KR102266483B1 - Heat exchanger arrangement for an air conditioning system and air conditioning system of a motor vehicle and method for operating the air conditioning system - Google Patents

Abstract

The present invention relates to a heat exchanger arrangement (40) for an automobile air conditioning system (1) for regulating supply air for a cabin, comprising a refrigerant circulation system (2) and a coolant circulation system (3). The refrigerant circulation system 2 is provided with a refrigerant-air-heat exchanger 6 , and the coolant circulation system 3 is formed with a refrigerant-air-heat exchanger 37 . The heat exchanger arrangement 40 includes one or more first heat exchanger rows 40 - 6a of the refrigerant-air-heat exchanger 6 capable of supplying the refrigerant of the refrigerant circulation system 2 , the coolant of the refrigerant circulation system 3 . The second heat exchanger heat 40-37 of the coolant-air-heat exchanger 37 can supply, and the third heat exchanger of the refrigerant-air-heat exchanger 6 can supply the coolant of the refrigerant circulation system 2 . and rows 40-6b.
The invention also relates to a motor vehicle air conditioning system ( 1 ) for regulating supply air for a passenger compartment, with a heat exchanger arrangement ( 40 ) according to the invention, and a method for operating the air conditioning system ( 1 ). have.

Description

HEAT EXCHANGER ARRANGEMENT FOR AN AIR CONDITIONING SYSTEM AND AIR CONDITIONING SYSTEM OF A MOTOR VEHICLE AND METHOD FOR OPERATING THE AIR CONDITIONING SYSTEM

The present invention relates to a heat exchanger arrangement for an automobile air conditioning system for regulating supply air for a passenger compartment, comprising a refrigerant circulation system and a coolant circulation system. The refrigerant circulation system is provided with a refrigerant-air-heat exchanger, and the coolant circulation system is formed with a coolant-air-heat exchanger.

The invention also relates to an air conditioning system for a motor vehicle for regulating supply air for a passenger compartment and a method for operating the air conditioning system.

A conventional automobile air conditioning system includes an air conditioning unit for regulating, conveying and guiding air, particularly supply air for a cabin, a refrigerant circulation system, and a coolant circulation system and control unit. In the refrigerant circulation system, the refrigerant circulates as the first heat exchanger fluid, while in the coolant circulation system, the coolant circulates as the second heat exchanger fluid. The air conditioning unit has a blower for drawing air into the housing and for conveying the air through the housing.

The air conditioning unit of the motor vehicle is configured to clean or filter the drawn air, to remove possible odors from the air, to condition the air, ie to cool and/or dehumidify or heat it as required, and then to the cabin as supply air. designed to supply. Accordingly, the air conditioning unit is used for ventilation of the cabin. By means of the conditioned air, on the one hand the temperature of the air in the cabin can be set and, on the other hand, the air in the cabin can be distributed.

Air conditioning units known in the prior art have an inlet for circulating air from the cabin and an inlet for fresh air from the surroundings. These inlets are opened or closed as required by means of an air guiding device. The air mass flow drawn through the one or more inlets by the blower is first directed through a refrigerant-air-heat exchanger operating as an evaporator of the refrigerant circulation system. Depending on the need and depending on the location of the additional air conduction device, also referred to as temperature flap, the cooled and/or dehumidified air flowing through the evaporator is, on the one hand, into the first flow path and at the same time the heating heat exchanger of the coolant circulation system. It can flow through and be heated through a coolant-air-heat exchanger operated as In this case, the heating heat exchanger mainly uses waste heat of the combustion engine as a heat source for supply air. On the other hand, the air cooled and/or dehumidified when flowing through the evaporator can be guided into a second flow path formed as a bypass towards the first flow path, thereby passing through the heating heat exchanger of the coolant circulation system. have. The flow cross-section of these flow paths can be closed or open endlessly from 0% to 100%. The air mass flow guided through the flow path is then guided into the cabin interior, either mixed or unmixed, depending on the mode of operation.

When flowing through the evaporator, the air is cooled to the desired temperature level. The exhaust temperature of the air exiting the evaporator typically lies in the range of 2°C to 10°C. During the so-called reheat mode, as the operating mode of the air conditioning system, also referred to as "reheat", the air to be supplied to the cabin is cooled and dehumidified while flowing through the evaporator, and then the dehumidified air is slightly heated. In the reheat mode, the required reheating capacity is mostly less than the cooling capacity required for cooling and dehumidifying the air.

By means of the control of the air-conditioning system, in particular of the air-conditioning unit having a temperature flap, the temperature of the supply air for the cabin can be set to each arbitrary value between the minimum and maximum values in the system. By distribution of the air mass flow through the first flow path with the heating heat exchanger and through the second flow path as a bypass around the heating heat exchanger, the temperature of the supply air is set to the desired level. The first flow path is also referred to as the warm air path, while the second flow path is known as the cold air path.

In electrically driven vehicles, such as electric vehicles, referred to briefly as EVs and hybrid vehicles, referred to simply as HEVs, in particular insufficient waste heat is obtained on the one hand by the drive motor for heating the cabin, resulting in electrically driven vehicles The air-conditioning system of a vehicle that becomes a vehicle has a very large influence on the operating efficiency of the vehicle and the energy consumption of the vehicle. In order to increase the energy consumption and operating efficiency of a vehicle, an air conditioning system with a heat pump function that can use various heat sources is used.

Electric or hybrid vehicles, on the other hand, have higher cooling demands or additional cooling requirements than cars with mostly pure combustion engine driven units, due to their formation with additional components such as high volt batteries, internal charging units, transformers, inverters and electric motors. of cooling demand. Furthermore, in particular in order to maintain the permissible temperature limits of high volt batteries, which typically lie in the range of 0 °C to 35 °C, in particular in the range of 20 °C to 35 °C, preferably also the implementation of an active cooling concept and a heating concept. A system with a heat pump function is used for this purpose. Additional components of the electric drive train are available, for example, as heat sources.

In the prior art, for active cooling of the battery, a refrigerant-coolant-heat exchanger, also referred to as a chiller, thermally connecting the coolant circulation system and the refrigerant circulation system to regulate the temperature of the battery or other components of the drive train is used. that is known. Refrigerant circulatory systems are used to absorb the waste heat of the battery, especially at temperatures which obviously lie below the ambient air temperature. The refrigerant-coolant-heat exchanger is supplied with refrigerant parallel to the refrigerant-air-heat exchanger which likewise operates as an evaporator of the refrigerant and for regulating the supply air for the cabin according to the prior art, so that the refrigerant at the outlet of the evaporator will have the same pressure level.

The refrigerant-coolant-heat exchanger is integrated inside the low-temperature-coolant circulation system on the coolant side, and the low-temperature-coolant circulation system connects the refrigerant-coolant-heat exchanger with the battery-heat exchanger through a conveying device, in particular through a coolant pump. For the battery-heat exchanger and thus the active heating of the battery with the coolant, the electrical type, referred to briefly as PTC-resistor for the English expression "Positive Temperature Coefficient - Thermistor" or as HV-PTC for high volt-PTC A coolant circulation system with a resistance heating device may be formed.

