(19)
(11)EP 2 900 497 B1

(12)EUROPEAN PATENT SPECIFICATION

(45)Mention of the grant of the patent:
29.07.2020 Bulletin 2020/31

(21)Application number: 14788837.4

(22)Date of filing:  15.04.2014
(51)International Patent Classification (IPC): 
B60H 1/32(2006.01)
F25B 27/02(2006.01)
B60H 1/08(2006.01)
F25B 6/04(2006.01)
B60H 1/00(2006.01)
B60H 1/22(2006.01)
F25B 5/04(2006.01)
F25B 40/06(2006.01)
(86)International application number:
PCT/KR2014/003224
(87)International publication number:
WO 2014/175589 (30.10.2014 Gazette  2014/44)

(54)

HEAT PUMP SYSTEM FOR VEHICLE

WÄRMEPUMPENSYSTEM FÜR EIN FAHRZEUG

SYSTÈME DE POMPE À CHALEUR POUR VÉHICULE


(84)Designated Contracting States:
AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

(30)Priority: 23.04.2013 KR 20130044724

(43)Date of publication of application:
05.08.2015 Bulletin 2015/32

(73)Proprietor: Hanon Systems
Daejeon 306-230 (KR)

(72)Inventors:
  • KANG, Sung Ho
    Daejeon 306-230 (KR)
  • KIM, Hak Kyu
    Daejeon 306-230 (KR)
  • LEE, Sang Ki
    Daejeon 306-230 (KR)
  • CHOI, Young Ho
    Daejeon 306-230 (KR)
  • LEE, Jung Jae
    Daejeon 306-230 (KR)

(74)Representative: Ipside 
29, rue de Lisbonne
75008 Paris
75008 Paris (FR)


(56)References cited: : 
EP-A1- 1 361 091
JP-A- 2005 289 095
US-A1- 2007 271 943
US-A1- 2013 025 311
DE-A1- 10 141 389
JP-A- 2010 125 912
US-A1- 2012 227 431
US-B2- 7 063 137
  
      
    Note: Within nine months from the publication of the mention of the grant of the European patent, any person may give notice to the European Patent Office of opposition to the European patent granted. Notice of opposition shall be filed in a written reasoned statement. It shall not be deemed to have been filed until the opposition fee has been paid. (Art. 99(1) European Patent Convention).


    Description

    BACKGROUND OF THE INVENTION


    Field of the Invention



    [0001] The present invention relates to a heat pump system for a vehicle, and more particularly, to a heat pump system for a vehicle, which can use an evaporator of an air-conditioning case for common use in an air-conditioning mode and in a heat pump mode for cooling and heating so as to reduce weight and manufacturing costs because the heat pump system can be applied without any change in structure of the air-conditioning case, and which can be operated even at low temperature without any influence of outdoor temperature because the heat pump system uses waste heat of an engine so as to enhance fuel efficiency and increase heating performance and efficiency.

    Background Art



    [0002] In general, an air conditioner for a vehicle includes a cooling system for cooling the interior of the vehicle and a heating system for heating the interior of the vehicle. At an evaporator side of a refrigerant cycle, the cooling system converts air into cold air by heat-exchanging the air passing outside an evaporator with refrigerant flowing inside the evaporator so as to cool the interior of the vehicle. At a heater core side of a cooling water cycle, the heating system convers air into warm air by heat-exchanging the air passing outside the heater core with cooling water flowing inside the heater core so as to heat the interior of the vehicle.

    [0003] Moreover, a hybrid vehicle which is operated by an engine (internal combustion engine) and an electric motor uses waste heat (cooling water) of the engine as a heat source for heating the interior of the vehicle.

    [0004] That is, the hybrid vehicle uses the air conditioner for heating in the same way as the conventional vehicles because the waste heat of the engine is sufficient when the vehicle is operated by the engine, but uses the remaining heat of engine cooling water as the heat source even though the engine is turned off when the vehicle is operated by the electric motor.

    [0005] In the case that the vehicle is operated by the electric motor, if outdoor temperature is low (below zero), the vehicle cannot be operated by the electric motor due to a lack of the remaining heat of the engine cooling water when the engine cooling water is below a predetermined temperature. However, the engine is forcedly operated in order to secure the heat source for heating, such that the fuel efficiency of the hybrid vehicle is deteriorated.

    [0006] In order to improve the fuel efficiency of the hybrid vehicle at low temperature, air conditioners to each of which a heat pump system is applied have been developed.

    [0007] FIG. 1 illustrates an example of a conventional heat pump system for a vehicle. As shown in FIG. 1, the heat pump system for the vehicle includes: a compressor 30 for compressing and discharging refrigerant; an interior heat exchanger 32 for radiating heat of the refrigerant discharged from the compressor 30; a first expansion valve 34 mounted in parallel for selectively expanding the refrigerant passing through the interior heat exchanger 32; an exterior heat exchanger 48 for heat-exchanging the refrigerant passing through the first expansion valve 34 outdoors; an evaporator 60 for evaporating the refrigerant passing through the exterior heat exchanger 48; an accumulator 62 for dividing the refrigerant passing through the evaporator 60 into a gas-phase refrigerant and a liquid-phase refrigerant; a second expansion valve 56 for selectively expanding the refrigerant supplied to the evaporator 60; and a bypass line 58 for making the refrigerant passing through the exterior heat exchanger 48 bypass the second expansion valve 56 and the evaporator 60 in a heat pump mode.

    [0008] The evaporator 60 and the interior heat exchanger 32 are respectively mounted inside an air-conditioning case 50, and in this instance, a heater core 70 is mounted between the evaporator 60 and the interior heat exchanger 32 inside the air-conditioning case 50.

