Abstract:
A climate control device for stationary control of the climate in a motor vehicle has a heat pump circuit with a first heat exchanger for taking up ambient heat and a second heat exchanger for discharging heat into the vehicle interior and an electrically or mechanically drivable compressor which is located in the flow direction of the heat pump circuit between the first and the second heat exchanger, and a booster set for producing electrical or mechanical power, the electrical or mechanical power being used at least in part to drive the compressor. In addition, there is a third heat exchanger by which the exhaust heat of the booster set is transferred to the heat pump circuit. In this way, good efficiency is ensured for the climate control device in heating operation in stationary operation.

Description:
BACKGROUND OF THE INVENTION  
       [0001]     1. Field of the Invention  
         [0002]     The invention relates to a climate control device for stationary climate control of a motor vehicle. The possibility of climate control of a motor vehicle when stationary, especially heating the vehicle, is becoming more and more important. In addition to camping L vehicles, it is especially important in trucking to be able to heat the cab over a longer time interval since the cab is also used by drivers as a sleeping area.  
         [0003]     2. Description of Related Art  
         [0004]     Therefore, heating of the vehicle interior often takes place by the exhaust heat of the vehicle engine being used to heat the interior. In addition, using fuel-fired auxiliary heaters is also known. They are integrated either into the cooling circuit of the engine and thus use the components of the climate control device which are ordinarily used when driving to implement the auxiliary heating function, or separate heating systems are built which are designed only for stationary operation.  
         [0005]     These versions of stationary climate control have varied economic efficiency. In the least favorable case, the engine idles in order to implement auxiliary heating. Such an engine is completely oversized for operation as a heat supplier, and therefore, has poor efficiency. In addition, a large mass is heated at the same time; this also reduces efficiency. Fuel-fired auxiliary heaters have much better efficiency. In any case, the fuel-fired heaters produce emissions; this is undesirable in many cases.  
       SUMMARY OF THE INVENTION  
       [0006]     Therefore, a primary object of the present invention is to devise a climate control device for stationary climate control which has better efficiency.  
         [0007]     This object is achieved by a climate control device for stationary climate control of a motor vehicle with a heat pump circuit with a first heat exchanger for taking up ambient heat and a second heat exchanger for discharging heat into the vehicle interior and an electrically or mechanically drivable compressor which is located in the flow direction of the heat pump circuit between the first and the second heat exchanger, and a booster set for producing electrical or mechanical power, the electrical or mechanical power being used at least in part to drive the compressor, and there being a third heat exchanger by which the exhaust heat of the booster set is transferred to the heat pump circuit.  
         [0008]     An advantage of the invention is that, by implementing a climate control device with a heat pump circuit, the efficiency is further increased since ambient heat can be used in addition to heat the vehicle interior. In addition, the exhaust heat of the booster set is delivered to the heat pump circuit. The heat exchanger which is used for this purpose is preferably located between the first heat exchanger and the compressor. Basically, a heat pump circuit can also be operated without this additional heat delivery, but if CO 2  is used as the refrigerant, the temperature difference which has been produced by taking up ambient heat is not sufficient to operate the heat pump circuit efficiently. Here, the additional heat exchanger provides a remedy by the efficiency being increased by the additional delivery of heat. Of course, the climate control device of the invention can also be operated with R134a as the refrigerant.  
         [0009]     In one advantageous development of the invention, the exhaust heat of the booster set is moreover used to further heat the air flow through the second heat exchanger. In addition, it is advantageous to use the electrical power produced by the booster set likewise for generating heat by an electrical heating element, a so-called PTF, being accommodated in the air flow through the second heat exchanger.  
         [0010]     It is advantageous to use a fuel cell booster set as the booster set since it provides both exhaust heat and also electric power. The electric power can be used to drive the compressor, as indicated above for an electrical heating element, and also for further supply of the motor vehicle with electric power.  
         [0011]     In one especially favorable configuration, the climate control device is set up such that certain components of the climate control device can be used both as described for heating operation and also for cooling operation, therefore a second operating mode. For example, a compressor is specified, the dual use of which for reasons of cost also constitutes a special advantage with respect to the total costs of the climate control device.  
