RU2562003C2 - Automotive climate control system and method of its operation - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to automotive industry. Proposed system comprises adsorption heat pump driven by engine exhaust gas heat and including two adsorbers changed out-of-step from adsorption into desorption. Every said pump is connected with appropriate antifreeze tank via several coolant chamber with wick. Cool heat exchange medium flows through absorber in adsorption mode to cause coolant evaporation from chambers with wick and antifreeze cooling while hot heat exchange medium flows through absorber in desorption mode to cause coolant condensation in chambers with wick to heat antifreeze.

EFFECT: cabin air conditioning without application of engine coolant and loading of the engine.

20 cl, 10 dwg

Description

FIELD OF THE INVENTION

The invention relates to a car climate control system, which includes an adsorption heat pump with two adsorbers.

State of the art

In some car climate control systems, an adsorption heat pump can be used instead of a compressor heat pump. Adsorption heat pumps use chemical adsorbents (e.g. zeolite, silica gel, activated carbon) instead of a mechanical compressor, and have a thermal drive (e.g. exhaust heat) instead of a mechanical one.

One operating cycle of an adsorption heat pump includes adsorption of a refrigerant (eg, water) by a solid adsorbent, such as zeolite (hereinafter “adsorption mode”), and subsequent desorption of the refrigerant from the adsorbent (hereinafter “desorption mode”). This process can take place in a container called an adsorber. In the adsorption mode, the adsorbent is actively cooled, for example, using a cold heat transfer medium (Heat Transfer Fluid, HTF). The cooling of the adsorbent creates a suction force that draws refrigerant vapor into the adsorber to adsorb it to the adsorbent.

US 2011/0005267 describes a car air conditioning system, which includes an adsorption heat pump that works in conjunction with a condenser and evaporator according to the method described above. The adsorption heat pump is powered by the thermal energy of the exhaust gases of the engine, and contains at least two adsorbers that cyclically and asynchronously absorb and release refrigerant. In one of the preferred embodiments, the system has three working medium circuits: an HTF circuit for heating / cooling adsorbers in which the working medium is mineral oil based HTF; an adsorption circuit located completely outside the passenger compartment, in which the working medium may be NH ₃ ; a refrigerant circuit transferring heat from the passenger compartment to the adsorption circuit (through an inter-circuit heat exchanger), in which the working medium may be R-134a.

The HTF circuit heats / cools the adsorbers, affecting the adsorption / desorption processes inside the adsorbers. The HTF cooler delivers chilled HTF for adsorption mode, and the HTF heater delivers hot HTF for desorption mode. The heat reservoirs that store the heat of the exhaust gases in a Phase Change Material (PCM) are connected to an HTF heater. The adsorption circuit contains NH ₃ , which is absorbed / released from the adsorbents. After the engine is turned off, the heat accumulated in the thermal tanks is used to desorb NH ₃ from the adsorbents into the tank. The NH ₃ accumulated in the tank is then used to provide “abrupt cooling” after cold starting of the engine when the HTF in the HTF circuit is still heated, to start the heat cycle of the adsorbers and to pump the refrigerant. To ensure interior cooling, the heat exchanger is connected to the refrigerant circuit and the adsorbent circuit. In the heat exchanger, R-134a condenses from the refrigerant circuit, and NH ₃ evaporates from the adsorbent circuit. In addition, the refrigerant circuit contains an R-134a evaporator that communicates with the passenger compartment to provide cooling by a fan.

Disclosure of invention

In contrast to the system described above, the present proposed climate control system with an adsorption heat pump, which in addition to cooling provides heating to the passenger compartment, despite the need for fewer components with an electric drive or an engine drive. In other words, it was found that in a system with two adsorbers, instead of the indicated evaporator and condenser, chambers with a wick (such as those used in heat pipes) can be used that thermally connect each adsorber to a corresponding antifreeze tank. In one example, the method of operating the climate control system of the vehicle interior with the engine running includes the following operations: asynchronously switching the first and second adsorbers of the adsorption heat pump between the adsorption and desorption modes; adsorption of cooling antifreeze adsorber in chambers with a wick and desorption of heating antifreeze adsorber in chambers with a wick; as well as interior air conditioning using heated or cooled antifreeze, depending on the operating mode of the climate control system.