    [0009] Cooling water of an engine 72 is circulated inside the heater core 70, and a temperature adjustable door 74 adapted for adjusting a mixed amount of cold wind and warm wind is mounted between the evaporator 60 and the heater core 70.

    [0010] The conventional heat pump system for the vehicle having the above-mentioned structure, in the heat pump mode (the maximum heating mode), the refrigerant discharged from the compressor 30 passes through the interior heat exchanger 32, the first expansion valve 34, the exterior heat exchanger 48, the bypass line 58, and the accumulator 62 in order, and then, is returned to the compressor 30. In this instance, the interior heat exchanger 32 serves as a heater and the exterior heat exchanger 48 serves as an evaporator.

    [0011] Therefore, in the heat pump mode, the heat pump system carries out heating using the interior heat exchanger 32 under the condition that the vehicle is operated by the electric motor, but carries out heating using the heater core 70 in which the cooling water of the engine 72 circulates under the condition that the vehicle is operated by the engine, so as to enhance fuel efficiency.

    [0012] In the meantime, in an air-conditioning mode (the maximum cooling mode), the refrigerant discharged from the compressor 30 passes through the interior heat exchanger 32, the exterior heat exchanger 48, the second expansion valve 56, the evaporator 60, and the accumulator 62 in order, and then, is returned to the compressor 30. In this instance, the interior heat exchanger 32 which is closed by the temperature adjustable door 74 serves as a heater like in the heat pump mode, and the evaporator 60 serves as a cooler.

    [0013] However, in case that the conventional heat pump system for the vehicle is applied in order to enhance fuel efficiency at low temperature, because the waste heat of the engine 72 and the heat pump system are used together, the interior heat exchanger 32 which is a heat exchanger for a heat pump is added inside the air-conditioning case 50, and hence, it is difficult to use the air-conditioning case 50 commonly and manufacturing costs are increased due to an increase in size and weight of the air-conditioning case 50.

    [0014] DE 10141389 discloses an air-conditioning system comprising a refrigerant compressor, a second heat exchanger and an expansion element, wherein the second heat exchanger serves as an evaporator in an air-conditioning mode and as an additional heater is a heat-pump mode.

    SUMMARY OF THE INVENTION



    [0015] Accordingly, the present invention has been made to solve the above-mentioned problems occurring in the prior arts, and it is an object of the present invention to provide a heat pump system for a vehicle, which can use an evaporator of an air-conditioning case for common use in an air-conditioning mode and in a heat pump mode for cooling and heating so as to reduce weight and manufacturing costs because the heat pump system can be applied without any change in structure of the air-conditioning case, and which can be operated even at low temperature without any influence of outdoor temperature because the heat pump system uses waste heat of an engine so as to enhance fuel efficiency and increase heating performance and efficiency.

    [0016] To achieve the above objects, the present invention provides a heat pump system for a vehicle, capable of working in a heat pump mode and in a air-conditioning mode, according to claim 1.

    [0017] According to the preferred embodiment of the present invention, the heat pump system for the vehicle can use the evaporator of the air-conditioning case for common use in the air-conditioning mode and in the heat pump mode for cooling and heating so as to reduce weight and manufacturing costs because the heat pump system can be applied without any change in structure of the air-conditioning case.

    [0018] Moreover, the heat pump system for the vehicle according to the preferred embodiment of the present invention can reduce the number of components and manufacturing costs because the interior heat exchanger which is mounted inside the air-conditioning case in the conventional heat pump system is not mounted in the heat pump system of the present invention.

    [0019] Furthermore, the heat pump system for the vehicle according to the preferred embodiment of the present invention can be operated even at low temperature without any influence of outdoor temperature because the heat pump system uses waste heat of an engine so as to enhance fuel efficiency and increase heating performance and efficiency.

    BRIEF DESCRIPTION OF THE DRAWINGS



    [0020] The above and other objects, features and advantages of the present invention will be apparent from the following detailed description of the preferred embodiments of the invention in conjunction with the accompanying drawings, in which:

    FIG. 1 is a configurative diagram of a conventional heat pump system for a vehicle;

    FIG. 2 is a configurative diagram of an air-conditioning mode of the heat pump system in a state where an engine is turned on;

    FIG. 3 is a configurative diagram of the air-conditioning mode of the heat pump system in a state where the engine is turned off; and

    FIG. 4 is a configurative diagram of a heat pump mode of the heat pump system in a state where the engine is turned off.


    DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT



    [0021] Reference will be now made in detail to the preferred embodiment of the present invention with reference to the attached drawings.

    [0022] First, a heat pump system for a vehicle according to the present invention includes a compressor 100, an evaporator 110, an exterior heat exchanger 130, an expansion means 120, a waste heat exchanger 140, a first refrigerant circulation line R1, and a second refrigerant circulation line R2, and it is preferable that the heat pump system be applied to a hybrid vehicle.

    [0023] The first refrigerant circulation line R1 is a line for circulating refrigerant in an air-conditioning mode, and the second refrigerant circulation line R2 is a line for circulating refrigerant in a heat pump mode.

    [0024] The first refrigerant circulation line R1 forms a refrigerant line in such a manner that refrigerant discharged from the compressor 100 circulates the exterior heat exchanger 130, the expansion means 120, the evaporator 110 and the compressor 100 in order in the air-conditioning mode, but forms a refrigerant line in such a manner that the refrigerant discharged from the compressor 100 circulates the evaporator 110, the expansion means 120, the waste heat exchanger 140 and the compressor 100 in order in the heat pump mode.

    [0025] In this instance, the first refrigerant circulation line R1 and the second refrigerant circulation line R2 commonly use partial sections of the first and second refrigerant circulation lines R1 and R2.

