 which draws heat from the battery and cools the battery. In the second operating mode, the battery heat exchanger 6 thus acts as an evaporator and forms a cold bath (Kältefalle, sometimes also called a condenser tube) of the air-conditioning device 1 .

FIG. 4 shows a second embodiment of an air conditioning device 1 ′ for a motor vehicle. The air conditioner 1' is based on the principle of the air conditioner 1 of the first embodiment. In addition, the air conditioning device 1 ′ comprises an interior heat exchanger 16 which is arranged in the second branch 12 before the fourth node 15 and which together with the interior liquefier 4 forms an air conditioner (Klimagerät) (shown as dashed small boxes). Instead of the outer evaporator 6, an outer heat transfer device 6' is provided, which can function not only as an evaporator but also as a liquefier. Furthermore, a third pressure reducing valve 5c is arranged in the second branch 12 before the fourth node 15 and a fourth pressure reducing valve 5d is arranged between the fourth node and the battery-heat transmitter 6'.

The air conditioning device 1 ′ furthermore comprises a third branch 17 , which branches off at a fifth node 18 located between the inner space-liquefier 4 and the first pressure reducing valve 5a and at the outer-heat transfer The sixth node 19 between 8 ′ and the fifth shut-off valve 7e opens into the second branch 12 . The fourth shut-off valve 7d is located in the branch.

After the second pressure relief valve 5b, the second branch 12 passes through the inner heat transfer device 19 arranged between the third node 14 and the compressor 3 and is then guided in the outer heat transfer device 8'. A fifth shut-off valve 7e is arranged between the sixth node 19 and the third node 14 and a collector 21 is also arranged between the third node 14 and the inner heat transfer device 20 .

In the first operating mode, the first shut-off valve 7a and the fifth shut-off valve 7e are open, while the second shut-off valve 7b and the fourth shut-off valve 7d are closed. As in the first embodiment, the coolant flows through the inner space-liquefier 4, through the battery-heat transfer 6 and then through the outer-heat transfer 6'. As described in detail in relation to the first embodiment, a two-part heat supply is also generated in the second embodiment, so that the battery can be heated uniformly at a suitable temperature.

In the second operating mode, the first shut-off valve 7a, the fourth shut-off valve 7d and the fifth shut-off valve 7e and the second pressure relief valve 5b are closed and the second shut-off valve 7b is opened. The coolant flows through the interior liquefier 4 and the interior heat exchanger 16 and is throttled in the fourth pressure relief valve 5d. The throttled coolant reaches the battery-heat transfer 6 where it receives heat from the battery in order to cool the battery. The cooled coolant flows further through the second shut-off valve 7b , the collector 21 and the internal heat transfer 20 to the compressor 3 .

In the third operating mode, the first shut-off valve 7a, the second shut-off valve 7b and the fourth shut-off valve 7d are closed and the fifth shut-off valve 7e is opened. In this operating mode, the coolant flows through the inner space-liquefier 4 and the inner space-heat transfer device 16, is throttled in the second pressure relief valve 5b and in the heat receiver (Wärmeaufnahme, sometimes also called endothermic) Outer-heat transfer 8' flows down. In this operating mode, no coolant flows through the battery heat transfer device 6 and the battery is accordingly neither cooled nor heated.

In the fourth operating mode, the first shut-off valve 7a, the second shut-off valve 7b and the fourth shut-off valve 7d are open and the fifth shut-off valve 7e and the first pressure reducing valve 5a are closed. The coolant flows through the inner space liquefier 4 , the third branch 17 and to the outer heat transfer 8 ′, which extracts heat from the coolant and gives this heat to the environment. The cooled coolant is throttled via the second pressure relief valve 5b and is conducted in parallel through the interior heat exchanger 16 or the battery heat exchanger 6 . In this operating mode, the battery heat exchanger 6 is used as an evaporator for cooling the battery. In parallel, the passenger compartment is air-conditioned.

In the fifth operating mode, the first and fifth shut-off valves 7a and 7e and the first pressure reducing valve 5a are closed and the second and fourth shut-off valves 7b and 7d are open. The coolant flows through the inner space liquefier 4 , the third branch 17 and to the outer heat transfer 8 ′, which extracts heat from the coolant and gives this heat to the environment. The cooled coolant is throttled through the second pressure relief valve 5b and guided through the battery-heat transfer 6 . In this operating mode, the battery heat exchanger 6 again acts as an evaporator for cooling the battery.