Thus, when the adsorber is in the adsorption mode, the absorption of the refrigerant (for example, water, NH ₃ , R1234f) accumulated in the wick chambers causes cooling in the antifreeze tank in which some of these chambers are located. This cooling effect can be used to cool the passenger compartment in hot weather (for example, in the "summer mode"). Similarly, when the adsorber is in desorption mode, condensation of the refrigerant released from the dryer in the wick chambers causes a heating effect in the antifreeze tank, which can be used to heat the passenger compartment in cold weather (for example, in “mild winter” or “ severe winter mode ”, depending on the severity of the cold weather).

It should be understood that the above summary of the invention is presented to describe in a simplified form a number of selected concepts, the further presentation of which is given below in the detailed description. A brief disclosure of the invention is not aimed at determining the main or essential characteristics of the claimed subject matter, the scope of which is uniquely determined by the claims. In addition, the claimed subject matter is not limited to embodiments of the invention that eliminate any of the disadvantages indicated above or in any part of this description.

Brief Description of the Drawings

Figure 1 presents a schematic illustration of a car containing a climate control system according to the invention.

FIG. 2A shows a cross-sectional view of an example embodiment of an adsorber in an adsorption mode, together with corresponding chambers with a wick and an antifreeze tank. The composition of the climate control system shown in FIG. 1 may include two such adsorbers.

FIG. 2B is a cross-sectional view of an example embodiment of the adsorber of FIG. 2A in desorption mode together with corresponding chambers with a wick and an antifreeze tank.

Figure 3 schematically shows the circuits with hot and cold HTF and the corresponding components that can be included in the climate control system in figure 1.

Figure 4 schematically shows the circuits with antifreeze and the corresponding components that can be part of the climate control system in figure 1.

Figure 5 schematically shows the flow of HTF, antifreeze and air between the various components of the climate control system of Figure 1. in summer mode.

Figure 6 schematically depicts the flow of HTF, antifreeze and air between the various components of the climate control system in Figure 1. in mild winter mode.

Figure 7 schematically shows the flow of HTF, antifreeze and air between the various components of the climate control system in figure 1. in harsh winter mode.

On Fig depicts an example of the method of operation of the climate control system in figure 1 modes of summer, mild winter or harsh winter.

Figure 9 shows an example of the method of operation of the climate control system in figure 1 after turning off the engine and the subsequent engine start to provide quick cooling or heating of the passenger compartment.

The implementation of the invention

The following description relates to systems and methods for cooling and heating a passenger compartment of a vehicle using a climate control system using an adsorption heat pump. As shown in FIG. 1, the climate control system can be thermally connected to the exhaust pipe of the engine, and cannot be connected to the engine of the car or load it. The adsorption heat pump may comprise two adsorbers, each of which is connected to a respective antifreeze tank using several chambers with a wick, as shown in FIGS. 2A-2B.

Each adsorber can have a closed refrigerant circuit, where the refrigerant passes between the chambers with the wick and the adsorbent inside the adsorber housing, depending on the temperature of the adsorbent, which, in turn, depends on the temperature HTF flowing through the pipes of the adsorber. Two adsorbers can operate asynchronously and cyclically, where one adsorber operates in the adsorption mode with HTF flowing through it from the cold HTF circuit, and the other adsorber operates in the desorption mode with HTF flowing through it from the hot HTF circuit. As shown in FIG. 3, the hot HTF circuit may include a heat collector where engine exhaust heat is transferred to the HTF; a PCM tank in which heat from the exhaust accumulates in the PCM; and a pump, and the cold HTF circuit may include an HTF cooler and a pump.