    [0026] That is, the partial sections of the first and second refrigerant circulation lines R1 and R2 are formed integrally, such that the first and second refrigerant circulation lines R1 and R2 can use them commonly. As shown in the drawing, a section (a) to which the compressor 100 is connected and a section (b) to which the evaporator 110 and the expansion means 120 are connected become the common sections (a) and (b) of the first and second refrigerant circulation lines R1 and R2.

    [0027] Meanwhile, the exterior heat exchanger 130 is mounted on the first refrigerant circulation line R1, and the waste heat exchanger 140 is mounted on the second refrigerant circulation line R2.

    [0028] Therefore, according to direction changes of first and second direction-changing valves 181 and 182, in the air-conditioning mode, the refrigerant discharged from the compressor 100 circulates the exterior heat exchanger 130, the expansion means 120, the evaporator 110 and the compressor in order while flowing along the first refrigerant circulation line R1, and in the heat pump mode, the refrigerant discharged from the compressor 100 circulates the evaporator 110, the expansion means 120, the waste heat exchanger 140 and the compressor 100 in order while flowing along the second refrigerant circulation line R2.

    [0029] As described above, the heat pump system according to the preferred embodiment of the present invention commonly uses the evaporator 110 mounted inside the air-conditioning case 150 not only in the air-conditioning mode but also in the heat pump mode.

    [0030] Hereinafter, the heat pump system according to the preferred embodiment of the present invention will be described by components in detail.

    [0031] First, the compressor 100 inhales and compresses refrigerant while operating by receiving a driving force from an engine 161 (internal combustion engine) or an electric motor (not shown), and then, discharges the refrigerant in a gas phase of high temperature and high pressure.

    [0032] In this instance, it is preferable that the compressor 100 be an electric-drive compressor which is driven by a motor in order to carry out heating and cooling even in a state where the engine 161 is turned off. When the electric-drive compressor is used, the compressor can be operated without regard to operation or non-operation of the engine 161.

    [0033] Furthermore, the compressor 100 is mounted in the common section (a) of the first and second refrigerant circulation lines R1 and R2, so as to inhale and compress the refrigerant discharged from the evaporator 110 and supply the compressed refrigerant to the exterior heat exchanger 130 mounted on the first refrigerant circulation line R1 in the air-conditioning mode, and to inhale and compress the refrigerant discharged from the waste heat exchanger 140 and supply the compressed refrigerant to the evaporator 110 mounted on the second refrigerant circulation line R2 in the heat pump mode.

    [0034] Additionally, the evaporator 110 is mounted inside the air-conditioning case 150 in order to exchange heat between air and refrigerant flowing inside the air-conditioning case 150.

    [0035] In addition, the evaporator 110 is connected to the common section (b) of the first and second refrigerant circulation lines R1 and R2, so as to cool air by exchanging heat between the refrigerant of low-temperature and low-pressure discharged from the expansion means 120 and the air inside the air-conditioning case 150 and supply the refrigerant evaporated during the heat-exchanging process in the air-conditioning mode, and to heat the air inside the air-conditioning case 150 by exchanging heat between the refrigerant of high-temperature and high-pressure discharged from the compressor 100 and the air of the air-conditioning case 150 and supply the refrigerant condensed during the heat-exchanging process to the expansion means 120.

    [0036] As described above, the evaporator 110 serves as the evaporator 110 so as to cool the interior of the vehicle in the air-conditioning mode, but serves as a condenser (heater) so as to heat the interior of the vehicle in the heat pump mode.

    [0037] In the meantime, the conventional evaporator serves only to cool the inside because only refrigerant of low-temperature and low-pressure flows. However, inside the evaporator 110 according to the preferred embodiment of the present invention, the evaporator 110 is constructed in such a manner that refrigerant of low-temperature and low-pressure flows in the air-conditioning mode but refrigerant of high-temperature and high-pressure flows in the heat pump mode, such that the refrigerant can flow bidirectionally inside the evaporator 110.

    [0038] Moreover, the exterior heat exchanger 130 is mounted outside the air-conditioning case 150 so as to exchange heat between the outdoor air and the refrigerant.

    [0039] Here, the exterior heat exchanger 130 is mounted in front of an engine room of the vehicle, and exchanges heat between the outdoor air and the refrigerant which is discharged from the compressor 100 and flows inside the first refrigerant circulation line R1.

    [0040] The exterior heat exchanger 130 serves as a condenser in the air-conditioning mode, and in this instance, refrigerant of high-temperature flowing inside the exterior heat exchanger 130 exchanges heat with the outdoor air and is condensed. The refrigerant does not flow in the heat pump mode.

    [0041] Furthermore, the expansion means 120 is arranged between the evaporator 110 and the exterior heat exchanger 130 so as to expand the refrigerant.

    [0042] In other words, the expansion means 120 is constructed by an orifice tube mounted in the common section (b) of the first and second refrigerant circulation lines R1 and R2, which is located at one side of the evaporator 110, and can be expanded bidirectionally relative to the refrigerant flowing along the first refrigerant circulation line R1 and the refrigerant flowing along the second refrigerant circulation line R2.

    [0043] In this instance, it is preferable that the expansion means 120 use the orifice tube which is expandable bidirectionally, but may use an expansion valve.

    [0044] Therefore, in the air-conditioning mode, the refrigerant which is discharged from the compressor 100 and passes the exterior heat exchanger 130 is expanded while passing the expansion means 120 and supplied to the evaporator 110. However, in the heat pump mode, the refrigerant which is discharged from the compressor 100 and passes through the evaporator 110 is expanded while passing the expansion means 120 and supplied to the waste heat exchanger 140.