DE 10 2017 114 136 A1 describes a motor vehicle with a thermal system comprising a refrigerant circulation system and a coolant circulation system. The refrigerant circulation system and the coolant circulation system are thermally connected to each other through a heat exchanger. The refrigerant circulation system is used to regulate the temperature of the supply air for the cabin and to absorb heat from the coolant circulation system which is used in particular for cooling the components of the electric drive train of the vehicle, such as the battery.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a heat exchanger arrangement or heat exchange device for an automobile air conditioning system, which connects the advantages of a refrigerant-air-heat exchanger with the advantages of a coolant-air-heat exchanger. In this case, manufacturing costs, maintenance costs and operating costs and the required installation space of the arrangement should be kept to a minimum. Furthermore, an air conditioning system of a motor vehicle and a method for operating the air conditioning system should be proposed, in which case the air conditioning system and thus the motor vehicle should be operated with maximum efficiency.

The above problem is solved by objects and methods having the features of the independent patent claims. Improvements are specified in the dependent patent claims.

The above object is solved by a heat exchanger arrangement according to the invention for an automobile air conditioning system for regulating supply air for a passenger compartment, with a refrigerant circulation system and a coolant circulation system. The refrigerant circulation system is provided with a refrigerant-air-heat exchanger, and the coolant circulation system is formed with a coolant-air-heat exchanger.

According to the concept of the present invention, the heat exchanger arrangement comprises at least one first heat exchanger row of a refrigerant-air-heat exchanger, to which a refrigerant of a refrigerant circulation system may be supplied, a coolant-air to which a coolant of a refrigerant circulation system may be supplied. - at least one second heat exchanger row of heat exchangers, and at least one third heat exchanger row of refrigerant-air-heat exchangers, to which the refrigerant of the refrigerant circulation system can be supplied.

The heat exchanger rows are preferably arranged such that they can be continuously supplied with air. In this case, the heat exchanger rows can preferably be supplied with air successively to the first heat exchanger row, the second heat exchanger row and the third heat exchanger row according to the sequence, so that the first and third heat exchanger rows are consequently Each is configured as an external heat exchanger row of the heat exchanger arrangement, and the second heat exchanger row is configured as an intermediate heat exchanger row arranged between the external heat exchanger rows. The heat exchanger arrangement is flowed through by air in the order of a first external heat exchanger row, a second intermediate heat exchanger row, and a third external heat exchanger row.

According to one refinement of the invention, the first heat exchanger row and the third heat exchanger row are arranged such that the refrigerant can be supplied continuously. In this case, the heat exchanger rows may preferably be continuously supplied with refrigerant in the order of the third heat exchanger and the first heat exchanger row. Consequently, the heat exchanger arrangement is preferably flowed through by the refrigerant in the order of the third heat exchanger and the first heat exchanger row.

One particular advantage of the present invention is that each heat exchanger row is formed with an inlet and an outlet.

According to a preferred embodiment of the present invention, the outlet of the third heat exchanger heat and the inlet of the first heat exchanger heat are connected to each other through a connection line for the passage of the refrigerant.

The outlet of the third heat exchanger heat and the inlet of the first heat exchanger heat are preferably formed on the first side of the cavity of the heat exchanger arrangement. Also preferably, the inlet of the third heat exchanger heat and the outlet of the first heat exchanger heat are provided on the second side of the cavity of the heat exchanger arrangement.

The inlet and outlet of the second heat exchanger heat for passing the coolant are preferably formed on one side of the cavity of the heat exchanger arrangement.

In this case, the inlet of the first heat exchanger row, the inlet and outlet of the second heat exchanger row and the outlet of the third heat exchanger row may be provided on the first side of the cavity of the heat exchanger arrangement.

The first side and the second side are preferably arranged in the heat exchanger arrangement to face each other and thereby face away from each other.

According to a preferred embodiment of the invention, the heat exchanger rows are formed from flow paths each extending between two collector pipes arranged parallel to each other. In this case, the flow paths are preferably formed from pipes, in particular flat pipes arranged parallel to each other.

The collector pipes of the first heat exchanger row and the third heat exchanger row are preferably arranged in a horizontal direction, while the flow paths of the first heat exchanger row and the third heat exchanger row are arranged in a vertical direction.

According to a first alternative embodiment of the invention, the collector pipes of the second heat exchanger row are vertically aligned and the flow paths of the second heat exchanger row are horizontally aligned.

According to a second alternative embodiment of the invention, the collector pipes of the heat exchanger heat are arranged in a first direction of the cavity, and the pipes of the flow path are arranged in a second direction of the cavity, in this case adjacent to the flow path. Between the arranged pipes are formed ribs extending over the heat exchanger rows.

According to one development of the invention, the heat exchanger rows are mechanically connected to each other via a connecting element and are fixed to each other.

The above problem is also solved by an air conditioning system according to the invention for a motor vehicle, for regulating the supply air for the passenger compartment. The air conditioning system comprises a compressor, a heat exchanger operating as a capacitor/gas cooler, a refrigerant-air-heat exchanger operating as a first evaporator and having a first expansion engine disposed in front as viewed in the flow direction of the refrigerant, and a second evaporator and a refrigerant circulation system equipped with a refrigerant-coolant-heat exchanger operating as an evaporator and having a second expansion engine disposed in front when viewed in a flow direction of the refrigerant, and a refrigerant circulation system equipped with a refrigerant-coolant-heat exchanger operating as an evaporator.

If the liquefaction of the refrigerant takes place, for example, in a subcritical mode with the refrigerant R134a or under certain ambient conditions with carbon dioxide, the heat exchanger is referred to as a capacitor. Part of the heat exchange takes place at a constant temperature. In subcritical mode or in the case of supercritical heat transfer in a heat exchanger, the temperature of the refrigerant continues to decrease. In this case, the heat exchanger is also referred to as a gas cooler. In the supercritical mode, carbon dioxide may be generated under certain ambient conditions or in the manner of operation of the refrigerant circulation system using, for example, refrigerant.

According to the concept of the invention, the coolant circulation system has a coolant-air-heat exchanger for transferring heat between the coolant and the supply air for the cabin, in which case the air conditioning system is formed with a heat exchanger arrangement according to the invention has been The coolant-air-heat exchanger is constructed and arranged not only to transfer heat from the coolant to the supply air for the cabin, but also to transfer heat from the supply air to the coolant.

According to one refinement of the invention, a refrigerant-air-heat exchanger with a first expansion engine is arranged inside the first flow path, and a refrigerant-coolant-heat exchanger with a second expansion engine is arranged in the second flow path of the refrigerant circulation system. arranged inside the flow path. The flow paths each extend from the branch point to the inlet point of the refrigerant circulation system, are arranged parallel to each other, and are formed so that the refrigerant can be supplied individually or simultaneously with each other as needed.

