Abstract
A valve block for a refrigerant circuit comprises at least one refrigerant valve unit having at least one first refrigerant valve and at least one second refrigerant valve which are each configured at least to influence a refrigerant flow of the refrigerant circuit and comprises a valve control unit which is configured at least to control and/or to pilot at least some of the refrigerant valves of the refrigerant valve unit, wherein the valve control unit has a specifically actuatable camshaft for actuating a plurality of refrigerant valves and/or a plurality of pilot valves of the valve control unit, in particular for actuating at least one first pilot valve of the valve control unit to pilot the first refrigerant valve and for actuating at least one second pilot valve of the valve control unit to pilot the second refrigerant valve.
Claims
1. A valve block for a refrigerant circuit, comprising at least one refrigerant valve unit having at least one first refrigerant valve and at least one second refrigerant valve which are each configured at least to influence a refrigerant flow of the refrigerant circuit, and comprising a valve control unit which is configured at least to control and/or pilot at least some of the refrigerant valves of the refrigerant valve unit wherein the valve control unit has a specifically actuatable camshaft for actuating a plurality of refrigerant valves and/or a plurality of pilot valves of the valve control unit, in particular for actuating at least one first pilot valve of the valve control unit to pilot the first refrigerant valve and for actuating at least one second pilot valve of the valve control unit to pilot the second refrigerant valve.
2. The valve block as claimed in claim 1, wherein the valve control unit has at least one electric motor unit, in particular comprising at least one stepping motor, for driving the camshaft in an angle-controlled manner.
3. The valve block as claimed in claim 1, wherein the camshaft is designed to actuate more than two, preferably more than three and preferentially more than four refrigerant valves of the refrigerant valve unit or pilot valves, of the valve control unit.
4. The valve block as claimed in claim 1, wherein all of the refrigerant valves of a functional refrigerant circuit are integrated in the valve block.
5. The valve block as claimed in claim 1, wherein the pilot valves of the valve control unit or the refrigerant valves of the refrigerant valve unit are arranged in a row parallel to an axis of rotation of the camshaft and/or around the axis of rotation of the camshaft in the circumferential direction of the camshaft.
6. The valve block as claimed in claim 1, wherein the first refrigerant valve and/or the second refrigerant valve are/is realized as a shut-off valve for blocking the refrigerant flow at least in a subregion of the refrigerant circuit.
7. The valve block as claimed in claim 1, wherein the first refrigerant valve the second refrigerant valve and/or at least one separately actuated third refrigerant valve of the refrigerant valve unit are/is realized as an expansion valve of the refrigerant circuit.
8. The valve block as claimed in claim 7, wherein the camshaft has at least one cam ring comprising a cam that forms a flat ramp.
9. The valve block as claimed in claim 1, wherein the camshaft has a plurality of cam rings, which are each configured at least to actuate at least one refrigerant valve or at least one pilot valve, wherein the arrangement of the cam rings on the camshaft (18a-b) forms a plurality of specific switching patterns for switching different operation states of the refrigerant circuit.
10. The valve block as claimed in claim 1, wherein the camshaft has a number of cam rings that is less than a number of pilot valves of the valve control unit which are actuated by the camshaft, or than a number of refrigerant valves of the refrigerant valve unit which are actuated by the camshaft.
11. The valve block as claimed in claim 1, wherein the camshaft has a cam ring which is configured to actuate two or more different pilot valves or two or more different refrigerant valves.
12. The valve block as claimed in claim 1, wherein each pilot valve of the valve control unit is connected to the respective associated refrigerant valve at least via a control channel.
13. The valve block as claimed in claim 12, wherein each pilot valve of the valve control unit is connected to the same respective associated refrigerant valve at least via a further control channel.
14. The valve block as claimed in claim 1, wherein each pilot valve has at least one transmission element which is configured to transmit a camshaft signal mechanically to a valve element of the respective pilot valve.
15. The valve block as claimed in claim 1, wherein the pilot valves are realized as normally-closed valves.
16. The valve block as claimed in claim 1, wherein at least one integrated pressure/temperature sensor.
17. A refrigerant circuit in particular in a vehicle, preferably in a battery-electrically driven vehicle, and/or in a heat pump, preferably a building heat pump, having a valve block as claimed in claim 1.