    [0045] Additionally, a heater core 160 which is connected with the engine 161 of the vehicle through a cooling water circulation line W is mounted inside the air-conditioning case 150.

    [0046] In this instance, a water pump 162 is mounted on the cooling water circulation line W in order to circulate cooling water of the engine 161 toward the heater core 160.

    [0047] Therefore, when the engine 161 is turned on, the heat pump system circulates the cooling water heated by the engine 161 toward the heater core 160 such that the air flowing inside the air-conditioning case 150 is heated while passing the heater core 160 so as to carry out heating. However, when the engine 161 is turned off, the cooling water does not circulate the heater core 160. Of course, in the case that the engine 161 is turned off, the heat pump system can operate the water pump 162 using the remaining heat of the engine 161 so as to circulate the cooling water of the engine 161 toward the heater core 160 and the waste heat exchanger 140.

    [0048] In addition, a temperature adjustable door 151 adapted for adjusting an amount of air bypassing the heater core 160 and an amount of air passing the heater core 160 is mounted between the evaporator 110 and the heater core 160 inside the air-conditioning case 150.

    [0049] The temperature adjustable door 151 can properly control temperature of the air discharged from the air-conditioning case 150 by adjusting the amount of the air bypassing the heater core 160 and the amount of the air passing the heater core 160.

    [0050] In this instance, as shown in FIG. 2, in the air-conditioning mode, when a passage in front of the heater core 160 is completely closed by the temperature adjustable door 151, cold air passing the evaporator 110 bypasses the heater core 160 and is supplied to the interior of the vehicle so as to carry out the maximum cooling. As shown in FIG. 4, in the heat pump mode, when a passage bypassing the heater core 160 is completely closed by the temperature adjustable door 151, all of the air is changed into warm air while passing the heater core 160 and is supplied to the interior of the vehicle so as to carry out the maximum heating.

    [0051] Moreover, in order to exchange heat between the waste heat of the engine 161 of the vehicle and the refrigerant, the waste heat exchanger 140 includes: a refrigerant heat exchanging part 142 connected with the second refrigerant circulation line R2 in such a way that the refrigerant flows therein; and a cooling water heat exchanging part 141 connected with the cooling water circulation line W in such a way that the cooling water flows therein. The waste heat exchanger 140 exchanges heat between the refrigerant of the refrigerant heat exchanging part 142 and the cooling water of the cooling water heat exchanging part 141.

    [0052] The waste heat exchanger 140 serves to evaporate the refrigerant by exchanging heat between the refrigerant and the waste heat of the engine 161 in the heat pump mode. That is, in the heat pump mode, the waste heat exchanger 140 exchanges heat between the refrigerant which passes the compressor 100, the evaporator 110 and the expansion means 120 and the cooling water (engine waste heat) of the engine 161, and in this process, the refrigerant is evaporated and supplied to the compressor 100.

    [0053] In other words, as shown in FIG. 4, in the heat pump mode, the waste heat exchanger 140 exchanges heat between the remaining heat of the cooling water and the refrigerant discharged from the expansion means 120 even though the cooling water of the engine 161 does not circulate in the cooling water circulation line W, so as to evaporate the refrigerant.

    [0054] Of course, FIG. 4 illustrates the case that the cooling water of the engine 161 does not circulate the cooling water circulation line W when the engine 161 is turned off, but even in the case that the engine 161 is turned off, the heat pump system can circulate the cooling water by operating the water pump 162. In this case, the remaining heat of the engine 161 may be used.

    [0055] It is preferable that the waste heat exchanger 140 be a plate type heat exchanger.

    [0056] Furthermore, an on-off valve 183 is mounted on the second refrigerant circulation line R2 of an inlet side of the waste heat exchanger 140. The on-off valve 183 is closed in the air-conditioning mode but is opened in the heat pump mode.

    [0057] Meanwhile, the heat pump mode according to the preferred embodiment of the present invention is operated only in the case that the engine 161 is turned off. That is, there is no need to operate the heat pump mode because the cooling water heated by the engine 161 circulates toward the heater core 160 to carry out heating when the engine 161 is turned on. The heat pump mode is operated for heating only when the engine 161 is turned off, and in this instance, the waste heat (cooling water) of the engine 161 is used.

    [0058] Additionally, an accumulator 170 is mounted at an inlet side of the compressor 100, namely, is mounted at the inlet side of the compressor 100 which is located in the common section (a) of the first and second refrigerant circulation lines R1 and R2.

    [0059] The accumulator 170 divides the refrigerant introduced into the compressor 100 into a liquid-phase refrigerant and a gas-phase refrigerant, such that only the gas-phase refrigerant is supplied to the compressor 100.

    [0060] Moreover, the first direction-changing valve 181 for changing a flow direction of the refrigerant is mounted at a point where the first and second refrigerant circulation lines R1 and R2 are branched at an outlet side of the compressor 100, such that the refrigerant discharged from the compressor 100 flows toward the first refrigerant circulation line R1 or the second refrigerant circulation line R2 according to the air-conditioning mode or the heat pump mode.

    [0061] Therefore, in the air-conditioning mode, by a direction change of the first direction-changing valve 181, the refrigerant discharged from the compressor 100 circulates along the first refrigerant circulation line R1 while flowing toward the exterior heat exchanger 130, but in the heat pump mode, by the direction change of the first direction-changing valve 181, the refrigerant discharged from the compressor 100 circulates the second refrigerant circulation line R2 while flowing toward the evaporator 110.