         [0012]     The invention is explained in further detail below with reference to the embodiments illustrated in the accompanying drawings. 
     
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0013]      FIG. 1  shows a first embodiment of a climate control device in accordance with the invention,  
         [0014]      FIG. 2  shows the climate control device of  FIG. 1  with two heat exchangers for front and rear operation,  
         [0015]      FIG. 3  shows the climate control device of  FIG. 1  modified by inclusion of an additional heat exchanger,  
         [0016]      FIG. 4  shows a development of the climate control device of  FIG. 3  with an additional electrical heating element,  
         [0017]      FIG. 5  shows a modification of the embodiment of  FIG. 4  with a combination of an additional internal combustion engine and generator as the booster set,  
         [0018]      FIG. 6  is a representation of a CO 2  climate control device with a heating and cooling function in heating operation,  
         [0019]      FIG. 7  shows a representation of the climate control device of  FIG. 6  in cooling operation,  
         [0020]      FIG. 8  is a representation of a modification of the climate control device of  FIGS. 6 &amp; 7  in heating operation, and  
         [0021]      FIG. 9  shows a representation of the climate control device from  FIG. 8  in cooling operation. 
     
    
     DETAILED DESCRIPTION OF THE INVENTION  
       [0022]      FIG. 1  shows a first embodiment of a climate control device in accordance with the invention having a heat pump circuit  2  with a first heat exchanger  3 , a second heat exchanger  4 , a third heat exchanger  8 , a compressor  5 , a collector  9  and an expansion valve  10 . In the heat pump circuit  2 , CO 2  is used as the refrigerant. Via the heat exchanger  3 , heat is extracted from the air flow  15  from the environment and delivered to the heat pump circuit  2 . The compressor  5  compresses the refrigerant and feeds it to the second heat exchanger  4 . The air flow  16  through the heat exchanger  4  takes up heat from the heat pump circuit  2  and is routed preferably into the interior of the motor vehicle to heat it. Via the expansion valve  10 , the refrigerant is then routed again to the first heat exchanger  3  so that the heat pump circuit is closed.  
         [0023]     It is advantageous for the heat pump circuit to be able to extract more thermal energy from the environment for delivery to the vehicle interior than electrical or mechanical energy which need be used to drive the compressor  5 .  
         [0024]     In this heat pump circuit  2 , it is a problem that, depending on the outside temperature, efficient operation of the heat pump circuit  2  is not possible. Via the heat exchanger  8 , heat from the booster set  6  is additionally delivered to the heat pump circuit  2 , by which the heat pump circuit  2  is shifted into an efficient operating range.  
         [0025]     In the embodiment shown in  FIG. 1 , the booster set  6  is a fuel cell arrangement. It is connected to an air feed line  11  and a fuel feed line  12 . The internal structure of the fuel cell booster set is of subordinate importance for this invention. Especially in operation in motor vehicles with an internal combustion engine, it is advantageous to use an SOFC (solid oxide fuel cell) as the fuel cell, upstream of which a reformer is connected which produces a hydrogen-containing gas from gasoline or diesel fuel in a catalytic reaction; this gas is, in turn, used as fuel gas for the SOFC.  
         [0026]     The heat generated in the fuel cell booster set  6  is discharged via a cooling circuit  13  and is supplied to the third heat exchanger  8 . In addition, the fuel cell booster set  6  delivers electric power which is supplied via a line  14  to the electrically operated compressor  5  to supply it with the required electric power.  
         [0027]     An advantage of the climate control device of the invention with a heat pump circuit  2  is manifested mainly when the climate control device  1  is being used in stationary operation. When driving, generally enough thermal output is available so that an efficient climate control device is not necessary for heating purposes. However, in stationary operation, it is advantageous to use any possible source of thermal energy. The first heat exchanger  3  for taking up ambient heat, for this reason, makes an important contribution to enabling an efficient operating mode for the climate control device  1  in stationary operation. The combination of the first heat exchanger  3  with the third heat exchanger  8  makes it possible to operate the heat pump circuit  3  efficiently in spite of the small amounts of heat taken up from the environment.  