In addition, the refrigerant circulation system may be formed with an internal heat exchanger. In this case, the internal heat exchanger may be understood as a circulation system internal heat exchanger used for heat exchange between a refrigerant in a high pressure state and a refrigerant in a low pressure state. In this case, for example, on the one hand the liquid refrigerant continues to cool after condensation or liquefaction, on the other hand the suction gas is superheated in front of the compressor.

Further, the refrigerant circulation system may be formed with a refrigerant collector arranged on the low pressure side and also referred to as a capacitor.

According to a preferred embodiment of the present invention, the air conditioning system comprises an air conditioning unit with a blower for conveying supply air for the cabin through the housing. In this case, the heat exchanger arrangement is arranged inside the housing to preferably occupy the entire flow cross-section of said housing.

The housing preferably has a first flow path and a second flow path, which flow paths are arranged parallel to each other and are configured so as to be supplied with supply air individually or simultaneously with one another as required. A heating heat exchanger is arranged inside the first flow path. At this time, the second flow path is formed as a bypass toward the first flow path.

One particular advantage of the invention is that the battery-heat exchanger is arranged inside the first flow path of the refrigerant circulation system and the coolant-air-heat exchanger is arranged inside the second flow path of the refrigerant circulation system. These flow paths each extend from a branch point to an inlet point, are arranged parallel to each other, and are formed so as to be supplied with coolant individually or simultaneously with each other as needed.

Accordingly, the air conditioning system of an automobile is combined with a thermal system, in particular a thermal management system for the driving components of the automobile, in particular the battery, in order to set the temperature of the battery within an acceptable range.

According to a preferred embodiment of the present invention, in the coolant circulation system, the inlet point in the coolant flow direction so that the additional heating heat exchanger for transferring heat to the coolant and the coolant-coolant-heat exchanger can continuously receive the coolant. Arranged between branch points.

The above task is also achieved by the method according to the invention for operating a motor vehicle air conditioning system according to the concept, for operation in a cooling system mode, a heat pump mode and a heating mode or a reheating mode for the supply air for the cabin to be regulated. is solved

According to the concept of the invention, when the air conditioning system is operated in the cooling device mode for the supply air for the cabin, it has a refrigerant-air-heat exchanger operating as a first evaporator to absorb the heat originating from the supply air. A refrigerant is supplied to a first flow path of the refrigerant circulation system, and a refrigerant is supplied to a second flow path having a refrigerant-coolant-heat exchanger of the refrigerant circulation system operated as a second evaporator to absorb heat originating from the refrigerant. In this case, the coolant conveyed by the conveying device through the coolant circulation system is circulated as a partial mass flow at least between the coolant-coolant-heat exchanger and the coolant-air-heat exchanger, as a result of which the coolant in the coolant-air-heat exchanger The heat absorbed from the supply air is transferred to the refrigerant in the refrigerant-coolant-heat exchanger.

According to one refinement of the invention, the supply air is guided through a heat exchanger arrangement to transfer heat to the refrigerant and to the coolant, in which case the heat exchanger arrangement comprises a refrigerant-coolant-component formed as a heat exchanger and a coolant- It has one or more components configured as an air-heat exchanger.

According to a preferred embodiment of the invention, the coolant circulates as a component of the motor vehicle drive train when operated in the active cooling mode of the battery, at least as a partial mass flow between the coolant-coolant-heat exchanger and the battery-heat exchanger, , as a result the heat absorbed from the battery by the coolant in the battery-heat exchanger is transferred to the coolant in the coolant-coolant-heat exchanger.

According to another concept of the invention, when the air-conditioning system is operated in the heating mode for the supply air for the cabin, the coolant conveyed by the conveying device through the coolant circulation system has at least a coolant-air-heat exchanger and additional heat. It circulates as a partial mass flow between the exchangers, with the result that the heat absorbed by the coolant in the further heat exchanger is transferred to the feed air in the coolant-air-heat exchanger.

According to a preferred embodiment of the present invention, when a battery as a component of a motor vehicle drive train is operated in heating mode, a coolant circulates as at least a partial mass flow between the additional heating heat exchanger and the battery heat exchanger, as a result of which the additional heating The heat absorbed by the coolant in the heat exchanger is transferred to the battery in the battery-heat exchanger.

The air conditioning system, in particular the refrigerant circulation system, is designed independently of the refrigerant used and is therefore also designed for R134a, R744, R1234yf or other refrigerants.

The heat exchanger arrangement according to the invention or the air conditioning system according to the invention with a heat exchanger arrangement has various advantages. The heat exchanger arrangement replaces the refrigerant-air-evaporator as a combined heat exchanger and is arranged inside the air conditioning unit in combination with a coolant-air-heat exchanger, in this case the advantages of the refrigerant-air-heat exchanger and the coolant -The advantages of an air-heat exchanger are integrated in one component. In this case, the heat exchanger arrangement can be operated not only for cooling but also for heating the supply air for the cabin, which results in a minimum footprint at maximum efficiency during operation of the air conditioning system. Efficient operation of the air conditioning system leads to lower energy consumption, which in turn leads to a higher effective range of the vehicle. In addition, heat exchanger arrangements and air conditioning systems result in lower costs in manufacturing and maintenance and during operation.

Further details, features and advantages of the present invention emerge from the following detailed description of embodiments made with reference to the associated drawings. here:
1 shows according to the prior art for cooling and/or dehumidifying the supply air for the cabin of an air conditioning system, with a coolant circulation system for regulating the temperature of the drive components, in particular the batteries and for sending heat to the refrigerant circulation system; shows the refrigerant circulation system,
2 shows a passenger compartment of an air conditioning system according to the invention, with a coolant circulation system for regulating the temperature of the drive components, in particular the battery and for sending heat to the refrigerant circulation system and for transferring the heat together with the supply air for the passenger compartment; a refrigerant circulation system for cooling and/or dehumidifying supply air for
3 shows the arrangement inside the air conditioning unit of a refrigerant-air-heat exchanger operating as an evaporator of the refrigerant and a coolant-air-heat exchanger for transferring heat between the coolant and supply air for the cabin;
4a shows in perspective view a heat exchanger arrangement according to the invention as a combined heat exchanger of a refrigerant-air-heat exchanger and a coolant-air-heat exchanger operating as an evaporator of the refrigerant;
4b shows the heat exchanger arrangement in a side view;
FIG. 5 shows the air conditioning system shown in FIG. 2 , when operating in the cooling mode of the supply air for the cabin and in the cooling mode of the battery, and
6 shows the air conditioning system shown in FIG. 2 when operating in the heating mode of the supply air for the cabin and in the heating mode of the battery;

1 shows supply air for the cabin of an air conditioning system 1 ′, with a coolant circulation system 3 ′ for regulating the temperature of the drive components, in particular the batteries, and for sending heat to the refrigerant circulation system 2 ′. It shows a refrigerant circulation system 2' according to the prior art for cooling and/or dehumidifying.