    [0062] Furthermore, the second direction-changing valve 182 for changing a flow direction of the refrigerant is mounted at a point where the first and second refrigerant circulation lines R1 and R2 are branched at one side of the evaporator 110, such that the refrigerant discharged from the evaporator 110 flows toward the compressor 100 along the first refrigerant circulation line R1 in the air-conditioning mode and the refrigerant discharged from the compressor 100 flows toward the evaporator 110 along the second refrigerant circulation line R2 in the heat pump mode.

    [0063] The second direction-changing valve 182 will be described based on a refrigerant flow direction of FIG. 4. The second direction-changing valve 182 is mounted at the branch point of the first and second refrigerant circulation lines R1 and R2, which is located at the inlet side of the evaporator 110.

    [0064] As described above, in the air-conditioning mode and the heat pump mode, the heat pump system according to the preferred embodiment of the present invention commonly uses the evaporator 110 mounted inside the air-conditioning case 150 for heating and cooling, such that the heat pump system can be applied without any change in structure of the air-conditioning case 150 so as to reduce weight and manufacturing costs.

    [0065] Additionally, the heat pump system according to the preferred embodiment of the present invention can reduce the number of the components and manufacturing costs because it does not need the interior heat exchanger which is used in the conventional heat pump system.

    [0066] In addition, the heat pump system according to the preferred embodiment of the present invention can be operated even at low temperature without any influence of outdoor temperature because using the waste heat of the engine 161, thereby enhancing fuel efficiency and increasing heating performance and efficiency. That is, in a low-temperature environment, the heat pump system carries out heating using the heater core 160 in a section that the vehicle runs by the engine 161 but carries out heating by operating the heat pump mode using the waste heat of the engine 161 in a section that the vehicle runs by the electric motor even though the engine 161 is turned off, thereby enhancing fuel efficiency in the low-temperature environment by preventing a forced operation of the engine 161 due to a lack of heating.

    [0067] Hereinafter, the action of the heat pump system for the vehicle according to the preferred embodiment of the present invention will be described.

    [0068] A. Air-conditioning mode (when the engine is turned on) (See FIG. 2)

    [0069] In the air-conditioning mode that the engine 161 is turned on, as shown in FIG. 2, refrigerant circulates along the first refrigerant circulation line R1 by control of the first direction-changing valve 181, the second direction-changing valve 182 and the on-off valve 183.

    [0070] Moreover, because the engine 161 is turned on, the cooling water of the engine 161 circulates toward the heater chore 160 and the waste heat exchanger 140 by the water pump 162.

    [0071] In the meantime, in order to achieve the maximum cooling, the temperature adjustable door 151 inside the air-conditioning case 150 closes the passage passing through the heater core 160, so that the air blown into the air-conditioning case 150 by a blower is cooled while passing through the evaporator 110, and then, is supplied to the interior of the vehicle by bypassing the heater core 160 to thereby cool the interior of the vehicle.

    [0072] Of course, temperature of the air supplied to the interior of the vehicle can be adjusted by the temperature adjustable door 151.

    [0073] Continuously, a refrigerant circulation process will be described.

    [0074] The gas-phase refrigerant of high-temperature and high-pressure discharged after being compressed in the compressor 100 is supplied to the exterior heat exchanger 130 through the first direction-changing valve 181.

    [0075] The refrigerant supplied to the exterior heat exchanger 130 is condensed while exchanging heat with the outdoor air, and hence, the gas-phase refrigerant is converted into a liquid-phase refrigerant.

    [0076] Continuously, the refrigerant passing through the exterior heat exchanger 130 is decompressed and expanded while passing through the expansion means 120 to thereby become a liquid-phase refrigerant of low-temperature and low-pressure, and then, is introduced into the evaporator 110.

    [0077] The refrigerant introduced into the evaporator 110 is evaporated by exchanging heat with the air blown into the air-conditioning case 150 by the blower, and at the same time, cools the air through a heat absorption by an evaporative latent heat of the refrigerant, and then, the cooled air is supplied to the interior of the vehicle to cool the interior.

    [0078] After that, the refrigerant discharged from the evaporator 110 is introduced into the compressor 100 through the second direction-changing valve 182, and recirculates the above cycle.

    [0079] B. Air-conditioning mode (when the engine is turned off) (FIG. 3)

    [0080] In the air-conditioning mode that the engine 161 is turned off, as shown in FIG. 3, refrigerant circulates along the first refrigerant circulation line R1 by control of the first direction-changing valve 181, the second direction-changing valve 182 and the on-off valve 183.

    [0081] In this instance, when the engine 161 is turned off, the water pump 162 is stopped, such that the cooling water does not circulate toward the heater core 160 and the waste heat exchanger 140.

    [0082] In the meantime, in order to achieve the maximum cooling, the temperature adjustable door 151 inside the air-conditioning case 150 closes the passage passing through the heater core 160, so that the air blown into the air-conditioning case 150 by the blower is cooled while passing through the evaporator 110, and then, is supplied to the interior of the vehicle by bypassing the heater core 160 to thereby cool the interior of the vehicle.

    [0083] Additionally, the refrigerant circulation process will not be described because it is the same as the air-conditioning mode that the engine 161 is turned on, which is described above.

    [0084] C. Heat pump mode (when the engine is turned off) (FIG. 4)

    [0085] In the heat pump mode that the engine 161 is turned off, as shown in FIG. 4, refrigerant circulates along the second refrigerant circulation line R2 by control of the first direction-changing valve 181, the second direction-changing valve 182 and the on-off valve 183.

    [0086] In this instance, when the engine 161 is turned off, as shown in FIG. 4, the cooling water does not circulate toward the heater core 160 and the waste heat exchanger 140, but the heat pump system can circulate the cooling water by operating the water pump 162.

    [0087] Moreover, in the case that the engine 161 is turned off, the heat pump system uses the remaining heat of the cooling water of the engine 161 as a heat source.

