CN106335339B

CN106335339B - Method and system for heating a vehicle

Info

Publication number: CN106335339B
Application number: CN201610531666.9A
Authority: CN
Inventors: J·G·格比; C·W·马朗维尔; T·N·布兰兹勒
Original assignee: Ford Global Technologies LLC
Current assignee: Ford Global Technologies LLC
Priority date: 2015-07-06
Filing date: 2016-07-06
Publication date: 2021-09-10
Anticipated expiration: 2036-07-06
Also published as: CN106335339A; DE102016111599A1

Abstract

The invention relates to a method and a system for heating a vehicle. Methods and systems for providing control of environmental conditions in a passenger compartment of a vehicle are presented. In one example, various low cost expansion valves are included in a system having a receiver downstream of an exterior heat exchanger to provide heating, cooling, dehumidification, and de-icing modes for a climate control system.

Description

Method and system for heating a vehicle

Cross Reference to Related Applications

This application is a continuation-in-part application entitled "CLIMATE CONTROL System" U.S. patent application No. 14/010,057 filed on 26.8.2013, the entire contents of which are incorporated herein by reference for all purposes.

Technical Field

The present description relates to methods and systems for providing climate control for a vehicle. The method and system may be particularly useful for electric-only propulsion vehicles or vehicles that include a hybrid powertrain.

Background

The environmental conditions of the passenger compartment of the vehicle can be regulated by means of a heat pump. The heat pump may include an expansion valve having an electrically controlled variable orifice (e.g., an electrically operated variable expansion valve). By adjusting the orifice area, the flow of refrigerant through the heat pump can be controlled to provide desired passenger compartment ambient conditions. However, expansion valves with electronically controlled variable orifices are expensive. In addition, a controller including sensors and instructions to operate the expansion valve may further increase system cost and complexity.

Disclosure of Invention

The inventors herein have recognized the above-noted shortcomings and have developed a vehicle system that includes a coolant circuit including a heater core in a passenger compartment; and a refrigerant circuit including a thermal expansion valve that does not include an electrically variable orifice located upstream of a heat exchanger in the passenger compartment, the refrigerant circuit being fluidly isolated from the coolant circuit, the refrigerant circuit and the coolant circuit being in thermal communication via an intermediate heat exchanger.

By employing a thermal expansion valve in place of an electrically operated variable expansion valve in a climate control system, a technical result of reducing the cost of the climate control system may be provided while maintaining a desired mode of operation of the climate control system. For example, a thermal expansion valve may be applied to a system that operates in a cooling mode, a heating mode, a dehumidification mode, and a de-icing mode. The use of electrically operated variable expansion valves may be facilitated by strategic placement of coolant receivers in the climate control system. In one example, the receiver may be fluidly coupled to an external heat exchanger such that refrigerant enters the receiver in a saturated state, thereby reducing the likelihood of evaporating liquid refrigerant stored in the receiver.

In another embodiment, a vehicle system includes: a coolant circuit including a heater core in the passenger compartment; and a refrigerant circuit including a first thermal expansion valve that does not include an electrically variable orifice located upstream of a heat exchanger in the passenger compartment, the refrigerant circuit including a receiver directly coupled to an exterior heat exchanger, the refrigerant circuit in thermal communication with the coolant circuit via the heat exchanger.

In another embodiment, the vehicle system further comprises a battery cooler circuit.

In another embodiment, the battery cooler circuit includes a battery cooler pump, a battery cooler heat exchanger, and a battery.

In another embodiment, the vehicle system further comprises a second thermal expansion valve located upstream of the battery cooler heat exchanger, the second thermal expansion valve located upstream of the battery cooler heat exchanger not including the electrically variable orifice.

In another embodiment, the first thermal expansion valve includes a shut-off valve that terminates refrigerant flow through the first thermal expansion valve.

In another embodiment, a vehicle climate control method is provided. The method includes receiving refrigerant to a receiver downstream of an exterior heat exchanger in a climate control system including the exterior heat exchanger, an indoor heat exchanger, an interior heat exchanger, receiving refrigerant in a cooling mode, a heating mode, a de-icing mode, and a dehumidification mode.

In another embodiment, the vehicle climate control method further comprises transitioning between the cooling mode and the heating mode via the first adjusting the operating state of a pump in the vehicle climate control system (procedure).

In another embodiment, a vehicle climate control method further includes transitioning an operating state of one or more valves in a vehicle climate control system after first adjusting an operating state of a pump.

In another embodiment, the vehicle climate control method further comprises ramping up the compressor speed after switching the operating state of the one or more valves.

In another embodiment, the vehicle climate control method further comprises adjusting an operating state of the coolant pump or the battery cooler pump after ramping up the compressor speed.

In another embodiment, the climate control system further comprises an intermediate heat exchanger.

The present description may provide several advantages. In particular, the method may improve passenger compartment heating and cooling for electric and hybrid vehicles. In addition, the method can reduce the system cost. Still further, the method may reduce system complexity.

The above and other advantages and features of the present invention will become more apparent from the following detailed description when taken alone or in conjunction with the accompanying drawings.

It should be understood that the summary above is provided to introduce in simplified form a selection of concepts that are further described in the detailed description. It is not intended to identify key or critical features of the claimed subject matter, the scope of which is defined uniquely by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any advantages mentioned above or in any part of this disclosure.