As shown in FIG. 4, the climate control system also contains antifreeze circuits directing the antifreeze flow from the tanks to the radiator, an air-liquid heat exchanger and a liquid-liquid heat exchanger, depending on the mode of operation of the system. For example, as shown in FIG. 5, in summer mode, antifreeze passes from the tank of the corresponding adsorbing adsorber to the air-liquid heat exchanger. The air from the passenger compartment passes through an air-liquid heat exchanger, which cools the air before returning to the passenger compartment for subsequent cooling, while the antifreeze returns to the tank having a slightly higher temperature. At the same time, antifreeze flows from the tank of the corresponding desorbing adsorber to the radiator. The fan blows the radiator with outside air (from the environment), thereby slightly cooling the antifreeze before returning to the tank. In mild winter mode, on the contrary, as shown in FIG. 6, antifreeze flows from the tank of the corresponding adsorbing adsorber to the air-liquid heat exchanger. Outside air passes through an air-liquid heat exchanger, which cools the air before it returns to the outside, while the antifreeze returns to the tank having a slightly higher temperature. At the same time, antifreeze flows from the tank of the corresponding desorbing adsorber to the radiator. The fan pumps external air to the radiator, thereby slightly cooling the antifreeze before returning to the tank and heating the air, which will then be sent to the passenger compartment to heat it.

In severe winter mode, as shown in FIG. 7, antifreeze passes from the tank of the corresponding adsorbing adsorber to the air-liquid heat exchanger. Hot HTF from an appropriate circuit passes through a liquid-liquid heat exchanger to heat antifreeze so as to allow the formation of steam in wick chambers at low ambient temperatures. At the same time, antifreeze flows from the tank of the corresponding desorbing adsorber to the radiator. The fan pumps external air to the radiator, thereby slightly cooling the antifreeze before returning to the tank and heating the air, which will then be sent to the passenger compartment to heat it.

The above summer mode may be applicable in hot weather, when the street is warmer than in cold weather (air temperature during hot weather is higher than air temperature in cold weather). The above described regimes of mild or severe winters can be applicable in cold weather conditions, when it is colder outside than in warm weather (air temperature during cold weather is lower than air temperature in hot weather). For example, summer mode may be applicable when the ambient temperature is above the first threshold value. The mild winter mode may be applicable when the ambient temperature is lower than the second threshold value, or equal to the first threshold value. The harsh winter regime may be applicable when the ambient temperature is less than the third threshold value, or equal to the second threshold value.

Finally, an example of a method for implementing a climate control system for summer mode, mild and harsh winters is shown in Fig. 8, and an example of a method for operating rapid cooling or heating of a climate control system is shown in Fig. 9.

Now turn to Figure 1, which schematically shows an example implementation of the climate control system 100 of the car 102. The car 102 has drive wheels 106, a passenger compartment 104 and an internal combustion engine (ICE) 108. ICE 108 has a combustion chamber (not shown) that can receive inlet air through an inlet channel (not shown) and exhaust exhaust gases through an exhaust channel 110. Vehicle 102 may be a road vehicle, among other types of vehicles.

Unlike some automotive climate control systems, in which the refrigerant can circulate in the engine to absorb engine heat, after which the heated refrigerant can enter the radiator and / or heater radiator through the refrigerant pipes, and the climate control system 100 may not communicate with the engine 108 fluid. In addition, the climate control system 100 may include an adsorption heat pump 124 (described in more detail below), which is driven by the thermal energy of the exhaust gases instead of being driven by a crankshaft or electric motor. Therefore, the only connection between the engine 108 and the climate control system 100 may be the passage of the exhaust gases of the engine in the exhaust channel 110 through the heat exhaust manifold of the climate control system 100, as will be described in detail below. Thus, the engine 108 can be substantially exempted from maintaining the climate control system in the car, and the climate control system 100 may not create a load on the engine 108. Furthermore, since the engine coolant may not circulate through the climate control system 100, then the amount of refrigerant in the engine can be reduced. Some of the benefits of reduced refrigerant volume in the engine are that the engine warms up more quickly, which leads, for example, to lower exhaust emissions during cold starts.