The refrigerant circulation system 2' consists of a compressor 4, a heat exchanger 5 operating as a capacitor/gas cooler, a refrigerant-air-heat exchanger 6 operating as a first evaporator, and a refrigerant operating as a second evaporator. -coolant - formed with a heat exchanger (12) and an expansion engine (7,13) assigned to said evaporator (6,12). The evaporators 6 and 12 are arranged to be supplied with refrigerant at the same time as each other.

A first evaporator 6 is arranged inside a first flow path 8 with an overlying expansion engine 7 , the first flow path extending from a branch point 9 to an inlet point 10 . The first evaporator 6 , which is designed as a refrigerant-air-heat exchanger, is configured for conditioning the supply air for the passenger compartment, in particular for cooling and/or dehumidification.

A second evaporator 12 is arranged inside a second flow path 11 with an expansion engine 13 lying ahead, which likewise extends from a branch point 9 to an inlet point 10 and , thereby running parallel to the first flow path 8 . The second evaporator 12, which is formed as a refrigerant-coolant-heat exchanger of the refrigerant circulation system 2' and thermally connects the refrigerant circulation system 2' with the refrigerant circulation system 3', transfers heat to the coolant circulation system 3'. It is configured to transfer from the coolant of the coolant to the coolant of the coolant circulation system 2'.

The expansion engines 7 , 13 are preferably configured as expansion valves by means of which the mass flow of refrigerant can be subdivided into partial mass flows passing through the flow paths 8 , 11 . In this case, the mass flow through the evaporators 6 and 12 can be set steplessly from 0% to 100%. The partial mass flows merge at the inlet point 10 .

The compressor 4 draws the refrigerant from the flow paths 8 , 11 depending on the operating mode of the air conditioning system 1 ′, in particular the refrigerant circulation system 2 ′. The refrigerant circulation system 2' is closed.

The coolant circulating system 3', in addition to the refrigerant-coolant-heat exchanger 12, which operates as an evaporator for the refrigerant and serves as a thermal connection to the refrigerant circulation system 2', a conveying device 30, in particular a coolant pump, and heat It has an additional heating heat exchanger (31) for transfer to the coolant. A further heating heat exchanger 31 , a refrigerant-coolant-heat exchanger 12 and a conveying device 30 are arranged in the coolant circulation system 3 ′ so as to be continuously supplied with coolant. By means of an additional heating heat exchanger 31 , preferably an electric additional heater such as a resistance heating device, additional heat can be provided as heat to be dissipated by the coolant if necessary.

The coolant circulation system 3' is formed with a battery-heat exchanger 32 for cooling the components of the drive train, in particular the batteries. The battery-heat exchanger 32 allows heat to be transferred between the coolant flowing through the heat exchanger and the battery directly, in particular between the high volt battery. The coolant circulating in the coolant circulation system 3 ′ and specifically for conditioning the battery as a component of the drive train, specifically for cooling, is actively cooled as it flows through the coolant-coolant-heat exchanger 12 .

2 shows a coolant circulation system 3 for regulating the temperature of driving components, in particular batteries, in particular high volt batteries, and for sending heat to the refrigerant circulation system 2 and for transferring heat together with the supply air for the cabin. There is shown a refrigerant circulation system 2 for cooling and/or dehumidifying the supply air for the cabin of the air conditioning system 1 according to the invention, equipped with

The refrigerant circulation system 2 is formed similarly to the refrigerant circulation system 2' of the air conditioning system 1' shown in FIG. An important difference between the refrigerant circulation systems 2 , 2 ′ is that they operate as a first evaporator, which is formed in the heat exchanger arrangement 40 as a combined heat exchanger or as a combined heat exchanger in the refrigerant circulation system 2 according to FIG. 2 . is in the formation of a refrigerant-air-heat exchanger (6). In this case, identical components of the refrigerant circulation system 2, 2' are provided with identical reference numerals.

In comparison with the coolant circulation system 3' of the air conditioning system 1' shown in Fig. 1, the coolant circulation system 3 of the air conditioning system 1 shown in Fig. 2 is for cooling the components of the drive train, in particular the battery. ) is also formed with a battery-heat exchanger 32 arranged inside the first flow path 33 . A first flow path 33 extends from a branch point 34 to an inlet point 35 .

Parallel to the first flow path 33 of the coolant circulation system 3 , a second flow path 36 is provided which likewise extends from the branch point 34 to the inlet point 35 . Inside the second flow path 36 , a coolant-air-heat exchanger 37 is arranged for transferring heat between the supply air for the cabin and the coolant in the coolant circulation system 3 . Branch point 34 is preferably configured as a three-way-valve capable of subdividing the mass flow of coolant into partial mass flows passing through flow paths 33 , 36 . In this case, the mass flow of coolant can be set steplessly from 0% to 100%. The partial mass flow rejoins at the inlet point 35 .

The coolant-air-heat exchanger 37 of the coolant circulation system 3 is provided with a refrigerant-air-heat exchanger 6 operated as the first evaporator of the refrigerant circulation system 2 as a combined heat exchanger or as a combined heat exchanger and arranged in the heat exchanger arrangement 40 .

3 shows an air conditioning unit 60 of a refrigerant-air-heat exchanger 6 operating as a first evaporator of the refrigerant and a coolant-air-heat exchanger 37 for transferring heat between the coolant and the supply air for the cabin. ) shows the internal arrangement status. The refrigerant-air-heat exchanger 6 and the coolant-air-heat exchanger 37 are formed as a combined heat exchanger in the heat exchanger arrangement 40 and thereby as a unit.

The air conditioning unit 60 has a housing 61 having an inlet 63 for circulating air originating from the cabin and an inlet 64 for fresh air originating from the surroundings. The inlets 63 , 64 are opened or closed as needed by the air guide device 65 , in which case the flow cross-section of the inlets 63 , 64 can be blocked or opened indefinitely from 0% to 100%.

The air mass flow drawn by the blower 62 through one or more of the inlets 63 , 64 is first directed through a heat exchanger arrangement 40 . The heat exchanger arrangement 40 is formed from the two heat exchanger rows 40-6a, 40-6b of the refrigerant-air-heat exchanger 6 . Coolant-air-heat exchanger (37) as additional heat exchanger row (40-37) of heat exchanger arrangement (40) between heat exchanger rows (40-6a, 40-6b) of refrigerant-air-heat exchanger (6) is arranged, so that the supply air to be conditioned consequently flows in the flow direction 66 successively in the first heat exchanger row 40-6a, the second heat exchanger row 40- of the refrigerant-air-heat exchanger 6 . The coolant-air-heat exchanger 37 as 37), and the third heat exchanger row 40-6b of the refrigerant-air-heat exchanger 6 are flowed through. Heat exchanger rows 40 - 6a , 40 -37 , 40 - 6b are configured to each occupy the entire flow cross-section of housing 61 as heat exchanger arrangement 40 .