Drawings

The advantages described herein will be more fully understood by reading the examples herein referred to as specific embodiments, when taken alone or with reference to the accompanying drawings, in which:

FIG. 1A is a schematic illustration of a vehicle;

FIG. 1B illustrates an example vehicle climate control system for the vehicle of FIG. 1;

FIG. 2 illustrates an alternative vehicle climate control system for the vehicle of FIG. 1 operating in a cooling mode;

FIG. 3 illustrates the vehicle climate control system of FIG. 2 operating in a heating mode;

FIG. 4 illustrates the vehicle climate control system of FIG. 2 operating in a dehumidification mode;

FIG. 5 illustrates the vehicle climate control system of FIG. 2 operating in a de-icing mode; and

FIG. 6 illustrates an example method for transitioning the vehicle climate control system of FIG. 2 between different operating modes.

Detailed Description

The present description relates to providing a climate control system for a vehicle. The vehicle climate control system may be included in an electric vehicle or a hybrid vehicle as shown in FIG. 1A. In one example, the climate control system includes a thermal expansion valve (TXV) disposed upstream of the indoor heat exchanger as shown in fig. 1B. Alternatively, the climate control system may be configured in the system of fig. 2 with the TXV upstream of the indoor heat exchanger. The system of fig. 2 may operate in the modes shown in fig. 2-5. A method for transitioning between different operating modes is shown in fig. 6.

Referring to FIG. 1A, a vehicle 10 is shown that includes an engine 12, an electric machine 14, and an electrical energy storage device 11. In one example, the vehicle may be propelled by only the engine 12, only the electric machine 14, or both the engine 12 and the electric machine 14. The electric machine may be supplied with electric energy via an electric energy storage means 11. The electrical energy storage device 11 may be recharged by the engine 12, powering the electric machines 14 and outputting electrical energy to the electrical energy storage device 11. Alternatively, the electrical energy storage device may be recharged during deceleration or downhill of the vehicle by converting kinetic energy of the vehicle into electrical energy via the electric machine 14. The electrical energy storage means 11 may also be recharged from the stationary power grid by a domestic charging system or a remote charging system (e.g. a charging station). In one example, the electrical energy storage device 11 is a battery. Alternatively, the electrical energy storage device 11 may be a capacitor or other storage device.

Referring to FIG. 1B, a schematic view of the vehicle 10 with the climate control system 24 is shown. The vehicle 10 may have any suitable powertrain system and may include an engine 12 that may be used to propel the vehicle 10 and/or power vehicle components. In FIG. 1B, a vehicle 10 is shown having a single engine 12, which may be configured as an internal combustion engine that may be adapted to combust any suitable type of fuel, such as gasoline, diesel fuel, or hydrogen. Alternatively, vehicle 10 may be configured as a hybrid vehicle that may have multiple power sources, such as a non-electric power source, e.g., an engine, and an electric power source, as shown in FIG. 1A. Vehicle 10 may include a passenger compartment 20, an engine compartment 22, and a climate control system 24.

The passenger compartment 20 may be disposed within the vehicle 10 and may receive one or more passengers. A portion of the climate control system 24 may be disposed in the passenger compartment 20.

An engine compartment 22 may be disposed proximate to the passenger compartment 20. One or more engines 12 and a portion of a climate control system 24 may be disposed in engine compartment 22. The engine compartment 22 may be separated from the passenger compartment 20 by a bulkhead 26.

The climate control system 24 may circulate air and/or control or change the temperature of the air circulating in the passenger compartment 20. The climate control system 24 may include a coolant subsystem 30, a heat pump subsystem 32, and a ventilation subsystem 34.

The coolant subsystem 30, which may also be referred to as a coolant circuit, may circulate a fluid (e.g., a coolant) to cool the engine 12 or an electric machine (not shown). For example, waste heat generated by the engine 12 when the engine is running or operating may be transferred to the coolant and then circulated through one or more heat exchangers to transfer thermal energy from the coolant. In at least one example, the coolant subsystem 30 may include a coolant pump 40, an intermediate heat exchanger 42, a heater core 44, an optional coolant heater 46, and a bypass circuit 48, which may be in fluid communication with one another via passages (e.g., conduits, hoses, pipes, etc.). The coolant subsystem 30 may also include a radiator (not shown), which may be disposed in the engine compartment 22 for transferring thermal energy to the ambient air surrounding the vehicle 10.

The coolant pump 40 may circulate coolant through the coolant subsystem 30. The coolant pump 40 may be powered by an electric or non-electric power source. For example, the coolant pump 40 may be operatively coupled to the engine 12 configured as an internal combustion engine via a belt, or may be driven by an electric motor. The coolant pump 40 may receive coolant from the engine 12 and circulate the coolant in a closed loop. For example, when the climate control system 24 is in a heating mode, coolant may be routed from the coolant pump 40 to the intermediate heat exchanger 42 and then to the heater core 44 before returning to the engine 12, as shown by the arrowed lines.

The intermediate heat exchanger 42 may facilitate transfer of thermal energy between the coolant subsystem 30 and the heat pump subsystem 32. The intermediate heat exchanger 42 may be part of the coolant subsystem 30 and the heat pump subsystem 32. The intermediate heat exchanger 42 may have any suitable configuration. For example, the intermediate heat exchanger 42 may have a plate fin, fin tube, or shell and tube configuration that may facilitate the transfer of thermal energy without mixing the heat transfer fluid in the coolant subsystem 30 and the heat pump subsystem 32. When the climate control subsystem 24 is in a heating mode or a dehumidification mode as will be described in detail below, heat may be transferred from the heat pump subsystem 32 to the coolant via the intermediate heat exchanger 42.

The heater core 44 may transfer thermal energy from the coolant to the air in the passenger compartment 20. The heater core 44 may be disposed in the passenger compartment 20 in the ventilation subsystem 34 and may have any suitable configuration. For example, in one or more examples, the heater core 44 may have a plate-fin, finned tube configuration.