1, a control system 114 of a vehicle 102 is depicted. A control system 114 may be associated with various components of an engine 108 and a climate control system 100 to execute control programs and operations described below. As shown in FIG. 1, the control system 114 may comprise an electronic digital controller 112. The controller 112 may be a microcomputer comprising a microprocessor unit, input / output ports, an electronic memory device for running programs and calibration values, RAM, non-volatile memory, and a bus data.

As shown, the controller 112 may receive input signals from a variety of sensors 116, among which may be user input and / or signals from sensors (e.g., transmission position of the transmission, clutch position, gas pedal signal, brake signal, gear selector lever position , vehicle speed, engine speed, engine mass flow rate, ambient temperature, intake air temperature, etc.), climate control sensors (e.g., HTF temperature, en ifriza adsorbent temperature, air speed, the passenger compartment temperature, the desired temperature of the passenger compartment, the ambient humidity, etc.) and others. As shown in FIG. 1, the sensors 116 may include a keyfob sensor 120 configured to receive a signal from the electronic keyfob 122. In particular, the keyfob sensor 120 may remotely associate the vehicle 102 with the electronic keyfob 122, allowing remote control of certain functions of the vehicle 102 In one example, the electronic key fob 122 can remotely activate the climate control system 100 for pre-conditioning the air in the cabin. Depending on the environmental conditions, for example, on the readings of one or more sensors 116 and / or user input, the electronic key fob 122 can remotely activate the climate control system 100 for pre-conditioning the interior air before starting the engine, which will be described in detail below. Thus, a future car operator or passenger can use the electronic key fob 122 in conjunction with the quick cooling / heating modes of the climate control system 100, as described below, to provide the required air temperature in the passenger compartment by the time they get into the car.

In addition to the ability to remotely activate the climate control system 100, using the electronic key fob 122, you can access the car 102 without a key. In this case, the keyfob sensor 120 can be adjusted to give directions to the controller 112 regarding the closed or open position of the car doors.

In addition, controller 112 may be coupled to various actuators 118, which may be engine actuators (e.g., fuel injectors, electronically controlled intake air throttle, spark plugs, transmission clutch, etc.), system actuators climate control (e.g. air inlet valves and / or shutoff valves, HTF flow control valves, antifreeze flow control valves, blower actuators, actuators in fans, etc.), and others. In some examples, the storage device can be programmed with machine-readable data representing instructions executed by the processor unit to implement the methods described below, as well as other proposed but not specifically described options.

As mentioned above, the climate control system 100 comprises an adsorption heat pump 124 instead of a mechanical compressor. The adsorption heat pump 124 may include two identical in design adsorber, which can operate asynchronously (one adsorber in the adsorption mode, the other in the desorption mode, in contrast to the modes of "sharp heating / cooling") and cyclically (each adsorber periodically switches between modes of adsorption and desorption).

FIG. 2A is a cross-sectional view of an example construction of an adsorber 200 operating in an adsorption mode, and FIG. 2B is a cross-sectional view of an adsorber 200 operating in a desorption mode. The adsorber 200 may be one of two identical adsorbers included in the adsorption heat pump 124 of the climate control system 100 shown in FIG.

The adsorber 200 exchanges heat between the HTF and a chemical adsorbent (e.g., zeolite, silica gel, activated carbon). In the described embodiments, HTF flows through the ribbed tube 202, and the adsorbent 204 forms a coating on the surface of the ribbed tube. However, it should be understood that another suitable adsorption heat exchanger may be used in the climate control system described herein. For example, instead of coating, the adsorbent 204 may be a metal foam or a highly porous Metal-Organic Framework (MOF) of another suitable type. Similarly, although the location of a single ribbed tube 202 in the form of a coil is shown, several separate tubes can be used to transfer HTF through the adsorber, or HTF can flow through the built-in channel of each adsorber, for example, a channel passing through the entire adsorber.