Depending on the need and depending on the position of the air conduction device 67 , in particular the temperature flap, at least the preconditioned air when flowing through the heat exchanger arrangement 40 can, on the one hand, flow into the first flow path and at the same time heat it. It can flow through the heat exchanger 68 and can be heated. On the other hand, at least the preconditioned air when flowing through the heat exchanger arrangement 40 can be directed into a second flow path formed as a bypass towards the first flow path, thereby heating the heating heat exchanger 68 . It can be guided by swiping.

The flow cross-section of the flow path can be closed or open endlessly from 0% to 100%. The mass flow of supply air, which is guided through the flow path, is then directed into the cabin interior in a flow direction 66 , either mixed or unmixed, depending on the mode of operation.

The heating heat exchanger 68 is arranged to occupy the entire flow cross-section of the first flow path of the housing 61 and is, for example, a coolant-air-heat exchanger of a coolant circulation system, electrically resistive, referred to simply as air-PTC. It can be formed as a heating device, in particular as an electric resistance-air heating device, as an inner space-capacitor/gas cooler of a refrigerant circulation system or any other device for heating the supply air for the passenger compartment.

Depending on the operating mode of the air conditioning system 1 , the heat exchanger arrangement 40 with a coolant-air-heat exchanger 37 of the coolant circulation system 3 is, in particular, a refrigerant-air-heat exchanger operating as an evaporator ( In addition to 6), it can be used as a coolant-based extended cooling heat exchanger for cooling, or it can be used as a heating heat exchanger for heating the supply air entering the cabin. The heat exchanger arrangement 40 is a combined heat exchanger, and is also connected to the refrigerant circulation system 2 , and is also connected to the coolant circulation system 3 , especially the low-temperature coolant circulation system.

4a and 4b, a heat exchanger arrangement 40 according to the invention as a combined heat exchanger of a refrigerant-air-heat exchanger 6 and a coolant-air-heat exchanger 37 operating as an evaporator of the refrigerant is shown in perspective view and is shown in a side view.

The heat exchanger arrangement 40 is configured as three rows of cross counterflow-heat exchangers, in this case the first heat exchanger rows 40 - 6a and the third externally arranged in the air flow direction 66 . The heat exchanger rows 40-6b may be supplied with refrigerant, while the intermediate second heat exchanger rows 40-37 arranged between the external heat exchanger rows 40-6a, 40-6b are cooled by the coolant. can be perfused. Instructions for the sequence of the heat exchanger rows 40-6a, 40-37, 40-6b indicate that the flow direction 66 of the supply air for the cabin and that the supply air are in the heat exchanger rows 40-6a, 40-37, 40- 6b) is related to the continuous flow.

The refrigerant flows into the heat exchanger arrangement 40 through the inlet 41 formed in the third heat exchanger row 40-6b, and through the connecting line 43 to the first heat exchanger row 40-6a. It is guided and discharged from the heat exchanger arrangement 40 through the outlet 45 formed in the first heat exchanger row 40-6a. By way of connection line 43, an outlet 42 for refrigerant provided in the third heat exchanger row 40-6b is coupled with an inlet 44 for refrigerant provided in the first heat exchanger row 40-6a. . Accordingly, the refrigerant discharged from the expansion engine 7 and present in the two-phase region is guided into the third heat exchanger row 40-6b, and from the third heat exchanger row 40-6b to the first heat exchanger row. It is transferred to (40-6a), and is sucked by the compressor (4) after being discharged from the first heat exchanger heat (40-6a).

The inlet 41 of the third heat exchanger row 40-6b of refrigerant and the outlet 45 of the first heat exchanger row 40-6a of refrigerant are, respectively, of the heat exchanger rows 40-6a, 40-6b. arranged on the first front side and thereby on the first side of the cavity of the heat exchanger arrangement 40 . In addition, the outlet 42 of the third heat exchanger row 40-6b of the refrigerant coupled to each other through the connection line 43 and the inlet 44 of the first heat exchanger row 40-6a of the refrigerant are respectively heat formed on a second front face opposite the first face of the exchanger rows 40 - 6a , 40 - 6b and thereby on the second side of the cavity of the heat exchanger arrangement 40 .

The external heat exchanger rows 40-6a, 40-6b to which the refrigerant is supplied have flow paths aligned vertically and parallel to each other. These flow paths are formed from pipes, in particular flat pipes, each extending between two collector pipes arranged in a horizontal direction. Refrigerant flowing into the heat exchanger rows 40-6a, 40-6b through the inlets 41 and 44 formed in the first collector pipe, respectively, is distributed to the flow path in the first collector pipe. The refrigerant then flows through the pipe forming the flow path to the second collector pipe and mixes. Here, each heat exchanger row 40-6a, 40-6b may have a plurality of refrigerant through-holes having a different number of pipes, also referred to as flutes. Depending on the number of flutes in the heat exchanger rows 40-6a, 40-6b, the refrigerant in the collector pipe is redirected in the flow direction and is directed back through another flow path to the opposite collector pipe or individual heat exchanger rows. It is guided outward from the second collector pipe of (40-6a, 40-6b). The heat exchanger rows 40-6a, 40-6b of the heat exchanger arrangement 40 shown in Figures 4a and 4b are preferably formed in single-flow, but also have an odd number of flutes for the refrigerant. may be provided.

The coolant flows into the heat exchanger arrangement 40 through an inlet 46 formed in the second heat exchanger rows 40-37 and likewise passes through an outlet 47 formed in the second heat exchanger rows 40-37. It passes through and is discharged from the heat exchanger arrangement 40 . The inlet 46 and outlet 47 of the second heat exchanger row 40-37 of coolant are at one front side of the cavity of the heat exchanger row 40-37 and at the second front side of the heat exchanger arrangement 40. are arranged.

The internal or intermediate heat exchanger rows 40-37 to which the coolant is supplied have flow paths aligned horizontally and parallel to each other. These flow paths are formed from pipes, in particular flat pipes, which each extend between two collector pipes aligned in a vertical direction. The coolant flowing into the heat exchanger rows 40-37 through inlets 46 formed in the first collector pipe, respectively, is distributed in the flow path within the first collector pipe. The coolant then flows through the pipe forming the flow path to the second collector pipe and mixes, is redirected in the flow direction and distributed to the other flow paths. The second heat exchanger rows 40-37 also have two or more coolant through-holes with different numbers of pipes, also referred to as flutes, so that the coolant flows back through the flow path to the first collector pipe as a result. The coolant is then guided outward from the outlets 47 of the second heat exchanger rows 40 - 37 . The second heat exchanger rows 40-37 of the heat exchanger arrangement 40 shown in FIGS. 4A and 4B are preferably double-flow, but will also have an even number of flutes for coolant. may be

Further, the pipes of the heat exchanger rows 40-6a, 40-37, 40-6b may be aligned in any orientation, ie in a vertical or horizontal direction respectively. In this case, the pipes of the heat exchanger rows 40-6a, 40-37, 40-6b are always arranged in one direction of the cavity and parallel to each other.