The coolant subsystem 30 may optionally include a coolant heater 46 that heats the coolant. In at least one example, the coolant heater 46 may be an electrically powered coolant heater, such as a high pressure coolant heater or a low pressure coolant heater, which may be disposed upstream of the heater core 44 and may use electrical energy to heat the coolant. The electric coolant heater may receive power from an electric power source on-board the vehicle 10 and/or an electric power source remote from the vehicle 10 (e.g., via an electrical outlet). Alternatively or in addition, the coolant heater 46 may be a non-electric coolant heater, such as a fuel-operated or fuel-powered heater.

The bypass loop 48 may route coolant so that the coolant is not heated by the power source 12 or the engine. A bypass circuit control valve 50 may control the flow of coolant through the bypass circuit 48. More specifically, when in the first position, the bypass loop control valve 50 may allow coolant to flow through the bypass line 52 and inhibit coolant from flowing from the power source 12 to the intermediate heat exchanger 42. In this position, the second coolant pump 54 may circulate coolant from the intermediate heat exchanger 42 to the heater core 44 to the bypass line 52 through the bypass loop 48 and back to the second coolant pump 54. As such, in some modes of operation, the coolant in the coolant subsystem 30 may be independently heated by the heat pump subsystem 32 via the intermediate heat exchanger 42. When in the second position, the bypass circuit control valve 50 may also inhibit the flow of coolant through the bypass line 52. The second coolant pump 54 may or may not circulate the coolant when the coolant is not flowing through the bypass line 52.

The heat pump subsystem 32 may transfer thermal energy to or from the passenger compartment 20, and to or from the coolant subsystem 30. In at least one example, the heat pump subsystem 32 can be configured as a vapor compression heat pump subsystem, wherein a fluid is circulated through the heat pump subsystem 32 to transfer thermal energy to or from the passenger compartment 20. The heat pump subsystem 32 may be operated in various modes including, but not limited to, a cooling mode and a heating mode. In the cooling mode, the heat pump subsystem 32 may circulate a heat transfer fluid (which may be referred to as a refrigerant) to transfer thermal energy from inside the passenger compartment 20 to outside the passenger compartment 20. In the heating mode, the heat pump subsystem 32 may transfer thermal energy from the refrigerant to the coolant via the intermediate heat exchanger 42 without circulating the refrigerant through the heat exchanger in the passenger compartment 20, as will be discussed in more detail below. For simplicity, a brief discussion of the heat pump subsystem 32 is provided below, focusing on the vapor compression cycle that can be applied in the heating mode. In such a configuration, the heat pump subsystem 32 may include a pump or compressor 60, a first control valve 62, a first expansion device 64, an exterior heat exchanger 66, a second control valve 68, a third control valve 70, an accumulator 72 (also sometimes referred to as a receiver), a second expansion device 74, an indoor heat exchanger 76, and an optional interior heat exchanger 78. The components of the heat pump subsystem 32 may be fluidly connected in a closed loop via one or more channels (e.g., conduits, hoses, etc.). In fig. 1B, the refrigerant circulation path is represented by the line with the arrow when in the heating mode.

The pump 60 (which is also referred to as a compressor) may heat and circulate the refrigerant through the heat pump subsystem 32. The pump 60 may be powered by an electric or non-electric power source. For example, the pump 60 may be operatively coupled to the power source 12 configured as an internal combustion engine via a belt, or may be driven by an electric motor. In the heating mode, the pump 60 may provide high pressure refrigerant to the intermediate heat exchanger 42, which in turn may transfer heat from the high pressure refrigerant to the coolant passing through the intermediate heat exchanger 42 to heat the coolant in the coolant circuit 30.

The first control valve 62 may be disposed along a bypass path 80, and the bypass path 80 may be disposed between the interior heat exchanger 42 and the first expansion device 64. When the first control valve 62 is open, the bypass path 80 may allow some refrigerant to bypass the first expansion device 64 and the exterior heat exchanger 66 and flow to the interior heat exchanger 78 (if provided), the second expansion device 74, and the indoor heat exchanger 76. When in the heating mode, the first control valve 62 may be closed to inhibit refrigerant flow to the indoor heat exchanger 76 through the bypass path 80.

The first expansion device 64 may be disposed between the intermediate heat exchanger 42 and the exterior heat exchanger 66, and may be fluidly connected to the intermediate heat exchanger 42 and the exterior heat exchanger 66. A first expansion device 64 may be provided to vary the pressure of the refrigerant. For example, the first expansion device 64 may be a thermal expansion valve (TXV) or a fixed or variable position valve, which may or may not be externally controlled. The first expansion device 64 may reduce the pressure of the refrigerant passing through the first expansion device 64 from the intermediate heat exchanger 42 to the exterior heat exchanger 66. In this way, high pressure refrigerant liquid received from the intermediate heat exchanger 42 may exit the first expansion device 64 at a lower pressure and in a heating mode as a liquid or vapor mixture.

The exterior heat exchanger 66 may be disposed outside the passenger compartment 20. In a cooling mode or air conditioning environment, the exterior heat exchanger 66 may function as a condenser and may transfer heat to the ambient environment to condense the refrigerant from a vapor to a liquid. In the heating mode, the exterior heat exchanger 66 may function as an evaporator and may transfer heat from the ambient environment to the refrigerant, thereby vaporizing the refrigerant.

The second control valve 68 may be disposed between the exterior heat exchanger 66 and the bypass path 80. The second control valve 68 may be configured as a check valve and may prevent refrigerant from flowing through the third control valve 70 and bypassing the indoor heat exchanger 76. In this way, refrigerant exiting the exterior heat exchanger 66 when the climate control system 24 is in the heating mode may be routed to the third control valve 70.