    [0088] In the meantime, in order to achieve the maximum heating, the temperature adjustable door 151 inside the air-conditioning case 150 closes the passage bypassing the heater core 160, so that the air blown into the air-conditioning case 150 by the blower is changed into warm air while passing through the evaporator 110 which serves as a heater, and then, is supplied to the interior of the vehicle to thereby heat the interior of the vehicle.

    [0089] Continuously, a refrigerant circulation process will be described.

    [0090] The gas-phase refrigerant of high-temperature and high-pressure discharged after being compressed in the compressor 100 is supplied to the evaporator 110 through the first direction-changing valve 181 and the second direction-changing valve 182.

    [0091] The refrigerant of high-temperature and high-pressure supplied to the evaporator 110 is condensed while exchanging heat with the air flowing inside the air-conditioning case 150 so as to heat the air, and then, is supplied to the interior of the vehicle so as to heat the interior of the vehicle.

    [0092] Continuously, the refrigerant passing through the evaporator 110 is decompressed and expanded while passing through the expansion means 120 to thereby become a liquid-phase refrigerant of low-temperature and low-pressure, and then, is introduced into the waste heat exchanger 140.

    [0093] The refrigerant introduced into the waste heat exchanger 140 is evaporated while exchanging heat with the cooling water (waste heat) of the engine 161.

    [0094] After that, the refrigerant discharged from the evaporator 110 is introduced into the compressor 100, and then, recirculates the above cycle.


    Claims

    1. A heat pump system for a vehicle, capable of working in a heat pump mode and in a air-conditioning mode, comprising:

    a compressor (100) for compressing and discharging a refrigerant;

    an evaporator (110) mounted inside an air-conditioning case (150) for exchanging heat between the air inside the air-conditioning case (150) and the refrigerant;

    an exterior heat exchanger (130) mounted outside the air-conditioning case (150) for exchanging heat between the refrigerant and the outdoor air;

    expansion means (120) arranged between the evaporator (110) and the exterior heat exchanger (130) for expanding the refrigerant;

    a waste heat exchanger (140) for exchanging heat between waste heat of the vehicle and the refrigerant;

    a first refrigerant circulation line (R1) which connects a refrigerant line in such a manner that refrigerant discharged from the compressor (100) circulates the exterior heat exchanger (130), the expansion means (120), the evaporator (110) and the compressor (100) in the air-conditioning mode; and

    a second refrigerant circulation line (R2) which connects a refrigerant line in such a manner that refrigerant discharged from the compressor (100) circulates the evaporator (110), the expansion means (120), the waste heat exchanger (140) and the compressor (100) in the heat pump mode;

    the first refrigerant circulation line (R1) and the second refrigerant circulation line (R2) using in common a section (a) to which the compressor (100) is connected and a section (b) to which the evaporator (110) and the expansion means (120) are connected;

    wherein a first direction-changing valve (181) for changing the flow direction of the refrigerant is mounted at a point where the first and second refrigerant circulation lines (R1,R2) are branched at an outlet side of the compressor (100), such that the refrigerant discharged from the compressor (100) flows toward the first refrigerant circulation line (R1) or the second refrigerant circulation line (R2) according to the air-conditioning mode or the heat pump mode, and
    wherein a second direction-changing valve (182) for changing the flow direction of the refrigerant is mounted at a point where the first and second refrigerant circulation lines (R1,R2) are branched at the evaporator inlet side when in the heat pump mode, such that the refrigerant discharged from the evaporator (110) flows toward the compressor (100) along the first refrigerant circulation line (R1) in the air-conditioning mode and the refrigerant discharged from the compressor (100) flows toward the evaporator (110) along the second refrigerant circulation line (R2) in the heat pump mode, the evaporator (110) being used commonly to carry out a cooling action in the air-conditioning mode and to carry out a heating action, as a condenser, in the heat pump mode.
     
    2. The heat pump system according to claim 1, further comprising:
    a heater core (160) mounted inside the air-conditioning case (150), the heater core (160) being connected with the engine (161) of the vehicle through a cooling water circulation line (W).
     
    3. The heat pump system according to claim 1, wherein the waste heat exchanger (140) comprises: a refrigerant heat exchanging part (142) connected with the second refrigerant circulation line (R2) in such a way that the refrigerant flows therein so as to exchange heat between the waste heat of the engine (161) and the refrigerant; and a cooling water heat exchanging part (141) connected with the cooling water circulation line (W) in such a way that the cooling water flows therein, such that the waste heat exchanger (140) exchanges heat between the refrigerant of the refrigerant heat exchanging part (142) and the cooling water of the cooling water heat exchanging part (141).
     
    4. The heat pump system according to claim 1, wherein an on-off valve (183) is mounted on the second refrigerant circulation line (R2) at an inlet side of the waste heat exchanger (140), the on-off valve (183) being closed in the air-conditioning mode and opened in the heat pump mode.
     
    5. The heat pump system according to claim 1, wherein the expansion means (120) is constructed of an orifice tube mounted at the common section (b) of the first and second refrigerant circulation lines (R1, R2), which is located at one side of the evaporator (110), and is expanded bidirectionally relative to the refrigerant flowing along the first refrigerant circulation line (R1) and the refrigerant flowing along the second refrigerant circulation line (R2).
     