The ribbed tube 202 and the adsorbent 204 are located inside the housing 206 of the adsorber 200. Depending on whether the adsorber is in the adsorption or desorption mode, the valve 208 can direct the HTF flow either from the hot HTF circuit or from the cold HTF circuit to the tube 202. Similarly, based on the adsorber mode, valve 210, which is located downstream of pump 226, can direct HTF flow from the ribbed tube to either the hot HTF circuit or the cold HTF circuit. When the adsorber 200 is in adsorption mode, as shown in FIG. 2A, the valve 208 directs the flow of HTF from the cold HTF circuit through the adsorber, and the valve 210 directs the flow of HTF from the adsorber back to the cold HTF circuit. Conversely, when the adsorber 200 is in desorption mode, as shown in FIG. 2B, the valve 208 directs the flow of HTF from the hot HTF circuit through the adsorber, and the valve 210 directs the flow of HTF from the adsorber back to the hot HTF circuit. The contours of cold and hot HTF will be described later with reference to Figure 3.

As shown, the adsorber 200 is connected to the antifreeze tank 212 using several wick chambers 214. The antifreeze tank contains antifreeze, which flows in various circuits, described below with reference to Figure 4. Since HTF transfers heat to the adsorbent 204, and therefore affects the temperature of the antifreeze (due to the thermal connection of the antifreeze tank with adsorbents through the wick chambers), it is the antifreeze that transfers heat or cold to the air in the passenger compartment using a radiator or an air-liquid heat exchanger, like will be described further with reference to FIGS. 4-7. Each of the wick chambers 214 contains a tube filled with the wick material 216, with the inner channel 218 passing through the entire length of the wick material, which is concentric with the specified tube. As shown in FIGS. 2A and 2B, wick chambers 214 may enter the adsorber, and may be hydraulically connected to the housing 206, depending on the position of the valve 220. Despite the fact that the adsorber 200 is shown with three wick chambers, in some embodiments run adsorber 200 may have another suitable number of cameras with a wick, including only one camera.

The refrigerant can circulate in a closed circuit consisting of chambers with a wick and an adsorber housing. The refrigerant may be water, ammonia, R1234f or another suitable medium. Also, the refrigerant may accumulate in the wick material 216 of each chamber 214 in liquid form. Under certain conditions, depending on the position of the valve 220, the refrigerant can evaporate and exit the wick material 216 to the channel 218, and from there to the housing 206. Similarly, under certain conditions, the refrigerant can exit the adsorber housing 206 to the channel 214 and condense on the wick material.

It should be understood that although heat pipes may contain cameras with a wick, the cameras 214 with a wick themselves are not heat pipes. For example, in wick chambers in the indicated operating mode, only one phase change can occur (for example, evaporation of liquid refrigerant in the adsorption mode, as well as condensation of the evaporated refrigerant in the desorption mode), while the working medium in heat pipes undergoes many phase transitions at the same time (for example, heat pipes can have an evaporation side and a condensation side so that the working medium simultaneously evaporates at one end and condenses at the other end).

The following is a description of the principle of operation of the adsorption pump (for example, the adsorption heat pump 124 of the climate control system 100) containing adsorbers (for example, two adsorbers 200).

In the adsorption mode, as shown in FIG. 2A, the controller controls the valve 208 in such a way as to allow the flow of cold HTF through the coil of the ribbed tube 202 in the housing 206 to cool the adsorbent 204. Cooling the adsorbent 204 creates a suction force that causes the refrigerant to evaporate. accumulated in the wick material 216 of the chambers 214 with the wick, into the channels 218. When the valve 220 is open, the evaporated refrigerant leaves the channels 218 into the housing 206 (due to the suction force of the cooled adsorbent 204). Meanwhile, vaporization of the refrigerant in the wick chambers creates a cooling effect that cools the antifreeze in the tank 212. The cooled antifreeze will then be directed from the outlet of the tank 222 to a radiator or heat exchanger, depending on the operating mode of the climate control system, as described with reference to FIG. .4-7. Depending on where the antifreeze will be directed in this operating mode of the climate control system, this antifreeze returns to the tank through the tank inlet 224, either colder or warmer than the antifreeze leaving the tank through the opening 222.