A third control valve 70 may be disposed between the exterior heat exchanger 66 and the accumulator 72. The third control valve 70 may help control the flow of refrigerant exiting the exterior heat exchanger 66. In the heating mode, the third control valve 70 may be opened to allow refrigerant to flow from the exterior heat exchanger 66 to the accumulator 72. The third control valve 70 may be closed and the second expansion device 74 may be opened in other modes (e.g., cooling mode).

The accumulator 72 may act as an accumulator for storing any residual liquid refrigerant so that vapor refrigerant may be provided to the pump 60 instead of liquid refrigerant. The accumulator 72 may include a desiccant that absorbs small amounts of moisture from the refrigerant.

The second expansion device 74 may be disposed between the exterior heat exchanger 66 and the indoor heat exchanger 76, and may be fluidly connected to the exterior heat exchanger 66 and the indoor heat exchanger 76. The second expansion device 74 may have a similar configuration as the first expansion device 64 and may be provided to vary the pressure of the refrigerant similar to the first expansion device 64. Further, the second expansion device 74 may be closed to inhibit the flow of refrigerant. More specifically, in the heating mode, the second expansion device 74 may be closed to inhibit refrigerant flow from the exterior heat exchanger 66 to the indoor heat exchanger 76. In this way, closing the second expansion device 74 may inhibit refrigerant flow through the second control valve 68 to the interior heat exchanger 78 (if provided) and through the indoor heat exchanger 76.

An indoor heat exchanger 76 may be fluidly connected to the second expansion device 74. The indoor heat exchanger 76 may be disposed inside the passenger compartment 20. In a cooling mode or air condition environment, the indoor heat exchanger 76 may function as an evaporator and may receive heat from air in the passenger compartment 20 to evaporate the refrigerant. The refrigerant exiting the indoor heat exchanger 76 may be routed to the accumulator 72. In the heating mode, the refrigerant may not be directed to the indoor heat exchanger 76 due to the closing of the second expansion device 74.

The internal heat exchanger 78 (if provided) may transfer thermal energy between the refrigerant flowing through different regions of the heat pump subsystem 32. The interior heat exchanger 78 may be disposed outside of the passenger compartment 20. In a cooling mode or air condition environment, heat may be transferred from the refrigerant in the exterior heat exchanger 66 to the indoor heat exchanger 76 to the refrigerant transferred from the accumulator 72 to the pump 60. In the heating mode, the interior heat exchanger 78 does not transfer thermal energy between such refrigerant flow paths due to the closing of the second expansion device 74, thereby inhibiting a portion of the flow of refrigerant through the interior heat exchanger 78.

The ventilation subsystem 34 may circulate air within the passenger compartment 20 of the vehicle 10. The ventilation subsystem 34 may have a housing 90, a blower 92, and a temperature shutter 94.

The enclosure 90 may house the components of the ventilation subsystem 34. In FIG. 1B, the housing 90 is shown so that the internal components are visible rather than hidden for clarity. Further, the airflow through the housing 90 and the internal components is represented by the arrowed lines. The enclosure 90 can be at least partially disposed in the passenger compartment 20. For example, the housing 90 or portions thereof may be disposed under the dashboard of the vehicle 10. The housing 90 may have an air intake 100 that may receive air from outside the vehicle 10 and/or air from inside the passenger compartment 20. For example, the air intake 100 may receive ambient air from outside the vehicle 10 via an air intake passage, duct, or opening that may be located in any suitable location (e.g., adjacent a hood, wheel well, or other body panel). The air intake 100 may also receive air from the interior of the passenger compartment 20 and recirculate such air through the ventilation subsystem 34. One or more doors or louvers may be provided to allow or inhibit air recirculation.

A blower 92 may be disposed in the housing 90. The blower 92, which may also be referred to as a blower fan, may be disposed proximate the air intake 100 and may be configured as a centrifugal fan that may circulate air through the ventilation subsystem 34.

A temperature shutter 94 may be disposed between the indoor heat exchanger 76 and the heater core 44. In the illustrated example, the temperature shutter 94 is disposed downstream of the indoor heat exchanger 76 and upstream of the heater core 44. The temperature shutter 94 may block or allow airflow through the heater core 44 to help control the temperature of the air in the passenger compartment 20. For example, in the heating mode, the temperature damper 94 may allow airflow through the heater core 44 such that heat may be transferred from the coolant to the air through the heater core 44. This heated air is then provided to a plenum for distribution to ducts and vents or outlets located in the passenger compartment 20. The temperature shutter 94 may be moved between a plurality of positions to provide air having a desired temperature. In fig. 1B, the temperature shutter 94 is shown in a fully heated position, wherein airflow is directed through the heater core 44.

Optionally, a supplemental heater or supplemental heat source (not shown) may be provided with the ventilation subsystem 34. For example, an electric or electrically powered heater such as a resistance wire heater, a Positive Temperature Coefficient (PTC) heater, or a thermoelectric device.

Referring now to fig. 2-5, an alternative climate control system 24 is shown. Components of the system shown in fig. 2-5 that are identical to components shown in the system of fig. 1B are labeled with the same numbers. For example, the exterior heat exchanger 66 shown in fig. 1B and the exterior heat exchanger 66 shown in fig. 2 have the same reference numeral 66. In addition, unless otherwise indicated, the devices of fig. 2-5, which are shown with the same reference numbers as shown in fig. 1B, operate in the same manner as described in the description of fig. 1B.