    Ansprüche

    1. Wärmepumpensystem für ein Fahrzeug, das in der Lage ist, in einem Wärmepumpenmodus und in einem Klimaanlagenmodus zu arbeiten, umfassend:

    einen Verdichter (100) zum Verdichten und Ausstoßen eines Kältemittels;

    einen Verdampfer (110), der innerhalb eines Klimaanlagengehäuses (150) montiert ist, zum Austauschen von Wärme zwischen der Luft innerhalb des Klimaanlagengehäuses (150) und dem Kältemittel;

    einen äußeren Wärmetauscher (130), der außerhalb des Klimaanlagengehäuses (150) montiert ist, zum Austauschen von Wärme zwischen dem Kältemittel und der Außenluft;

    Entspannungsmittel (120), die zwischen dem Verdampfer (110) und dem äußeren Wärmetauscher (130) angeordnet sind, zum Entspannen des Kältemittels;

    einen Abwärmetauscher (140) zum Austauschen von Wärme zwischen Abwärme des Fahrzeugs und dem Kältemittel;

    eine erste Kältemittelzirkulationsleitung (R1), die eine Kältemittelleitung auf eine derartige Weise anschließt, dass Kältemittel, das aus dem Verdichter (100) ausgestoßen wird, im Klimaanlagenmodus durch den äußeren Wärmetauscher (130), das Entspannungsmittel (120), den Verdampfer (110) und den Verdichter (100) zirkuliert; und

    eine zweite Kältemittelzirkulationsleitung (R2), die eine Kältemittelleitung auf eine derartige Weise anschließt, dass Kältemittel, das aus dem Verdichter (100) ausgestoßen wird, im Wärmepumpenmodus durch den Verdampfer (110), das Entspannungsmittel (120), den Abwärmetauscher (140) und den Verdichter (100) zirkuliert;

    wobei die erste Kältemittelzirkulationsleitung (R1) und die zweite Kältemittelzirkulationsleitung (R2) einen Abschnitt (a), an den der Verdichter (100) angeschlossen ist, und einen Abschnitt (b), an den der Verdampfer (110) und das Entspannungsmittel (120) angeschlossen sind, gemeinsam verwenden;

    wobei ein erstes Richtungsänderungsventil (181) zum Ändern der Strömungsrichtung des Kältemittels an einem Punkt, an dem die erste und zweite Kältemittelzirkulationsleitung (R1, R2) an einer Auslassseite des Verdichters (100) verzweigt werden, derart montiert ist, dass das aus dem Verdichter (100) ausgestoßene Kältemittel gemäß dem Klimaanlagenmodus oder dem Wärmepumpenmodus zur ersten Kältemittelzirkulationsleitung (R1) oder der zweiten Kältemittelzirkulationsleitung (R2) strömt, und

    wobei ein zweites Richtungsänderungsventil (182) zum Ändern der Strömungsrichtung des Kältemittels an einem Punkt, an dem die erste und zweite Kältemittelzirkulationsleitung (R1, R2) an der Verdampfereinlassseite verzweigt werden, wenn im Wärmepumpenmodus befindlich, derart montiert ist, dass das aus dem Verdampfer (110) ausgestoßene Kältemittel im Klimaanlagenmodus entlang der ersten Kältemittelzirkulationsleitung (R1) zum Verdichter (100) strömt, und das aus dem Verdichter (100) ausgestoßene Kältemittel im Wärmepumpenmodus entlang der zweiten Kältemittelzirkulationsleitung (R2) zum Verdampfer (110) strömt, wobei der Verdampfer (110) gemeinschaftlich verwendet wird, um im Klimaanlagenmodus einen Kühlvorgang auszuführen, und im Wärmepumpenmodus als ein Kondensator einen Heizvorgang auszuführen.


     
    2. Wärmepumpensystem nach Anspruch 1, weiter umfassend: einen Heizkern (160), der innerhalb des Klimaanlagengehäuses (150) montiert ist, wobei der Heizkern (160) über eine Kühlwasserzirkulationsleitung (W) an den Motor (161) des Fahrzeugs angeschlossen ist.
     
    3. Wärmepumpensystem nach Anspruch 1, wobei der Abwärmetauscher (140) umfasst: einen Kältemittel-Wärmetauscherteil (142), der auf eine derartige Weise an die zweite Kältemittelzirkulationsleitung (R2) angeschlossen ist, dass das Kältemittel in derselbe so strömt, dass Wärme zwischen der Abwärme des Motors (161) und dem Kältemittel ausgetauscht wird; und einen Kühlwasser-Wärmetauscherteil (141), der auf eine derartige Weise an die Kühlwasserzirkulationsleitung (W) angeschlossen ist, dass das Kühlwasser in derselben derart strömt, dass der Abwärmetauscher (140) Wärme zwischen dem Kältemittel des Kältemittel-Wärmetauscherteils (142) und dem Kühlwasser des Kühlwasser-Wärmetauscherteils (141) austauscht.
     
    4. Wärmepumpensystem nach Anspruch 1, wobei an der zweiten Kältemittelzirkulationsleitung (R2) an einer Einlassseite des Abwärmetauschers (140) ein Ein/Aus-Ventil (183) montiert ist, wobei das Ein/Aus-Ventil (183) im Klimaanlagenmodus geschlossen ist und im Wärmepumpenmodus geöffnet ist.
     
    5. Wärmepumpensystem nach Anspruch 1, wobei das Entspannungsmittel (120) aus einer am gemeinsamen Abschnitt (b) der ersten und zweiten Kältemittelzirkulationsleitung (R1, R2) montierten Drossen aufgebaut ist, die sich auf einer Seite des Verdampfers (110) befindet, und in Bezug auf die Kältemittelströmung entlang der ersten Kältemittelzirkulationsleitung (R1) und der Kältemittelströmung entlang der zweiten Kältemittelzirkulationsleitung (R2) bidirektional entspannt wird.
     