The desorption mode can be performed after the adsorption mode, in which the refrigerant adsorbed in the housing by the adsorbent from the wick chambers undergoes a desorption process and returns to the wick chambers. In the desorption mode, as shown in FIG. 2B, the controller controls the valve 208 so as to allow hot HTF to flow through the coil of the ribbed tube 202 to heat the adsorbent 204. Heating the adsorbent causes the refrigerant to be desorbed from the adsorbent. When valve 220 is opened, the desorbed refrigerant returns to the ducts 218 of the wick chambers 214 and condenses on the wick material 216. Meanwhile, condensation of the refrigerant in the wick chambers releases heat that heats the antifreeze in the tank. The heated antifreeze will then be directed from the tank outlet 222 to a radiator or heat exchanger, depending on the operating mode of the climate control system, as will be described with reference to FIGS. 4-7. Depending on where the antifreeze will be directed in this operating mode of the climate control system, this antifreeze returns to the tank through the tank inlet 224, either warmer or colder than the antifreeze leaving the tank through the opening 222.

Accordingly, by connecting the antifreeze tank to the adsorber through one or more chambers with a wick, the antifreeze can be heated and cooled without a special evaporator or condenser, which can increase the efficiency of the car. For example, condensation of a refrigerant using chambers with a wick instead of using a special condenser is an advantage, because condensers can be driven either by an engine or by an electric fan, and chambers with a wick have no moving parts and work from thermal energy. In addition, the evaporation of the refrigerant by means of chambers with a wick instead of a special evaporator is an advantage, because the evaporators for proper functioning can strongly depend on the corresponding temperature and pressure control devices, throttle tube, expansion valves, accumulators, etc., and chambers with a wick can not to depend to such an extent or not to depend on such additional components. Moreover, using chambers with a wick instead of an evaporator or condenser can reduce the size of the climate control system, thereby reducing production costs and increasing fuel economy.

Adsorbers of the adsorption heat pump can asynchronously change the operating mode from adsorption to desorption during engine operation. One cycle of operation of the adsorption heat pump can be attributed to a period of time during which each adsorber operates both in the adsorption mode and in the desorption mode. In one example, the cycle lasts 20-40 minutes, and the half-cycle lasts 10-20 minutes. During the first half-cycle, the first adsorber can work in the adsorption mode, while the second adsorber works in the desorption mode. During the second half of the cycle immediately following the first half-cycle, the first adsorber can work in the desorption mode, while the second adsorber works in the adsorption mode. The adsorption heat pump can repeat this cycle during the entire operation of the climate control system, with the exception of certain modes that require the operation of both adsorbers in the adsorption or desorption mode simultaneously, as described below.

When the engine is turned off, depending on the operating mode of the climate control system, complete desorption or adsorption of the refrigerant in both adsorbers may be required. In this case, the climate control system can operate in the mode of rapid cooling or heating at the next engine start, to ensure the immediate delivery of cold air in the summer and warm air in the winter. In alternative methods, the heat accumulated in the PCM for desorption of NH ₃ into the tank can be used to provide rapid cooling at engine start (for example, while the exhaust gases of the engine heat HTF enough for the adsorption heat pump to work), instead of relying on that the adsorption heat pump will produce rapid cooling. Rapid cooling as well as rapid heating can be achieved using the adsorption heat pump in accordance with the invention. For example, when the engine is started in summer mode, rapid cooling can be achieved by temporarily turning both adsorbers into adsorption mode, either during or before the engine starts (using the remote pre-conditioning activator), after desorption by the adsorbers at the previous engine shutdown using the heat accumulated in PCM. For example, to ensure rapid cooling in warm weather (for example, when operating in summer mode), both adsorbers of the adsorption heat pump can temporarily work in the desorption mode after the engine is turned off, and before the next engine start, both adsorbers can temporarily work in the adsorption mode. Similarly, in mild and harsh winters, when the engine is turned off, cold HTF can be used to completely adsorb the adsorbents of both refrigerant vapor adsorbents. After that, when starting the engine, both adsorbers can temporarily work in desorption mode, either directly when starting the engine, or until starting (using the remote activator of preliminary air conditioning). For example, to ensure fast heating in cold weather by temporarily turning on both adsorbers of the adsorption heat pump after turning off the engine in the adsorption mode, and before turning on the engine again, temporarily turning on both adsorbers in the desorption mode. In this case, when starting the engine, it is possible to provide fast heating.