The device and fluid channels or conduits are shown in solid lines in fig. 2-5. The electrical connections are shown as dashed lines in fig. 2-5. In this example, the coolant subsystem 30 is shown without an engine or electric machine that propels the vehicle 110, but may include an engine or electric machine as shown in FIG. 1B.

Each of the devices shown in fig. 2-5 that are fluidly coupled (e.g., solid lines) via conduits has an inlet and an outlet based on the direction of

flow direction arrows

204, 206, 302, 304, 402, 404, 406, and 504. The inlet of the device is the location where the pipe enters the device in the flow direction according to the flow direction arrow. The outlet of the device is the position in which the pipe leaves the device in the flow direction according to the flow direction arrow. The refrigerant flow in this specification is defined as starting at the pump 60 and continuing in the direction of the arrow. Therefore, the pump 60 is the farthest upstream device according to the refrigerant flow direction. A similar convention applies to the coolant pump 40 and the battery cooler pump 224.

The coolant pump 40 may circulate coolant through the coolant subsystem 30. The coolant pump 40 may be powered by an electric or non-electric power source.

The pump 60 is directly coupled to the intermediate heat exchanger 42 via a pipe. The intermediate heat exchanger 42 may facilitate transfer of thermal energy between the coolant subsystem 30 and the heat pump subsystem 32. In particular, heat may be transferred from the heat pump subsystem 32 to the coolant subsystem 30. The intermediate heat exchanger 42 may be part of the coolant subsystem 30 and the heat pump subsystem 32, and it may facilitate the transfer of thermal energy from the heat pump subsystem 32 to the coolant subsystem 30 without mixing or exchanging the heat transfer fluid in the coolant subsystem 30 and the heat pump subsystem 32.

The intermediate heat exchanger 42 is shown directly coupled to a bypass valve 262 and a fixed-zone expansion device 264. The fixed-zone expansion device 264 is a passive device that is not controlled by the controller 212. The fixed-zone expansion device bypass valve 262 may be selectively opened and closed via the controller 212. When the fixed-zone expansion device bypass valve 262 is in the open position, it provides a path of least fluid resistance to the external heat exchanger 66 such that there is less pressure drop across the fixed-zone expansion device 264. The fixed-zone impingement device 264 and the fixed-zone expansion device bypass valve 262 are shown coupled directly to the exterior heat exchanger 66. The exterior heat exchanger 66 is shown coupled directly to the receiver 72. The receiver 72 is directly coupled to the interior heat exchanger 78 and the interior heat exchanger bypass valve 222.

The interior heat exchanger bypass valve 222 is coupled directly to the interior heat exchanger 78. The internal heat exchanger 78 is directly coupled to the TXV 74 and the battery cooler TXV 274. The TXV 74 is coupled directly to the indoor heat exchanger 76. The battery cooler TXV 274 is coupled directly to the battery cooler heat exchanger 236. In this example, the battery coolers TXV 274 and TXV 74 include shut-off valves for preventing flow through the respective valves, and their respective orifices are not electrically controlled. The indoor heat exchanger 76 is directly coupled to the internal heat exchanger 78. The internal heat exchanger 78 is coupled directly to the pump 60. The battery cooler heat exchanger 236 is coupled directly to the internal heat exchanger 78.

The battery cooler loop 235 includes the battery 220, the battery cooler pump 224, and the battery cooler heat exchanger 236. Heat from the battery 220 may be blocked by the refrigerant flowing through the battery cooler heat exchanger 236.

The ventilation subsystem 34 may circulate air within the passenger compartment 20 of the vehicle 10. Further, airflow through the housing 90 and internal components is indicated by arrowed lines 277.

The controller 212 includes executable instructions for the method of fig. 6 for operating the valves, fans, and pumps or compressors of the system shown in fig. 2. The controller 212 includes an input 201 and an output 202 to interface with devices in the system of fig. 2. The controller 212 further comprises a central processing unit 205 and a non-transitory memory 206 for performing the method of fig. 6. Temperature sensors similar to the temperature sensor 211 may be located at different locations in the system, including but not limited to at the indoor heat exchanger 76.

The system of fig. 2 may be operated in a cooling mode. In the cooling mode, the passenger compartment 20 may be cooled. The cooling mode is activated by opening the fixed zone expansion device bypass valve 262, opening the TXV 74 shut-off valve, closing the interior heat exchanger bypass valve 222, activating the pump 60, and activating the fan 92. When the system is operating in the cooling mode, the TXV 274 and the battery cooler pump 224 may be selectively activated to provide battery cooling. During the cooling mode, refrigerant flows through the heat pump subsystem 32 in the direction of arrow 204. The coolant flows in the battery cooler circuit 236 in the direction shown by arrow 206. Thus, in the cooling mode, the refrigerant exits the pump 60 and enters the intermediate heat exchanger 42. The refrigerant then moves through the fixed-zone expansion device bypass valve 262, thereby making the fixed-zone expansion valve 264 incoherent. From the fixed-area expansion device bypass valve 262, the refrigerant travels to the exterior heat exchanger 66, which operates as a condenser. The condensed refrigerant then enters the receiver 72 where it can accumulate as desired. The receiver 72 is not placed downstream of the indoor heat exchanger 76 because the refrigerant leaving the indoor heat exchanger 76 is superheated in the cooling mode. If the receiver 72 is placed downstream of the indoor heat exchanger 76, the superheated vapor will cause any condensed refrigerant to evaporate in the receiver, thereby reducing the effectiveness of the receiver.