    Revendications

    1. Système de pompe à chaleur pour un véhicule, capable de fonctionner dans un mode de pompe à chaleur et dans un mode de climatisation, comprenant :

    un compresseur (100) pour comprimer et d'évacuer un fluide frigorigène ;

    un évaporateur (110) monté à l'intérieur d'un boîtier de climatisation (150) pour échanger de la chaleur entre l'air à l'intérieur du boîtier de climatisation (150) et le fluide frigorigène ;

    un échangeur de chaleur extérieur (130) monté à l'extérieur du boîtier de climatisation (150) pour échanger de la chaleur entre le fluide frigorigène et l'air extérieur ;

    un moyen de détente (120) agencé entre l'évaporateur (110) et l'échangeur de chaleur extérieur (130) pour détendre le fluide frigorigène ;

    un échangeur de chaleur résiduelle (140) pour échanger de la chaleur entre une chaleur résiduelle du véhicule et le fluide frigorigène ;

    une première conduite de circulation de fluide frigorigène (R1) qui relie une conduite de fluide frigorigène de manière à ce qu'un fluide frigorigène évacué à partir du compresseur (100) circule dans l'échangeur de chaleur extérieur (130), le moyen de détente (120), l'évaporateur (110) et le compresseur (100) dans le mode de climatisation ; et

    une seconde conduite de circulation de fluide frigorigène (R2) qui relie une conduite de fluide frigorigène de manière à ce qu'un fluide frigorigène évacué à partir du compresseur (100) circule dans l'évaporateur (110), le moyen de détente (120), l'échangeur de chaleur résiduelle (140) et le compresseur (100) dans le mode de pompe à chaleur ;

    la première conduite de circulation de fluide frigorigène (R1) et la seconde conduite de circulation de fluide frigorigène (R2) utilisant en commun une section (a) à laquelle le compresseur (100) est relié et une section (b) à laquelle l'évaporateur (110) et le moyen de détente (120) sont reliés ;

    dans lequel une première soupape de changement de direction (181) pour changer la direction d'écoulement du fluide frigorigène est montée au niveau d'un point où les première et seconde conduites de circulation de fluide frigorigène (R1, R2) sont ramifiées au niveau d'un côté de sortie du compresseur (100), de telle sorte que le fluide frigorigène évacué à partir du compresseur (100) s'écoule vers la première conduite de circulation de fluide frigorigène (R1) ou la seconde conduite de circulation de fluide frigorigène (R2) selon le mode de climatisation ou le mode de pompe à chaleur, et

    dans lequel une seconde soupape de changement de direction (182) pour changer la direction d'écoulement du fluide frigorigène est montée au niveau d'un point où les première et seconde conduites de circulation de fluide frigorigène (R1, R2) sont ramifiées au niveau du côté d'entrée d'évaporateur lors du mode de pompe à chaleur, de telle sorte que le fluide frigorigène évacué à partir de l'évaporateur (110) s'écoule vers le compresseur (100) le long de la première conduite de circulation de fluide frigorigène (R1) dans le mode de climatisation et le fluide frigorigène évacué à partir du compresseur (100) s'écoule vers l'évaporateur (110) le long de la seconde conduite de circulation de fluide frigorigène (R2) dans le mode de pompe à chaleur, l'évaporateur (110) étant utilisé communément pour mettre en œuvre une action de refroidissement dans le mode de climatisation et pour mettre en œuvre une action de chauffage, comme un condenseur, dans le mode de pompe à chaleur.


     
    2. Système de pompe à chaleur selon la revendication 1, comprenant en outre :
    un radiateur de chauffage (160) monté à l'intérieur du boîtier de climatisation (150), le radiateur de chauffage (160) étant relié au moteur (161) du véhicule par l'intermédiaire d'une conduite de circulation d'eau de refroidissement (W).
     
    3. Système de pompe à chaleur selon la revendication 1, dans lequel l'échangeur de chaleur résiduelle (140) comprend : une partie d'échange de chaleur de fluide frigorigène (142) reliée à la seconde conduite de circulation de fluide frigorigène (R2) de manière à ce que le fluide frigorigène s'écoule à l'intérieur de celle-ci de façon à échanger de la chaleur entre la chaleur résiduelle du moteur (161) et le fluide frigorigène ; et une partie d'échange de chaleur d'eau de refroidissement (141) reliée à la conduite de circulation d'eau de refroidissement (W) de manière à ce que l'eau de refroidissement s'écoule à l'intérieur de celle-ci, de telle sorte que l'échangeur de chaleur résiduelle (140) échange de la chaleur entre le fluide frigorigène de la partie d'échange de chaleur de fluide frigorigène (142) et l'eau de refroidissement de la partie d'échange de chaleur d'eau de refroidissement (141).
     
    4. Système de pompe à chaleur selon la revendication 1, dans lequel une soupape marche-arrêt (183) est montée sur la seconde conduite de circulation de fluide frigorigène (R2) au niveau d'un côté d'entrée de l'échangeur de chaleur résiduelle (140), la soupape marche-arrêt (183) étant fermée dans le mode de climatisation et ouverte dans le mode de pompe à chaleur.
     
    5. Système de pompe à chaleur selon la revendication 1, dans lequel le moyen de détente (120) est constitué d'un tube à orifices monté au niveau de la section commune (b) des première et seconde conduites de circulation de fluide frigorigène (R1, R2), qui est situé au niveau d'un côté de l'évaporateur (110), et est détendu de manière bidirectionnelle par rapport au fluide frigorigène s'écoulant le long de la première conduite de circulation de fluide frigorigène (R1) et au fluide frigorigène s'écoulant le long de la seconde conduite de circulation de fluide frigorigène (R2).
     




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    Cited references

    REFERENCES CITED IN THE DESCRIPTION



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    Patent documents cited in the description