         [0028]     The climate control device as shown in  FIG. 2  is made such that the front area and the rear area of the motor vehicle interior can be heated separately. Instead of the second heat exchanger  4  in  FIG. 1 , in  FIG. 2  there are two heat exchangers  4   a ,  4   b , and one air flow  16   a  can heat the front area by the heat exchanger  4   a  and one air flow  16   b  can heat the rear area of the motor vehicle by the heat exchanger  4   b.    
         [0029]     In the embodiment of a climate control device of the invention shown in  FIG. 3 , the exhaust heat of the fuel cell booster set  6  is used additionally for heating purposes by there being a cooling circuit  18  which cools the fuel cell booster set  6  and routes the heat to an additional heat exchanger  17  which is likewise located in the air flow  16  through the second heat exchanger  4 . The air which has been preheated by the second heat exchanger  4  is thus further heated by the additional heat exchanger  17 . The circuit  18  can, of course, be coupled to the circuit  13  which connects the fuel cell booster set  6  to the third heat exchanger  8 , for example, by the third heat exchanger  8  and the additional heat exchanger  17  being connected in series. However, it is more advantageous to connect the heat exchangers  8 ,  17  in parallel and to provide an adjustment possibility in order to distribute the exhaust heat of the fuel cell booster set  6  as favorably as possible among the two heat exchangers  8  and  17  in any operating situation.  
         [0030]     In the configuration of a climate control device as shown in  FIG. 4 , the electrical power produced by the fuel cell booster set is additionally used to heat the air flow  16 . To do this, there is an electrical heating element, a so-called PTC element  19 , which is supplied by the fuel cell booster set  6 .  
         [0031]     The thermal and electrical output produced by the fuel cell booster set  6  is thus used four times. The thermal output is routed to the heat exchangers  8 ,  17 , while the electrical output is supplied to the compressor  5  and the PTC element  19 . By the ingenious configuration of the climate control device which is dependent on the operating situation, these power consumers can be operated such that the power produced by the fuel cell booster set  6  is used completely and optimally to heat the motor vehicle interior. A control device which is necessary to control the climate control device is not shown in the figures, but is of course present.  
         [0032]     In the climate control device from  FIG. 5 , instead of the fuel cell arrangement, an engine-generator unit  7  is used is used as the booster set. The engine-generator unit  7  comprises an internal combustion engine  20  and a generator  21 . The internal combustion engine  20  is dimensioned such that it can be used to operate the climate control device, and if necessary, to supply other electrical consumers. Thus, the internal combustion engine  20  is matched to stationary operation of the motor vehicle climate control device.  
         [0033]     The internal combustion engine  20  drives the compressor  5  and the generator  21 . The exhaust heat produced by the internal combustion engine  20 , as in the fuel cell arrangement, on the one hand, is routed to the third heat exchanger  8 , and on the other, is routed to the additional heat exchanger  17 . The electric power produced by the generator  21  is supplied, in turn, to the PTC  19 . As an alternative to the mechanical driving of the compressor  5  by the internal combustion engine  20 , it can also be electrically driven, and it would be supplied by the generator  21 .  
         [0034]      FIG. 6  shows a climate control device according to the invention which is set up both for heating and cooling. Several components of the climate control device are used in both operating modes. In  FIG. 6 , the operating mode for heating is active. The line segments used in this operating mode are shown bolded to improve clarity, while the unused line segments are shown thin. In the illustrated operating mode, the arrangement of the climate control device corresponds essentially to the arrangement from  FIG. 3 . The heat pump circuit  2  comprises the same components as the arrangement from  FIG. 3 , there are simply several valves which are necessary for switching between the two operating modes. The cooling circuit of the fuel cell booster set  6  is shown by the broken line. The exhaust heat of the fuel cell booster set  6 , as in  FIG. 3 , is routed via the third heat exchanger  8  and the additional heat exchanger  17 . Parallel to the lines via the third heat exchanger  8  and the additional heat exchanger  17 , the cooling circuit can be closed via another heat exchanger  22 . The heat exchanger  22  is designed to discharge heat from the cooling circuit of the fuel cell booster set  6  if not all of the available heat is to be used for heating purposes or if the climate control device is in cooling operation. In this case, the heat is discharged to the environment. The proportion of cooling liquid which is to flow via the heat exchanger  22 , on the one hand, and the heat exchangers  8 ,  17 , on the other, can be variably set. The cooling circuit  13  is maintained by a pump  29 .  