For example, when the engine is turned off in the summer climate control system, on both adsorbers, the controller can control the valve 208 in such a way as to direct the flow of hot HTF through the ribbed tube 202 to heat the adsorbent 204, and thereby cause desorption of the refrigerant from the adsorbent. Despite the fact that the hot HTF circuit does not currently receive heat from the engine exhaust, since the engine is turned off, the hot HTF can be removed from the PCM tank in the hot HTF circuit to desorb adsorbents in both adsorbers. After the adsorbents are desorbed in both adsorbers, the controller can close the valve 220 on both adsorbers, thereby isolating the chambers with the wick of each adsorber from the corresponding adsorber body to reduce the passage of refrigerant vapor from the wick chambers to the adsorbers when the engine is off (for example, when the car is parked in the parking lot ) By the time the engine is next started up or in front of it, the controller can set the valve 220 on both adsorbers in the open position to resume communication between the chambers with the wick of each adsorber and the corresponding adsorber body. Desorption of the adsorbents of both adsorbers of the adsorption heat pump when the engine is turned off allows both adsorbers to temporarily work in the adsorption mode at the next engine start (for example, 2-5 minutes). Operating both adsorbers in adsorption mode can effectively double the cooling capacity (relative to an adsorption heat pump operating with a single adsorber in adsorption mode) to provide immediate delivery of cold air for increased passenger comfort (and for other additional engine / car cooling needs) in warm weather. This mode of operation is referred to herein as a quick cooling mode.

As another example, when the engine is turned off during mild or severe winter on both adsorbers, the controller can set the position of valve 208 in such a way as to ensure the flow of cold HTF from the corresponding cold HTF loop through the ribbed tube 202 to cool the adsorbent 204, which leads to adsorption refrigerant adsorbent. After adsorption in both adsorbers, the controller can close valve 220 on both adsorbers, thereby isolating the chambers with the wick of each adsorber from the corresponding adsorber casing to avoid returning refrigerant vapor to the adsorbers when the engine is off (for example, when the car is parked). By the time of the next start of the engine or in front of it, the controller can open the valve 220 on both adsorbers to resume the connection of the wick chambers of each adsorber with the corresponding adsorber housing. Refrigerant adsorption on the adsorbents of both adsorbers of the adsorption heat pump when the engine is turned off allows both adsorbers to temporarily work in the desorption mode (for example, 2-5 minutes) at the next engine start. Since heat exchange with the engine exhaust during start-up may not sufficiently heat the HTF in the hot HTF circuit to carry out desorption, the heat accumulated in the PCM tank can be used to heat the HTF at the moment. Operating both adsorbers in the desorption mode can effectively double the heating capacity (relative to the adsorption heat pump operating with one adsorber in the desorption mode) to provide immediate supply of hot air to the passenger compartment to improve passenger comfort (and for other auxiliary needs for heating the engine / car) in cold weather. This mode of operation is designated here as the mode of rapid heating.

In some embodiments of the invention, rapid cooling and heating modes can be started before starting the engine. For example, the user can remotely turn on the climate control system before starting the engine, for example, using the electronic key fob 122 shown in Fig. 1, which, in turn, can activate the quick cooling mode (for example, in hot weather) or the fast mode heating (for example, in cold weather) before starting the engine.