The liquid refrigerant exits the receiver 72 and passes through the interior heat exchanger 78, wherein heat entering the interior heat exchanger 78 from the indoor heat exchanger 76 may be transferred from the hot liquid refrigerant to the cold refrigerant vapor. The liquid refrigerant then enters the TXV 74 and the battery cooler TXV 274, where it expands to provide cooling to the passenger compartment 20 and the battery cooler circuit 235. Heat is transferred from the refrigerant circulating in the battery cooler loop 235 to the refrigerant in the heat pump subsystem 32 via the battery cooler heat exchanger 236. Likewise, heat is transferred from the passenger compartment 20 to the refrigerant in the heat pump subsystem 32 via the indoor heat exchanger 76. The battery cooler heat exchanger 236 and the indoor heat exchanger 76 operate as evaporators in the cooling mode. The heated refrigerant is directed to the internal heat exchanger 78 before it is returned to the pump 60 for recirculation.

Referring now to FIG. 3, the climate control system 24 is the same as the climate control system 24 shown in FIG. 2; however, FIG. 3 shows the climate control system 24 operating in a heating mode. In the heating mode, the passenger compartment 20 may be warmed. The heating mode is activated by closing the fixed area expansion device bypass valve 262, closing the battery cooler TXV 274, closing the TXV 74, opening the interior heat exchanger bypass valve 222, activating the pump 60, activating the fan 92 and activating the coolant pump 40. During the heating mode, refrigerant flows through the heat pump subsystem 32 (also known as a refrigerant circuit) in the direction of arrow 304. The coolant flows in the coolant subsystem 30 in the direction shown by arrow 302.

In the heating mode, the refrigerant exits the pump 60 and enters the intermediate heat exchanger 42, which operates as a condenser. Heat is transferred from the refrigerant to the coolant in the coolant subsystem 30 via the intermediate heat exchanger 42. The coolant circulating in the coolant subsystem 30 is heated at the intermediate heat exchanger 42 before it enters the heater core 44, where the passenger compartment air extracts heat from the coolant. The coolant is then returned to the coolant pump 40 for recirculation.

The refrigerant exits the intermediate heat exchanger 42 and moves through a fixed-zone expansion device 264, rather than a fixed-zone expansion device bypass valve 262, so that refrigerant expansion occurs. From the fixed-area expansion device valve 264, the refrigerant travels to the exterior heat exchanger 66, which operates as an evaporator. The vaporized refrigerant then enters receiver 72 where it may accumulate as desired. If the refrigerant is in a liquid-vapor mixture, the liquid is separated from the vapor and the vapor continues. If the refrigerant is only vapor, the vapor will pass through the receiver 72. Therefore, when the exterior heat exchanger 66 operates as an evaporator, the liquid refrigerant is not evaporated in the receiver 72. Thus, the location of the receiver 72 provides benefits that are not achievable if the receiver 72 is located elsewhere within the system.

The refrigerant exits the receiver 72 and passes through the inner heat exchanger bypass valve 222. The refrigerant then passes through the second side of the internal heat exchanger 78 where its temperature and pressure are increased before returning to the pump 60. The refrigerant does not flow through the indoor heat exchanger 76 and the battery cooler heat exchanger 236 in the heating mode.

Referring now to FIG. 4, the climate control system 24 is the same as the climate control system 24 shown in FIG. 2; however, FIG. 4 shows the climate control system 24 operating in a dehumidification mode. The dehumidification mode provides for removing moisture from the passenger cabin air and reheating the air. The dehumidification mode is activated by opening the fixed area expansion device bypass valve 262, opening the TXV 74 shut-off valve, closing the interior heat exchanger bypass valve 222, activating the pump 60, activating the fan 92 and activating the coolant pump 40. The battery cooler TXV 274 shutoff valve and the battery cooler pump 204 may be selectively activated. During the dehumidification mode, refrigerant flows through the heat pump subsystem 32 in the direction of arrow 404. The coolant flows in the coolant subsystem 30 in the direction shown by arrow 402. Coolant also flows through the battery cooler loop 235 in the direction of arrow 406. Thus, the dehumidification mode is similar to the cooling mode, but the coolant pump 40 is activated in the dehumidification mode rather than the cooling mode. Therefore, for the sake of brevity, the description of FIG. 2 applies except for the differences described below.

Activating the coolant pump 40 allows heat to be transferred from the refrigerant in the heat pump subsystem 32 to the coolant in the coolant subsystem 40 via the intermediate heat exchanger 42. At least a portion of the heat extracted from the passenger compartment 20 via the indoor heat exchanger 76 may be returned to the passenger compartment 20 via the heater core 44. Moisture in the passenger cabin air may be extracted by the first cooled passenger cabin air at the indoor heat exchanger 76. The reduced passenger compartment air moisture may then be heated via the heater core 44 to heat the passenger compartment or defrost the vehicle windows.

Referring now to FIG. 5, the climate control system 24 is the same as the climate control system 24 shown in FIG. 2; however, fig. 5 shows climate control system 24 operating in a de-icing mode. The de-icing mode provides for removing ice from the external heat exchanger 66. The de-icing mode is activated by opening the fixed area expansion device bypass valve 262, closing the battery cooler TXV 274 shut-off valve, closing the TXV 74 shut-off valve, opening the internal heat exchanger bypass valve 222, and activating the pump 60. During the de-icing mode, refrigerant flows through the heat pump subsystem 32 in the direction of arrow 504.

In the de-icing mode, refrigerant exits the pump 60 and enters the intermediate heat exchanger 42. The pump 60 increases the refrigerant temperature as it performs work to compress the refrigerant. The intermediate heat exchanger 42 extracts a small amount of heat from the refrigerant. The refrigerant exits the intermediate heat exchanger 42 and moves through the fixed-zone expansion device bypass valve 262, thereby making the fixed-zone expansion device 264 incoherent. From the fixed-area expansion device bypass valve 262, the refrigerant travels to the exterior heat exchanger 66. Heat is extracted from the refrigerant to the de-icing fan within the exterior heat exchanger 66. The refrigerant then enters the receiver 72 where it can accumulate as desired.