18. A method for operating a refrigerant circuit as claimed in claim 17, wherein, in at least one operating step, a specifically actuatable camshaft is used to actuate a plurality of refrigerant valves which are integrated in a common valve block and/or to actuate a plurality of pilot valves which are integrated in the common valve block in order to pilot refrigerant valves which are integrated in the common valve block.
19. A method for producing a valve block as claimed in claim 1, wherein, in at least one production step, a plurality of refrigerant valves and preferably a plurality of pilot valves for piloting the refrigerant valves are integrated into a common valve block.
Description
DRAWINGS
[0029] Further advantages will become apparent from the following description of the drawings. The drawings illustrate two exemplary embodiments of the invention. The drawings, the description and the claims contain numerous features in combination. A person skilled in the art will expediently also consider the features individually and combine them into meaningful further combinations.
[0030] In the drawings:
[0031] FIG. 1a shows a schematic illustration of a vehicle having an air-conditioning system which has a refrigerant circuit with a valve block according to the invention,
[0032] FIG. 1b shows a schematic illustration of a building having a heat pump which has the refrigerant circuit with the valve block according to the invention,
[0033] FIG. 2a shows a schematic illustration of the valve block in a first exterior view,
[0034] FIG. 2b shows a schematic illustration of the valve block in a second exterior view,
[0035] FIG. 3a shows a schematic top view of the valve block,
[0036] FIG. 3b shows a section through the valve block along a section axis A indicated in FIG. 3a,
[0037] FIG. 4a shows a schematic top view of the valve block,
[0038] FIG. 4b shows a section through the valve block along a section axis B indicated in FIG. 4a, with an integrated refrigerant valve in a closed state,
[0039] FIG. 4c shows a section through the valve block along a section axis B indicated in FIG. 4a, with the integrated refrigerant valve in an open state,
[0040] FIG. 5a shows a schematic illustration of a camshaft of the valve block,
[0041] FIG. 5b shows a schematic switching pattern diagram of the camshaft of the valve block,
[0042] FIG. 6 shows a schematic flow chart of a method for operating the refrigerant circuit,
[0043] FIG. 7 shows a schematic flow chart of a method for producing the valve block,
[0044] FIG. 8a shows a schematic illustration of an alternative camshaft of an alternative valve block in a first view,
[0045] FIG. 8b shows a schematic illustration of an alternative camshaft of an alternative valve block in a second view,
[0046] FIG. 8c shows a schematic illustration of a further alternative camshaft of the alternative valve block in the first view, and
[0047] FIG. 9 shows a further implementation, not according to the invention, of shut-off valves.
DESCRIPTION OF THE EXEMPLARY EMBODIMENTS
[0048] FIGS. 1a and 1b schematically show a vehicle 56a comprising an air-conditioning system 68a, having a refrigerant circuit 10a according to the invention, for cooling a passenger compartment 64a of the vehicle 56a, and, respectively, a building 66a comprising a heat pump 58a, having the refrigerant circuit 10a according to the invention, for cooling the rooms of the building 66a. The refrigerant circuit 10a is configured to transport a refrigerant. The refrigerant circuit 10a is configured to transport thermal energy against a temperature gradient.
[0049] The refrigerant circuit 10a comprises a valve block 26a. The valve block 26a is illustrated schematically in an exterior view in FIGS. 2a and 2b. The valve block 26a comprises a plurality of ports 70a for connecting to a line system (not illustrated) of the refrigerant circuit 10a. The valve block 26a has an integrated pressure/temperature sensor 52a. The valve block 26a may optionally have further integrated pressure/temperature sensors in addition to the pressure/temperature sensor 52a.