If all pipes of the heat exchanger arrangement 40 and thus of all three heat exchanger rows 40-6a, 40-37, 40-6b are aligned identically, formed in series on the air side and thereby heat exchanger rows Ribs 49 or blades extending over 40-6a, 40-37, 40-6b may be provided, which extend through the entire core of the heat exchanger arrangement 40 . The rib 49 arranged between the pipes of the heat exchanger rows 40-6a, 40-37, 40-6b and connecting these pipes to each other, for example, enlarges the heat exchanger area.

To secure the heat exchanger arrangement 40 , the heat exchanger rows 40 - 6a , 40 -37 , 40 - 6b are also mechanically coupled to each other via a connecting element 48 .

5 and 6 show various operating modes of the air conditioning system 1 shown in FIG. 2 . The flow direction of the coolant in the refrigerant circulation system 2 and the flow direction of the coolant in the coolant circulation system 3 are respectively indicated by arrows.

In figure 5 the air conditioning system is shown when operating in the cooling mode of the supply air for the cabin and in the cooling mode of the battery.

The supply air for the cabin, guided through the air conditioning unit 60, flows through the heat exchange side of the external heat exchanger rows 40-6a, 40-6b of the refrigerant-air-heat exchanger 6 operating as an evaporator. It cools and/or dehumidifies as it heats up and when the coolant-air-heat exchanger 37 as a component of the heat exchanger arrangement 40 flows through the intermediate heat exchanger heat 40 - 37 . In order to regulate the supply air flowing through the heat exchanger arrangement 40 , the heat exchanger arrangement 40 is supplied with a coolant as well as a coolant.

The heating heat exchanger 68 is not provided with supply air that is guided around the heating heat exchanger 68 through the second flow path of the air conditioning unit 60 . Thereby, no heat is transferred within the heating heat exchanger 68 .

The heat released by the refrigerant from the refrigerant circulation system 2 is completely transferred in the heat exchanger 6 operating as a capacitor/gas cooler. Then, the refrigerant is distributed in the flow paths 8 , 11 . In the first expansion engine 7 of the first evaporator 6 and in the second expansion engine 13 of the second evaporator 12, respectively, the partial mass flow of refrigerant relaxes to a low pressure level, and the evaporator 6 , 12) is evaporated by heat absorption during perfusion. The partial mass flow of the refrigerant circulation system is mixed at the inlet point (10) and sucked by the compressor (4).

Using the position of the branch point 34 formed as a three-way valve, the coolant conveyed inside the coolant circulation system 3 by means of the conveying device 30 passes through the first flow path 33 and thus the battery- It is subdivided into a first partial flow through the heat exchanger 32 , and a second partial flow through the second flow path 36 and thereby through the coolant-air-heat exchanger 37 . Between the refrigerant-coolant-heat exchanger 12 , which on the one hand operates as an evaporator of the refrigerant circulation system 2 , and the battery-heat exchanger 32 and the coolant-air-heat exchanger 37 , on the other hand By circulating, consequently not only the heat absorbed by the battery in the battery-heat exchanger 32 but also the heat absorbed from the coolant by the supply air for the cabin in the coolant-air-heat exchanger 37 is converted into a refrigerant-coolant-heat exchanger (12) is completely discharged as a refrigerant within. The partial mass flow of coolant is mixed at the inlet point 35 . The additional heating heat exchanger 31 is not operational.

The refrigerant-coolant-heat exchanger 12 is operated to provide cooling capability for the supply air for the cabin and primarily for cooling the battery. In this case, the coolant is cooled to a temperature value lying below the ambient temperature value.

At least a portion of the liquid phase of the refrigerant flowing through the third heat exchanger rows 40 - 6b of the heat exchanger arrangement 40 is evaporated. Then, when flowing through the first heat exchanger heat 40-6a of the heat exchanger arrangement 40, the liquid state of the refrigerant is completely evaporated, and from this point on, the refrigerant in the vapor form is overheated depending on the situation. To ensure overheating, a higher temperature supply air flows through the first heat exchanger rows 40 - 6a. As it flows through the first heat exchanger rows 40 - 6a , the feed air is precooled and then continues to cool in the second heat exchanger rows 40 - 37 . Finally, the supply air is withdrawn from the third heat exchanger row 40 - 6b of the heat exchanger arrangement 40 to the desired temperature.

The cooling capacity for the cabin supply air is expanded by the heat exchanger arrangement 40 , because not only the refrigerant but also the coolant is used for controlling the supply air. By the combined use of refrigerant and coolant, higher cooling capacity can also be provided with faster cooling dynamics for cooling the supply air for the cabin. In this case, also on the one hand, the supply air flowing through the heat exchanger arrangement 40 can be cooled further than in the case of using a conventional refrigerant-evaporator. On the other hand, the refrigerant can be superheated to a higher temperature, in which case a higher superheat can be tolerated. The air conditioning system 1 can be operated with higher efficiency than conventional systems.

By using a heat exchanger arrangement 40 with three heat exchanger rows 40-6a, 40-37, 40-6b, a very uniform temperature map of the supply air at the outlet of the heat exchanger arrangement 40 is established. do.

The coolant through-holes of the second heat exchanger rows 40-37 of the heat exchanger arrangement 40 are formed such that, under the same conditions, less pressure drop occurs than in the case of a conventional refrigerant-air-heat exchanger operated as an evaporator on the air side. have.

In a reheating mode not shown in the figure, cooled and/or dehumidified supply air is guided through the first flow path of the air conditioning unit 60 as it flows through the heat exchanger arrangement 40, and the heating heat exchanger ( 68) is heated during perfusion. The air guiding device 67 is configured such that at least a partial mass flow of air is guided through the first flow path.

6 shows the air conditioning system 1 when operating in the heating mode of the supply air for the cabin and in the heating mode of the battery, together with the operation of the additional heat exchanger 31 of the coolant circulation system 3 . The compressor (4) of the refrigerant circulation system (2) does not operate. As the refrigerant is not circulated in the refrigerant circulation system 2, no heat is transferred as a result.

The supply air for the cabin, which is guided through the air conditioning unit 60 , is the heat exchange side of the intermediate heat exchanger rows 40 - 37 of the coolant-air-heat exchanger 37 as a component of the heat exchanger arrangement 40 . is heated during perfusion. In order to regulate the supply air flowing through the heat exchanger arrangement 40 , only coolant is supplied to the heat exchanger arrangement 40 . In addition, the heating heat exchanger 68 may be provided with supply air that is guided through the first flow path of the air conditioning unit 60 . As such, the heat exchanger arrangement 40 can be used as the sole heat source for heating the supply air for the cabin or as an additional heating device to heat the supply air to the desired temperature in the heating heat exchanger 68 after preheating it. have.

Using the position of the branch point 34 formed as a three-way valve, the coolant conveyed inside the coolant circulation system 3 by means of the conveying device 30 passes through the first flow path 33 and thus the battery- It is subdivided into a first partial flow through the heat exchanger 32 , and a second partial flow through the second flow path 36 and thereby through the coolant-air-heat exchanger 37 . The coolant is circulated between the additional heating heat exchanger 31 on the one hand and the battery-heat exchanger 32 and the coolant-air-heat exchanger 37 on the other hand. The partial mass flow of coolant is mixed at the inlet point 35 . The refrigerant-air-heat exchanger 6 operating as an evaporator does not work like the entire refrigerant circulation system 2 .