The refrigerant exits the receiver 72 and passes through the inner heat exchanger bypass valve 222. The refrigerant then passes through the second side of the internal heat exchanger 78 where its temperature and pressure are increased before returning to the pump 60. The refrigerant does not flow through the indoor heat exchanger 76 and the battery cooler heat exchanger 236 during the de-icing mode.

Thus, the system of fig. 1A-5 provides a vehicle system comprising: a coolant circuit including a heater core in the passenger compartment; and a refrigerant circuit including a first thermal expansion valve that does not include an electrically variable orifice located directly upstream of the heat exchanger of the passenger compartment, the refrigerant circuit being fluidly isolated from the coolant circuit, the refrigerant circuit and the coolant circuit being in thermal communication via an intermediate heat exchanger. The vehicle system includes wherein the refrigerant circuit is part of a climate control system, and further includes a controller including instructions to operate the climate control system in a heating mode, a cooling mode, a dehumidification mode, and a de-icing mode.

In some examples, a vehicle system includes, wherein the dehumidification mode includes cooling passenger cabin air and heating the passenger cabin air via the climate control system. The vehicle system also includes a battery cooler circuit. A vehicle system includes wherein a battery cooler circuit includes a battery cooler pump, a battery cooler heat exchanger, and a battery. The vehicle system further includes a second thermal expansion valve upstream of the battery cooler heat exchanger that does not include an electrically variable orifice upstream of the battery cooler heat exchanger. The vehicle system includes wherein the thermal expansion valve includes a shut-off valve that terminates a flow of refrigerant through the thermal expansion valve.

The system also provides a vehicle system comprising: a coolant circuit including a heater core in the passenger compartment; and a refrigerant circuit including a first thermal expansion valve that does not include an electrically variable orifice located upstream of a heat exchanger in the passenger compartment, the refrigerant circuit including a receiver directly coupled to an exterior heat exchanger, the refrigerant circuit in thermal communication with the coolant circuit via the heat exchanger. The vehicle system also includes an interior heat exchanger. The vehicle system includes a receiver directly coupled to the interior heat exchanger. The vehicle system also includes a battery cooler circuit. A vehicle system includes wherein a battery cooler circuit includes a battery cooler pump, a battery cooler heat exchanger, and a battery. The vehicle system further includes a second thermal expansion valve upstream of the battery cooler heat exchanger that does not include an electrically variable orifice upstream of the battery cooler heat exchanger. The vehicle system includes wherein the first thermal expansion valve includes a shut-off valve that terminates the flow of refrigerant through the first thermal expansion valve.

Referring now to FIG. 6, a method for operating a climate control system is shown. The method of fig. 6 may provide the climate control system modes described in fig. 2-5. Additionally, at least a portion of the method of fig. 6 may be included in the systems of fig. 1-5 as executable instructions stored in a non-transitory memory. Again, portions of the method of FIG. 6 may be actions taken by the controller in the physical domain.

At 602, method 600 judges whether or not the climate control system is activated. Based on input from the driver to the controller, method 600 may determine that the climate control system is activated. If method 600 determines that the climate control system is activated, the answer is yes and method 600 proceeds to 606. Otherwise, the answer is no and method 600 proceeds to 604.

At 604, method 600 deactivates the climate control compressor, the coolant pump, and the battery cooling pump. However, if temperature advection through the battery is desired, the battery cooling pump may remain active. Additionally, power may be removed from the various expansion valve bypass valves and shut-off valves within the expansion valves, causing the climate control system to enter a default mode, such as a heating mode. Alternatively, the various expansion valve bypass valves and shut-off valves within the expansion valve may be maintained in their existing states. After the pump and valves have been deactivated, method 600 proceeds to exit.

At 606, method 600 activates the climate control compressor and coolant pump according to the currently selected climate control system operating mode. For example, if the climate control system is activated in a cooling mode, the coolant pump, compressor, and battery cooling pump are activated. In some examples, the climate control system may be activated in the same mode as when the climate control system was deactivated. The battery cooling pump may be selectively activated in response to a need to cool the battery, which may be issued by the battery controller. Method 600 proceeds to 608 after selectively activating the compressor, coolant pump, and battery coolant pump.

At 608, method 600 determines whether a climate control mode change is requested. The climate control mode change may be selected by the driver or automatically selected by the controller in response to environmental and passenger compartment conditions. For example, the climate control mode may be requested to transition from a cooling mode to a heating mode. If method 600 determines that a climate control mode change is requested, the answer is yes and method 600 proceeds to 610. Otherwise, the answer is no and method 600 returns to 602.

At 610, the compressor, coolant pump, and battery cooling pump states are adjusted. In one example, the compressor, coolant pump, and battery cooling pump may be activated in a low energy use state. For example, less than a threshold amount of current may be supplied to each of the compressor, the coolant pump, and the battery coolant pump. In other examples, the climate control compressor, the chiller pump, and the battery cooling pump may be deactivated. The compressor, coolant pump, and battery cooling pump may be deactivated by interrupting the flow of electrical current to the device. After deactivating the device, method 600 proceeds to 612.