[0050] The valve block 26a has a refrigerant valve unit 12a. The refrigerant valve unit 12a comprises a first refrigerant valve 14a. The first refrigerant valve 14a is configured to influence the refrigerant flow of the refrigerant circuit 10a. The first refrigerant valve 14a is in the form of a shut-off valve. Shut-off valves are designed to block a refrigerant flow in a subregion of the refrigerant circuit 10a. The refrigerant valve unit 12a comprises a second refrigerant valve 24a. The second refrigerant valve 24a is in the form of a shut-off valve. The refrigerant valve unit 12a comprises a third refrigerant valve 34a. The third refrigerant valve 34a is in the form of an expansion valve. The expansion valve is configured to throttle a flow cross section of the refrigerant flow in a subregion of the refrigerant circuit 10a. The third refrigerant valve 34a is separately actuatable. The third refrigerant valve 34a comprises an electromagnet 72a for actuating a throttling state of the expansion valve. The valve block 26a illustrated by way of example in FIG. 2 has further shut-off valves and further expansion valves, which have not been provided with a reference sign. As a whole, the shown valve block 26a has eight refrigerant valves 14a, 24a, which are formed by five shut-off valves and three expansion valves. The refrigerant valves 14a, 24a are all integrated in the valve block 26a. The valve block 26a comprises a refrigerant valve module 74a. All the refrigerant valves 14a, 24a, 34a of the valve block 26a are arranged in the refrigerant valve module 74a.
[0051] The valve block 26a comprises a valve control unit 16a. The valve control unit 16a is in the form, for example, of a valve pilot unit. Alternatively, the valve block could also be entirely without a piloting function, in which case the refrigerant valves 14a, 24a would be actuated directly. The valve control unit 16a is configured to mechanically actuate or mechanically pilot the refrigerant valves 14a, 24a. The valve control unit 16a comprises a first pilot valve 20a. The first pilot valve 20a is configured to pilot the first refrigerant valve 14a. The valve control unit 16a comprises a second pilot valve 30a. The second pilot valve 30a is configured to pilot the second refrigerant valve 24a. The pilot valves 20a, 30a are each realized as normally-closed valves.
[0052] The valve control unit 16a comprises a camshaft 18a. The camshaft 18a is specifically actuatable. The camshaft 18a is configured to actuate a plurality of pilot valves 20a, 30a of the valve control unit 16a, in particular at least the first pilot valve 20a and the second pilot valve 30a. The camshaft 18a could alternatively also be configured to directly actuate a plurality of refrigerant valves 14a, 24a of the refrigerant valve unit 12a, in particular at least the first refrigerant valve 14a and the second refrigerant valve 24a.
[0053] The valve control unit 16a comprises an electric motor unit 22a. The electric motor unit 22a comprises a stepping motor. The electric motor unit 22a is configured to drive the camshaft 18a precisely in an angle-controlled manner/to precisely set the angle of rotation of the camshaft 18a. The valve block 26a comprises a control module 76a. The control module 76a is in the form of a pilot module. All the pilot valves 20a, 30a of the valve block 26a are arranged in the control module 76a. The camshaft 18a is arranged in the control module 76a. The electric motor unit 22a is fastened to the control module 76a. The control module 76a and the refrigerant valve module 74a are connected together and form the valve block 26a as a result.
[0054] FIG. 3b schematically shows a section through the valve block 26a along a section axis A indicated in FIG. 3a. The camshaft 18a is illustrated in a simplified manner without cams 40a in FIG. 3b. The camshaft 18a is configured to actuate more than two pilot valves 20a, 30a. The illustrated camshaft 18a is configured, for example, to actuate five pilot valves 20a, 30a, wherein each of the pilot valves 20a, 30a pilots a separate refrigerant valve 14a, 24a in the form of a shut-off valve. The camshaft 18a is mounted so as to be rotatable about an axis of rotation 28a. The valve block 26a has, for example, grooved ball bearings 130a for rotatably supporting the camshaft 18a. Alternatively, a plain bearing would also be conceivable for rotatably supporting the camshaft 18a. The pilot valves 20a, 30a of the valve control unit 16a are arranged in a row parallel to the axis of rotation 28a of the camshaft 18a. The refrigerant valves 14a, 24a, in the form of shut-off valves, of the refrigerant valve unit 12a are likewise arranged in a row parallel to the axis of rotation 28a of the camshaft 18a (cf. also FIG. 2a or 3a).