The additional heating heat exchanger 31 is operable to heat the coolant to a temperature value above the ambient temperature value, in particular by means of an electrical resistance heating device, and consequently to provide a heat output for the supply air for the cabin and for heating the battery. do.

Thus, the mixed coolant at the inlet point 35 flows through an additional heating heat exchanger 31 to absorb heat. Since no refrigerant is supplied to the refrigerant-coolant-heat exchanger (12), no heat is transferred within the refrigerant-coolant-heat exchanger (12), as a result of which it is absorbed by the coolant in the additional heating heat exchanger (31). Heat is transferred in the coolant-air-heat exchanger 37 to the supply air for the cabin and/or to the batteries in the battery-heat exchanger 32 . As a result, not only the battery but also the supply air for the cabin can be heated separately or simultaneously. A further heating heat exchanger 31 is used as a heat source for the supply air for the cabin or for the batteries. The coolant-air-heat exchanger 37 is used as a heating heat exchanger for the supply air. The air conditioning system 1 can be operated with higher efficiency than the conventional system even when operated in heating mode.

In this case, the heat exchanger arrangement 40 can be used as an independent heater for heating the supply air, in addition to the heating heat exchanger 68 arranged inside the air conditioning unit 60 , such a situation that the supply air Allows for a more uniform temperature stratification. This makes it possible to use only one electric resistance heating device for heating the supply air for the cabin and the battery, even when the refrigerant circulation system 2 as a component of the heat pump system is omitted. As a result, the cost of an electric resistance heating device for heating the supply air can be omitted.

When the air conditioning system 1 is operated in a heat pump mode not shown in the figure, the heat exchanger arrangement 40 is also used for absorbing heat originating from the circulating air in the cabin and as a refrigerant-coolant-heat exchanger ( 12) can also be used as an additional heat source for transfer to the refrigerant as evaporation heat within.

The air conditioning system 1 is first operated, for example, in the operating mode according to FIG. 6 , whereby preconditioning, on the one hand, for heating the air in the cabin in a short time and on the other hand for direct heating of the battery mode, while the car's battery is charged in the plug socket and thereby in the stationary state of the car. This mode is necessary to keep the battery within a certain temperature range, especially when the ambient temperature is low. Batteries can also be used as heat reservoirs, especially due to their large thermal mass. The stored heat can later be used as a heat source for evaporating the refrigerant, for example when operating in heat pump mode.

1, 1': air conditioning system
2, 2': refrigerant circulation system
3, 3': coolant circulation system
4: Compressor for refrigerant circulation system
5: Heat exchanger, capacitor/gas cooler
6: Refrigerant-air-heat exchanger, first evaporator
7: first expansion organ
8: first flow path
9: Branch point
10: Entrance point
11: second flow path
12: refrigerant-coolant-heat exchanger, second evaporator
13: second expansion organ
30: transfer device for coolant circulation system
31: additional heating heat exchanger
32: battery-heat exchanger
33: first flow path
34: branch point
35: entrance point
36: second flow path
37: coolant-air-heat exchanger
40: heat exchanger arrangement
40-6a: first heat exchanger heat - refrigerant-air-heat exchanger (6)
40-37: second heat exchanger heat-coolant-air-heat exchanger (37)
40-6b: third heat exchanger heat - refrigerant-air-heat exchanger (6)
41: inlet for refrigerant of the third heat exchanger row 40-6b
42: outlet for the refrigerant of the third heat exchanger row (40-6b)
43: connection line of refrigerant
44: inlet for refrigerant of the first heat exchanger row 40-6a
45: outlet for the refrigerant of the first heat exchanger column (40-6a)
46: inlet for coolant
47: outlet for coolant
48: connection element
49: rib
60: air conditioning unit
61: housing
62: blower
63: inlet for circulating air
64: fresh air inlet
65: air guide device
66: flow device for supply air
67: air guide device
68: heating heat exchanger

Claims (22)