FIG. 5 shows a third embodiment of an air conditioning device 1 ″ for a motor vehicle. The air conditioner 1 ″ is based on the principle of the air conditioner 1 ′ of the second embodiment. Instead of the interior liquefier 4 , a water-coolant-heat transfer device 4 ′ is provided, which delivers heat to the coolant circuit 22 . The coolant circuit 22 comprises an electric heating element 23, a heating-heat transfer device 24 (which together with the interior space-heat transfer device 16 forms the air conditioner of the motor vehicle (shown as a dashed small box)) and a pump 25.

The operation modes of the air conditioner 1 ″ are similar to the first to fifth operation modes of the second embodiment.

Claims (11)

1. a kind of conditioner of the motor vehicle with heat pump, wherein the heat pump has battery-heat transmitter (6), should The battery hot connection of battery-heat transmitter and the motor vehicle,

Wherein battery-the heat transmitter (6) acted in the operational mode of the heat pump for liquefier or gas cooler with For heat to be given at the battery.

2. conditioner according to claim 1, wherein the battery-heat transmitter (6) is in the another of the heat pump Effect is evaporator for hot from the battery receptacle in outer operational mode.

3. conditioner according to claim 2, wherein the heat pump, which has, adjusts unit (7b), the adjusting list First so arrangement, the battery-heat transmitting so that coolant so flows in the first position for adjusting unit (7b) Device (6), so that the battery-heat transmitter (6) effect is liquefier or gas cooler, and the coolant is in the tune Battery-the heat transmitter (6) that so flows in the second position of unit (7b) is saved, so that the battery-heat transmitter (6) Effect is evaporator.

4. conditioner according to any one of the preceding claims, wherein furthermore the heat pump has compressor (3) and inside-heat transmitter (4,4') with for by heat be given at the inner space of the motor vehicle, wherein the inside- Heat transmitter (4,4') is arranged in the flowing direction after the compressor (3) and before the battery-heat transmitter (6).

5. conditioner according to claim 4, wherein the heat pump so constructs, so that the coolant Heat is provided in the inside-heat transmitter (4,4') so longly, until the temperature of the coolant reaches the coolant Boiling temperature, and and then the coolant flows through the battery-heat transmitter in the situation of the boiling temperature (6)。

6. conditioner according to claim 4 or 5, wherein the heat pump has controllable decompressing unit (5a), the decompressing unit are arranged between the inside-heat transmitter (4,4') and the battery-heat transmitter (6), wherein institute It states controllable decompressing unit (5a) and is configured to the pressure reduced in the region of the battery-heat transmitter (6).

7. conditioner according to claim 4 or 5, wherein the heat pump so constructs, so that the cooling Agent flows to the battery-heat transmitter (6) from the inside-heat transmitter (4,4'), is not throttled initiatively herein.

8. conditioner according to any one of the preceding claims, wherein furthermore the heat pump has other Inner space-air-coolant-heat transmitter (16), the inner space-air-coolant-heat transmitter so arrange, with Battery-the heat transmitter (6) is parallel to as it to be flowed in the case of providing heat by the coolant.

9. conditioner according to any one of the preceding claims, wherein the battery-heat transmitter (6) is Phase change structure, the phase change structure are arranged in the battery and/or locate, or for heat to be brought into the cold of the percolation battery But the heat exchanger in circuit.

10. a kind of method of the heat pump of the conditioner (1,1', 1'') for running motor vehicle, wherein the heat pump It adjusts unit (7b) so to adjust, so that battery-heat transmitter with the heat pump of the battery hot connection of the motor vehicle (6) effect is liquefier or gas cooler with for heat to be given at the battery in the first operational mode, and the Effect is evaporator for hot from the battery receptacle in two operational modes.

11. according to the method described in claim 10, wherein, in the battery-heat transmitter in first operational mode (6) the pressure in region is so reduced, so that range of the boiling temperature of the coolant between 0 DEG C and 30 DEG C In.