[0055] FIGS. 4b and 4c schematically show a section through the valve block 26a along a section axis B indicated in FIG. 4a. The first pilot valve 20a and the first refrigerant valve 14a are each illustrated in section in FIGS. 4b and 4c. The first pilot valve 20a has a valve element 50a. The valve element 50a is configured, when it is placed on a sealing seat 96a of the first pilot valve 20a, to fluidically separate a first pressure side 80a and a second pressure side 90a of the first pilot valve 20a (cf. FIG. 4b). However, if the valve element 50a has been lifted off the sealing seat 96a of the first pilot valve 20a, the two pressure sides 80a, 90a of the first pilot valve 20a are connected fluidically together (cf. FIG. 4c). The first pilot valve 20a has a restoring unit 86a. The restoring unit 86a of the first pilot valve 20a is formed by a spiral compression spring. The restoring element 86a of the first pilot valve 20a is configured to move/press the valve element 50a in onto the sealing seat 96a of the first pilot valve 20a. The first pilot valve 20a has a transmission element 48a. The transmission element 48a is in the form of a cylindrical pin. The transmission element 48a is configured to transmit a camshaft signal from the camshaft 18a mechanically to the valve element 50a of the first pilot valve 20a. The camshaft signal brings about a movement of the transmission element 48a in the direction of the valve element 50a. The transmission element 48a is in touching contact with the valve element 50a of the first pilot valve 20a and with the camshaft 18a. The transmission element 48a is realized in such a way that, in a first rotational position 98a (illustrated in FIG. 4b) of the camshaft 18a, it allows the sealing seat 96a of the first pilot valve 20a to be sealed off. In the first rotational position 98a of the camshaft 18a, a cam ring 36a associated with the first pilot valve 20a is set such that no cam 40a of the cam ring 36a is in contact with the transmission element 48a. The transmission element 48a is realized in such a way that, in a second rotational position 100a (illustrated in FIG. 4c) of the camshaft 18a, it prevents the sealing seat 96a of the first pilot valve 20a from being sealed off. In the second rotational position 100a of the camshaft 18a, the cam ring 36a associated with the first pilot valve 20a is set such that the cam 40a of the cam ring 36a is in contact with the transmission element 48a and as a result the valve element 50a is lifted out of the sealing seat 96a via the transmission element 48a.
[0056] The first refrigerant valve 14a has a slide element 94a. The slide element 94a has a sealing surface 108a. The slide element 94a is configured, when the sealing surface 108a sits on a sealing seat 102a of the first refrigerant valve 14a, to fluidically separate an entry 88a and an exit 82a of the first refrigerant valve 14a (cf. FIG. 4b). In the closed state, illustrated in FIG. 4b, of the first refrigerant valve 14a, the entry 88a is fluidically connected to a first pressure action surface 104a of the first refrigerant valve 14a. Via a leakage 114a of the slide element 94a, in the closed state, illustrated in FIG. 4b, of the first refrigerant valve 14a, a second pressure action surface 106a of the slide element 94a, which is arranged opposite to the first pressure action surface 104a of the slide element 94a, is also fluidically connected to the entry 88a, or, in this state, at least the same pressures 104a, 106a act on both pressure action surfaces 104a, 106a of the slide element 94a. Both pressure action surfaces 104a, 106a of the slide element 94a are located, as seen from the sealing surface 108a of the slide element 94a, on the same side of the sealing surface 108a. The first pressure action surface 104a has a smaller surface area than the second pressure action surface 106a. As a result, the slide element 94a is pressed onto the sealing seat 102a in the closed state illustrated in FIG. 4b. This is illustrated by the arrow 110a in FIG. 4b. In addition, the first refrigerant valve 14a has a restoring unit 112a, which is in the form of a spiral compression spring and likewise presses the slide element 94a in onto the sealing seat 102a.
[0057] In the closed state in FIG. 4b, the entry 88a of the first refrigerant valve 14a in the form of a shut-off valve is fluidically separated from an exit 82a of the first refrigerant valve 14a in the form of a shut-off valve. If the slide element 94a has been lifted off the sealing seat 102a of the first refrigerant valve 14a, the entry 88a and exit 82a of the first refrigerant valve 14a are connected fluidically together (cf. FIG. 4c). The first pilot valve 20a is fluidically connected to the first refrigerant valve 14a via a control channel 44a.