         [0035]     Furthermore, in the illustrated electrical system of the climate control device electric power produced by the fuel cell booster set  6  is used to drive the compressor  5 , as in the preceding embodiments. Moreover, several fans are driven to produce a respective air flow through the heat exchangers. In addition, electric power is provided to other consumers of the motor vehicle. By means of a DC/AC converter  30 , even an AC voltage with 110 V or 230 V can be generated and made available at an outlet  31  and to which household consumers can be connected.  
         [0036]      FIG. 7  shows the climate control device of  FIG. 6  in cooling operation. In this operating mode, the line segments used are shown bolded, while the unused line segments are shown thin. The heat exchanger  4  works as an evaporator and takes up heat from the vehicle interior. This heat is routed to the internal heat exchanger  23  and the cooling circuit is again closed to the evaporator  4 . The expansion valve  10  in this operating mode is operated in the opposite direction compared to the operating mode from  FIG. 6 . The heat exchanger  23  is, on the other hand, taken into the second cooling circuit which contains a condenser  24  and the compressor  5  which is used in heating operation. For reasons of cost, it is decisive that the compressor  5  can be used both in heating and cooling operation since it is an expensive component which has a significant share in the overall costs of the climate control device.  
         [0037]     The fuel cell booster set  6  is also required in cooling operation to produce electrical energy. It is used in this embodiment also to drive the compressor  5 . In order to discharge the exhaust heat of the fuel cell booster set  6 , the cooling circuit  13  is in operation and discharges heat to the environment via the heat exchanger  22 . The branch of the cooling circuit  13  which leads via the heat exchanger  17  is not active.  
         [0038]     The heat exchanger  23  is necessary when the cooling circuit is to be operated with CO 2  as the refrigerant. The heat exchanger  23  is necessary to achieve a high output number (COP). The CO 2  refrigerant which emerges from the condenser  24  is cooled on the way to the expansion valve  10  by means of the heat exchanger  23 . The heat is taken up by the refrigerant which emerges from the evaporator  4  and which has a temperature which is a few degrees lower than the refrigerant emerging from the condenser  24 .  
         [0039]      FIG. 8  shows a climate control device in accordance with the invention which, like the climate control device of  FIG. 2 , is equipped with heat exchangers  27 ,  28  for the front area and heat exchangers  25 ,  26  for the rear area. In contrast to the embodiments from  FIGS. 2, 6  &amp;  7 , there are separate heat exchangers for heating and cooling operation. The heat exchangers  28 ,  26  are used in heating operation, while the heat exchangers  27 ,  25  are used in cooling operation. The advantage of this division is that, when changing from heating to cooling operation, a comparatively large amount of moisture is stored in the heat exchanger which can fog the windshields in a motor vehicle immediately after changing the operating mode. This is prevented by separating the heat exchangers.  
         [0040]     The distribution of the heating and cooling output between the front area and the rear area can, of course, be adjusted via valves provided for this purpose (not shown).  
         [0041]      FIG. 9  shows the climate control device from  FIG. 8  in cooling operating. This shows that the heat exchangers  27 ,  25  are actively in operation in cooling operation.  
         [0042]     Providing separate heat exchangers for heating and cooling operation does result in a cost increase, but it is relatively small. What is important with respect to the costs of a climate control device is that the compressor  5  can be used in both operating modes.  
         [0043]     Other configurations of a climate control according to the invention are at the discretion of one skilled in the art and are therefore encompassed by the invention.