A refrigerant circulation system (2) and a coolant circulation system (3) are provided, wherein the refrigerant circulation system (2) is provided with a refrigerant-air-heat exchanger (6), and the coolant circulation system (3) is a coolant-air-heat A heat exchanger arrangement (40) for an automobile air conditioning system (1) for regulating supply air for a passenger compartment, the heat exchanger arrangement (40) being provided with an exchanger (37),
One or more first heat exchanger rows 40-6a of the refrigerant-air-heat exchanger 6, the heat exchanger arrangement 40 being able to supply the refrigerant of the refrigerant circulation system 2, the coolant of the refrigerant circulation system 3 The second heat exchanger heat 40-37 of the coolant-air-heat exchanger 37 can supply, and the third heat exchanger of the refrigerant-air-heat exchanger 6 can supply the coolant of the refrigerant circulation system 2 . having a row (40-6b),
The heat exchanger rows 40-6a, 40-37, 40-6b are, in order, a first heat exchanger row 40-6a, a second heat exchanger row 40-37 and a third heat exchanger row 40 arranged so that air can be continuously supplied to -6b),
Refrigerant is supplied to the first heat exchanger row 40-6a and the third heat exchanger row 40-6b, and the first heat exchanger row 40-6a and the third heat exchanger row 40- 6b) The second heat exchanger row (40-37) arranged between is formed as three rows of cross counterflow heat exchangers, which are flown through by the coolant, an automobile air conditioning system (1) For heat exchanger arrangement (40). delete delete The vehicle air conditioning system according to claim 1, characterized in that the first heat exchanger row (40-6a) and the third heat exchanger row (40-6b) are arranged such that a refrigerant can be supplied continuously. 1) for heat exchanger arrangement (40). According to claim 4, wherein the heat exchanger column (40-6a, 40-6b) is a third heat exchanger column (40-6b) and the first heat exchanger column (40-6a) is continuously supplied with refrigerant in the order A heat exchanger arrangement (40) for an automobile air conditioning system (1), characterized in that it is arranged so that it can be 5. A connection line according to claim 4, characterized in that the outlet (42) of the third heat exchanger row (40-6b) and the inlet (44) of the first heat exchanger row (40-6a) are connected to each other via a connecting line (43). A heat exchanger arrangement (40) for an automobile air conditioning system (1) comprising: 2. The method according to claim 1, characterized in that the heat exchanger rows (40-6a, 40-37, 40-6b) are each formed from a flow path extending between two collector pipes arranged parallel to each other. Heat exchanger arrangement (40) for an automobile air conditioning system (1). 8. Heat exchanger arrangement (40) according to claim 7, characterized in that the flow paths are formed from pipes arranged parallel to each other. 8. The heat exchanger column (40) according to claim 7, wherein the collector pipe of the first heat exchanger column (40-6a) and the collector pipe of the third heat exchanger column (40-6b) are arranged in a horizontal direction, A heat exchanger arrangement (40) for an automobile air conditioning system (1), characterized in that the flow path of -6a) and the flow path of the third heat exchanger row (40-6b) are arranged in a vertical direction. 8. The method according to claim 7, characterized in that the collector pipes of the second heat exchanger row (40-37) are arranged in a vertical direction, and the flow path of the second heat exchanger row (40-37) is arranged in a horizontal direction. A heat exchanger arrangement (40) for an automobile air conditioning system (1). 9. The method according to claim 8, wherein the collector pipes of the heat exchanger rows (40-6a, 40-37, 40-6b) are arranged in a first direction of the cavity, and the pipes of the flow path are arranged in a second direction of the cavity, A heat exchanger arrangement (40) for an automobile air conditioning system (1), characterized in that between the adjacently arranged pipes, ribs extending over the heat exchanger rows (40-6a, 40-37, 40-6b) are formed. - a compressor (4), a heat exchanger (5) operating as a condenser or gas cooler, a refrigerant-air-heat exchanger (6) operating as a first evaporator and having a first expansion engine (7) arranged in front, and a second a refrigerant circulation system (2) having a refrigerant-coolant-heat exchanger (12) operating as an evaporator and having a second expansion engine (13) disposed in front, and
- an air conditioning system (1) comprising a coolant circulation system (3) with a refrigerant-coolant-heat exchanger (12) operating as an evaporator,
The coolant circulation system (3) has a coolant-air-heat exchanger (37) for transferring heat between the coolant and supply air for the cabin, the air conditioning system (1) having a heat exchanger arrangement (40) formed,
One or more first heat exchanger rows 40-6a of the refrigerant-air-heat exchanger 6, the heat exchanger arrangement 40 being able to supply the refrigerant of the refrigerant circulation system 2, the coolant of the refrigerant circulation system 3 The second heat exchanger heat 40-37 of the coolant-air-heat exchanger 37 can supply, and the third heat exchanger of the refrigerant-air-heat exchanger 6 can supply the coolant of the refrigerant circulation system 2 . Air conditioning system (1), characterized in that it has rows (40-6b). 13. The refrigerant-air-heat exchanger (6) with a first expansion engine (7) according to claim 12, wherein the refrigerant circulation system (2) is arranged inside the first flow path (8), and the second expansion engine (13) A refrigerant-coolant-heat exchanger 12 with is arranged inside the second flow path 11 of the refrigerant circulation system 2 , the first flow path 8 and the second flow path 11 branching out respectively An air conditioning system (1), characterized in that it extends from a point (9) to an inlet point (10), is arranged parallel to one another, and is formed so as to be supplied with refrigerant individually or simultaneously with one another. 13. The air conditioning unit (60) according to claim 12, wherein an air conditioning unit (60) is provided with a blower (62) for conveying supply air for the cabin (61) through the housing (61), the heat exchanger arrangement (40) being arranged inside the housing (61). Air conditioning system (1), characterized in that it is arranged to cover over the entire flow cross-section of the housing (61). 15. The air flow path according to claim 14, wherein the housing (61) has a first flow path and a second flow path branching downstream of the heat exchanger arrangement (40), the flow paths being arranged parallel to each other, the air It is formed so as to be supplied with the supply air flowing through the heat exchanger arrangement 40 individually or simultaneously by a guide device 67 , and is heated in the first flow path in the flow direction 66 of the supply air. An exchanger (68) is arranged, characterized in that the second flow path is formed as a bypass for bypassing the first flow path. 13. A battery-heat exchanger (32) according to claim 12, wherein a battery-heat exchanger (32) is arranged inside the first flow path (33) of the refrigerant circulation system (3), and the coolant-air-heat exchanger (37) is a second flow path (33) of the refrigerant circulation system (3). arranged within the flow path 36 , each of the flow paths extending from the branch point 34 to the inlet point 35 , arranged parallel to each other, and configured to be supplied with coolant individually or simultaneously with each other Air conditioning system (1), characterized in that it becomes. The inlet point (35) according to claim 16, wherein in the coolant circulation system (3), in the flow direction of the coolant, the additional heating heat exchanger (31) and the coolant-coolant-heat exchanger (12) can be continuously supplied with coolant. ) and the branching point (34), characterized in that the air conditioning system (1). A method for operating a motor vehicle air conditioning system (1) according to claim 13 for operation in a cooling device mode, a heat pump mode and a heating mode or a reheating mode for supply air for the passenger compartment to be conditioned, the method comprising:
When operated in the cooling system mode for the supply air for the cabin, in the first flow path (8) with a refrigerant-air-heat exchanger (6) operated as a first evaporator to absorb the heat originating from the supply air. Refrigerant is supplied and the refrigerant is supplied to the second flow path 11 having the refrigerant-coolant-heat exchanger 12 of the refrigerant circulation system 2 operating as a second evaporator, and is supplied by the conveying device 30 to the coolant circulation system The coolant conveyed through (3) is circulated as a partial mass flow between at least the refrigerant-coolant-heat exchanger (12) and the coolant-air-heat exchanger (37), in said coolant-air-heat exchanger (37). A method for operating a motor vehicle air conditioning system (1), characterized in that heat absorbed from the supply air by the coolant is transferred to the refrigerant in a refrigerant-coolant-heat exchanger (12). 19. A component according to claim 18, wherein supply air is conducted through a heat exchanger arrangement (40) to transfer heat to the refrigerant and to the coolant, the heat exchanger arrangement being formed as a refrigerant-coolant-heat exchanger (12) and A method for operating an automobile air conditioning system (1), characterized in that it has one or more components formed as a coolant-air-heat exchanger (37). 19. The battery-heat exchanger according to claim 18, wherein the coolant circulates as a partial mass flow between at least the refrigerant-coolant-heat exchanger (12) and the battery-heat exchanger (32) when operated in an active cooling mode of the battery, said battery-heat Method for operating an automobile air conditioning system (1), characterized in that the heat absorbed from the battery by the coolant in the exchanger (32) is transferred to the coolant in the coolant-coolant-heat exchanger (12). 18. A method for operating a motor vehicle air conditioning system (1) according to claim 17 for operation in a cooling device mode, a heat pump mode and a heating mode or a reheating mode for supply air for the passenger compartment to be conditioned, comprising:
When operated in the heating mode for the supply air for the cabin, the coolant conveyed by the conveying device 30 through the coolant circulation system 3 is at least a coolant-air-heat exchanger 37 and an additional heat exchanger 31 . It circulates as a partial mass flow between the motor vehicle air conditioning system, characterized in that the heat absorbed by the coolant in the further heat exchanger (31) is transferred to the supply air in the coolant-air-heat exchanger (37) ( 1) How to make it work. 22. The additional heating heat exchanger (31) according to claim 21, wherein when the battery is operated in heating mode, coolant circulates as at least a partial mass flow between the additional heating heat exchanger (31) and the battery-heat exchanger (32), said additional heating heat exchanger (31) ), characterized in that the heat absorbed by the coolant is transferred to the battery in the battery-heat exchanger (32).

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