[0058] The control channel 44a is in the form of a recess/bore in a base body 78a of the valve block 26a. The control channel 44a connects the first pressure side 80a of the valve element 50a of the first pilot valve 20a to an exit 82a of the first refrigerant valve 14a in the form of a shut-off valve. The direction of flow of the refrigerant through the first refrigerant valve 14a in the open state is indicated by an arrow 84a. In the switched position in FIG. 4b, the first refrigerant valve 14a has been switched such that the exit 82a of the first refrigerant valve 14a is fluidically separated from an entry 88a of the first refrigerant valve 14a, with the result that the pressure at the exit 82a of the first refrigerant valve 14a, which is lower than the pressure applied to the entry 88a of the first refrigerant valve 14a, is applied to the first pressure side 80a of the valve element 50a of the first pilot valve 20a. The first pilot valve 20a is fluidically connected to the first refrigerant valve 14a via a further control channel 54a. The further control channel 54a is likewise in the form of a recess/bore in the base body 78a of the valve block 26a. The further control channel 54a connects the second pressure side 90a of the valve element 50a, opposite to the first pressure side 80a of the valve element 50a, of the first pilot valve 20a to the second pressure action surface 106a of the slide element 94a of the first refrigerant valve 14a. Since, as a result of the leakage 114a in the closed state in FIG. 4b, the same pressure is applied to the second pressure action surface 106a of the slide element 94a as to the entry 88a of the first refrigerant valve 14a, the same pressure is likewise applied to the second pressure side 90a of the valve element 50a of the first pilot valve 20a as to the entry 88a of the first refrigerant valve 14a. Consequently, in the closed state in FIG. 4b, the pressure on the second pressure side 90a of the valve element 50a (entry pressure) is greater than on the first pressure side 80a of the valve element 50a (exit pressure). This is indicated by the arrow 92a in FIG. 4b.
[0059] If the cam 40a of the cam ring 36a of the camshaft 18a now lifts the transmission element 48a such that the valve element 50a of the first pilot valve 20a is lifted off the sealing seat 96a, the pressure at the exit 82a of the first refrigerant valve 14a is applied via the two control channels 44a, 54a to the second pressure action surface 106a of the slide element 94a. As a result, the pressure on the second pressure action surface 106a of the slide element 94a is lower than the pressure on the first pressure action surface 104a of the slide element 94a (entry pressure) and the slide element 94a is lifted off the sealing seat 102a. The open state of the first refrigerant valve 14a in the form of a shut-off valve is thus set, as is illustrated in FIG. 4c. The open state is maintained for as long as the cam 40a keeps the valve element 50a of the first pilot valve 20a open.
[0060] Each of the pilot valves 20a, 30a of the valve control element 16a is fluidically connected to the respective associated refrigerant valve 14a, 24a via the control channels 44a, 54a. Each pilot valve 20a, 30a has a respective transmission element 48a, which is configured to transmit a camshaft signal associated with the pilot valve 20a, 30a mechanically to the respective valve element 50a of the respective pilot valve 20a, 30a.
[0061] FIG. 5a shows a schematic illustration of the camshaft 18a with respectively associated transmission elements 48a of pilot valves 20a, 30a. Alternatively, the transmission elements 48a could also be associated directly with refrigerant valves 14a, 24a. The camshaft 18a has a plurality of cam rings 36a, 46a. In the example illustrated in FIG. 5, the camshaft 18a comprises five cam rings 36a, 46a. The cam rings 36a, 46a are each configured to actuate a transmission element 48a of one of the refrigerant valves 14a, 24a or of one of the pilot valves 20a, 30a. The cam rings 36a, 46a each can cams 40a, 40a, 40a. The cams 40a, 40a, 40a may be formed differently than one another. For example, one cam 40a may form a flat ramp 38a. The arrangement of the cam rings 36a, 46a on the camshaft 18a forms a plurality of specific switching patterns 42a, 42a, 42a, 42a, 42a for switching different operation states of the refrigerant circuit 10a (cf. FIG. 5b). Depending on the rotational position of the camshaft 18a, different combinations of transmission elements 48a are lifted/activated by the camshaft 18a. In the implementation, shown by way of example in FIG. 5b, with five switching patterns 42a, 42a, 42a, 42a, 42a a rotation of the camshaft 18a through in each case approximately 72 could bring about switching between the individual successive switching patterns 42a, 42a, 42a, 42a, 42a.