At 612, method 600 resets the various expansion valve bypass valves, control valves, TXV shutoff valves for the newly selected climate control mode. Various valve states for selected operating modes are provided in the description of fig. 1B-5. For example, if the newly selected climate control mode is selected for use in the system shown in FIG. 2. The cooling mode is activated by opening the fixed zone expansion device bypass valve 262, opening the battery cooler TXV 274 shut-off valve, opening the TXV 74 shut-off valve and closing the interior heat exchanger bypass valve 222. Method 600 proceeds to 614 after the various valves are operated according to the newly selected climate control mode.

At 614, method 600 begins ramping up the speed of the compressor. The speed of the compressor can be ramped up by gradually increasing the current to the compressor. The compressor refrigerant flow may increase as the compressor speed increases. Method 600 proceeds to 616 after ramping up the compressor output.

At 616, method 600 adjusts the operating states of the compressor, the coolant pump, and the battery coolant pump based on the newly selected operating mode. For example, if a heating mode is selected, the coolant pump is activated and the battery coolant pump is not activated. Method 600 returns to 602 after adjusting the compressor, coolant pump, and battery cooler pump operating conditions.

Thus, for a transition from the first climate control mode of operation to the second climate control mode of operation, the various climate control pumps may be deactivated before resetting the valves in the system to allow the refrigerant time to reach an equilibrium state before changing the valve positions to conform to the newly selected mode of operation. The compressor may be reactivated after the various valves are in a state for operating the climate control system in the selected mode. This process may reduce the likelihood of emptying the compressor or entering other conditions that may degrade the performance of the climate control system.

The method of FIG. 6 provides a vehicle climate control method comprising: a receiver receives refrigerant downstream of an exterior heat exchanger in a climate control system including the exterior heat exchanger, an indoor heat exchanger, an interior heat exchanger, the refrigerant received in a cooling mode, a heating mode, a de-icing mode, and a dehumidification mode. The vehicle climate control method further includes transitioning between a cooling mode and a heating mode via the step of first adjusting a state of a pump in the vehicle climate control system. The vehicle climate control method further includes transitioning an operating state of one or more valves in the vehicle climate control system after adjusting the operating state of the pump. The vehicle climate control method further includes ramping up compressor speed after switching the operating state of the one or more valves. The vehicle climate control method further includes activating a coolant pump or a battery cooler pump after ramping up the compressor speed. The vehicle climate control method includes wherein the climate control system further includes an intermediate heat exchanger.

As will be appreciated by one of ordinary skill in the art, the method described in FIG. 6 represents one or more of any number of processing strategies such as event-driven, interrupt-driven, multi-tasking, multi-threading, and the like. As such, various steps or functions illustrated may be performed in the sequence illustrated, in parallel, or in some cases omitted. Likewise, the order of processing is not necessarily required to achieve the objects, features, and advantages of the invention, but is provided for ease of illustration and description. Although not explicitly illustrated, one of ordinary skill in the art will recognize that one or more of the illustrated steps or functions may be repeatedly performed depending on the particular strategy being used. Additionally, the methods described herein may be a combination of actions taken by the controller in the physical domain and instructions within the controller. The control methods and programs disclosed herein may be stored as executable instructions in a non-transitory memory and executed by a control system that includes a controller in combination with various sensors, brakes, and other system hardware.

This description is summarized here. Numerous variations and modifications will occur to those skilled in the art upon reading the foregoing description without departing from the spirit and scope of the description. For example, the systems and methods described herein may be applied to electric vehicles and vehicles that include engine and electric motor drives.

Claims

1. A vehicle system, comprising:

a coolant circuit including a heater core in the passenger compartment;

a refrigerant circuit including a first thermal expansion valve that does not include an electrically variable orifice positioned directly upstream of a heat exchanger in the passenger compartment, the refrigerant circuit being fluidly isolated from the coolant circuit, the refrigerant circuit being in thermal communication with the coolant circuit via an intermediate heat exchanger; and

a controller comprising instructions to:

after a mode change is requested, first adjusting a coolant pump in the coolant circuit and a compressor in the refrigerant circuit;

thereafter resetting the valve for the newly selected mode; and

reactivating the compressor after the valve is in the newly selected mode.

2. The vehicle system of claim 1, wherein the refrigerant circuit is part of a climate control system, and the controller further includes instructions to operate the climate control system in a heating mode, a cooling mode, a dehumidification mode, and a de-icing mode.

3. The vehicle system according to claim 2, wherein the dehumidification mode includes cooling and heating passenger cabin air via the climate control system.

4. The vehicle system of claim 1, further comprising a battery cooler circuit.

5. The vehicle system of claim 4, wherein the battery cooler circuit includes a battery cooler pump, a battery cooler heat exchanger, and a battery.

6. The vehicle system of claim 1, further comprising a second thermal expansion valve positioned directly upstream of the battery cooler heat exchanger, the second thermal expansion valve positioned upstream of the battery cooler heat exchanger not including an electrically variable orifice.

7. The vehicle system of claim 1, wherein the first thermal expansion valve comprises a shut-off valve that terminates refrigerant flow through the first thermal expansion valve.

8. A vehicle system, comprising:

a coolant circuit including a heater core in the passenger compartment;

a refrigerant circuit including a first thermal expansion valve that does not include an electrically variable orifice positioned upstream of a heat exchanger in the passenger compartment, the refrigerant circuit including a receiver coupled directly downstream of an exterior heat exchanger and directly upstream of an interior heat exchanger, the refrigerant circuit in thermal communication with the coolant circuit via a heat exchanger; and

a controller comprising instructions to:

thereafter resetting the valve for the newly selected mode; and

reactivating the compressor after the valve is in the newly selected mode.

9. The vehicle system of claim 8, further comprising an internal heat exchanger.

10. The vehicle system according to claim 1, wherein the compressor is reactivated by gradually increasing the current to the compressor.