[0062] FIG. 6 shows a schematic flow chart of a method for operating the refrigerant circuit 10a. In at least one operating step 116a, a changed operating parameter is set at the air-conditioning system 68a or at the heat pump 58a with the aim of setting a desired operation state of the air-conditioning system 68a or of the heat pump 58a. In at least one further operating step 60a, the electric motor unit 22a is actuated such that the camshaft 18a takes up a rotational position 98a, 100a designated for the new operating parameter. As a result, one of a plurality of possible specific switching patterns 42a, 42a, 42a, 42a, 42a is set. In the further operation state 60a, the specifically actuatable camshaft 18a is used to actuate the plurality of pilot valves 20a, 30a, integrated in the common valve block 26a, to pilot the refrigerant valves 14a, 24a integrated in the common valve block 26a. Alternatively or additionally, the specifically actuatable camshaft 18a could, in the operating step 60a, also be used to actuate the plurality of refrigerant valves 14a, 24a integrated in the common valve block 26a. In at least one further operating step 118a, the air-conditioning system 68a or the heat pump 58a adopts the desired operation state.
[0063] FIG. 7 shows a schematic flow chart of a method for producing the valve block 26a. In at least one production step 120a, a plurality of refrigerant valves 14a, 24a are integrated into a refrigerant valve module 74a. In at least one further production step 122a, a plurality of pilot valves 20a, 30a are integrated into a control module 76a. In at least one further production step 124a, the camshaft 18a is integrated into the control module 76a. In at least one further production step 126a, the electric motor unit 22a is mounted on the control module 76a. In at least one further production step 62a, the plurality of refrigerant valves 14a, 24a and the plurality of pilot valves 20a, 30a are integrated into the common valve block 26a by connecting the refrigerant valve module 74a to the control module 76a. Alternatively, in an alternative production step 62a, the integration of the refrigerant valves 14a, 24a and of the pilot valves 20a, 30a could also be carried out directly into a single component. In at least one further production step 128a, the common valve block 26a is installed in a refrigerant circuit 10a, for example the air-conditioning system 68a or the heat pump 58a.
[0064] FIGS. 8a to 8c show a further exemplary embodiment of the invention. The following descriptions and the drawings are limited substantially to the differences between the exemplary embodiments, wherein, with regard to identically referenced components, in particular with regard to components with identical reference signs, reference can be made in principle to the drawings and/or the description of the other exemplary embodiments, in particular FIGS. 1 to 7. To differentiate the exemplary embodiments, the letter a has been placed after the reference signs of the exemplary embodiment in FIGS. 1 to 7. In the exemplary embodiments in FIGS. 8a to 8c, the letter a has been replaced by the letter b.
[0065] FIGS. 8a, 8b and 8c schematically show different views of alternative camshafts 18b, 18b of an alternative valve control unit 16b of an alternative valve block 26b. The alternative valve control unit 16b has a plurality of pilot valves 20b, 30b. The alternative valve block 26b has a refrigerant valve unit 12b with a plurality of refrigerant valves 14b, 24b. The pilot valves 20b, 30b or alternatively the refrigerant valves 14b, 24b are arranged around an axis of rotation 28b of the alternative camshafts 18b, 18b in the circumferential direction 32b of the alternative camshafts 18b, 18b. The alternative camshafts 18b, 18b in this case each have a number of cam rings 36b, 46b that is smaller than a number of pilot valves 20b, 30b that are actuated by the alternative camshafts 18b, 18b. In the case of direct actuation of the refrigerant valves 14b, 24b by the alternative camshafts 18b, 18b, the number of cam rings 36b, 46b of the alternative camshafts 18b, 18b would then also be smaller than a number of refrigerant valves 14b, 24b that are actuated by the alternative camshafts 18b, 18b.
[0066] The alternative camshaft 18b in FIGS. 8a and 8b has three cam rings 36b, 46b, which actuate five transmission elements 48b of pilot valves 20b, 30b or refrigerant valves 14b, 24b. The alternative camshaft 18b in FIG. 8c has two cam rings 36b, 46b, which likewise actuate five transmission elements 48b of pilot valves 20b, 30b or refrigerant valves 14b, 24b. In both cases, the alternative camshaft 18b, 18b has a cam ring 46b, which is configured to actuate transmission elements 48b of two different pilot valves 20b, 30b or of two different refrigerant valves 14b, 24b.
[0067] FIG. 9 shows an integration, not according to the invention, of the function of a plurality of shut-off valves into a single rotating body.