As described above, heating and cooling of the adsorbents can be provided by a hot HTF circuit and a cold HTF circuit, respectively. FIG. 3 schematically shows an example of an embodiment of a hot HTF circuit 300 and a cold HTF circuit 302 together with an adsorption heat pump 308. The adsorption heat pump 308 may be included in the climate control system 100 shown in FIG. 1, for example, as an adsorption heat pump 124, and may have the structure shown in FIGS. 2A and 2B. HTF flowing in both hot and cold HTF circuits 300 and 302, respectively, can be a high boiling point HTF that can be used both at high temperatures (e.g. heat exchange with engine exhaust at high temperature) and at low temperatures ( for example, in harsh winters). In one example, the HTFs in the hot and cold circuits 300 and 302 of the HTF may be petroleum-based HTF.

The hot HTF circuit 300 provides desorption in the adsorption heat pump 308 by heating the HTF, which circulates through the pump 316 between the heat exhaust manifold 304, a PCM capacity 306, and the first and second adsorbers 318 and 320 of the heat pump 308. As shown in FIG. 3 , a thermal exhaust manifold 304 is connected to an engine exhaust pipe 310. HTF can flow through heat collector 304, and heat from exhaust gases flowing through pipe 310 in heat collector 304 can be transferred to HTF flowing through them.

A PCM tank 306 can be positioned downstream of the heat collector 304. A PCM tank 306 is a tank that stores heat in the PCM. PCM absorbs heat when the state changes from solid to liquid, and gives off heat when the state changes from liquid to solid. Such containers can also be called thermal batteries. A PCM tank 306 can be insulated to reduce heat dissipation in it. For example, the PCM container 306 may be a double-walled container, and a vacuum jacket may be provided between the outer and inner walls of the container to provide vacuum insulation. HTF flowing in the hot HTF circuit 300 may enter the inlet of the PCM vessel 306 and exit the outlet of the PCM vessel 306. In one example, the PCM inside the container 306 may be located in one or more PCMs located between the support plates. Each block contains several PCM elements located radially relative to the central supply channel. HTF entering the container inlet can flow through a central supply channel in which it can flow radially from the central supply channel to the PCM elements to store thermal energy in them.

Depending on the type or types of PCM enclosed in the vessel 306, among other factors, the PCM vessel 306 can hold a certain amount (in percent) of heat accumulated during engine operation for a certain period of time after the engine is turned off. In one example, 80% of the heat stored in the PCM tank 306 during engine operation can be stored for at least 16 hours after the engine is turned off. In this regard, the PCM tank 306 can provide hot HTF for the adsorbers of the described adsorption heat pump even with the engine turned off, for example, for the described quick cooling or heating modes where hot HTF may be required. It should be understood that the heat stored in the PCM tank 306 can be removed without starting the engine, for example, by remote control of the user with the engine turned off. For example, the user can remotely turn on the climate control system before starting the engine, for example, using the electronic key fob 122 shown in FIG. 1, which can cause the controller 100 to start the climate control system to retrieve the hot HTF stored in the PCM tank for use in fast heating or cooling mode.

A PCM tank 306 can be installed in parallel with a channel 312 that contains a bypass valve 314. An HTF can flow through a channel 312 bypassing a PCM tank 306, depending on the position of the bypass valve 314. For example, when the bypass valve 314 is completely closed, the entire HTF from the heat collector 304 can be directed to the PCM tank 306, where thermal energy is stored in the PCM. Alternatively, when the bypass valve 314 is fully open, all of the HTF from the heat collector 304 may bypass the PCM tank 306 and flow through the channel 312. The pump 316 may be located downstream of the PCM tank 306 and the bypass valve 314; the controller can control the pump 316 in such a way as to direct the HTF stream from the heat collector 304 through the PCM tank 306 and / or channel 312, depending on the position of the bypass valve 314. The adsorption heat pump 308 can be in fluid communication with the hot HTF circuit below pump flow 316, as will be described below.

The cold HTF circuit 302 provides adsorption to the adsorption heat pump 308 by cooling the HTF, which circulates through the pump 336 between the adsorbers 318 and 320 of the heat pump 308 and the HTF cooler 338. The HTF cooler 338 may be a device that can maintain the temperature of the HTF in a desired range of values (e.g., 30-40 ° C). For example, the 338 HTF cooler may be an air-liquid heat exchanger. A fan (not shown) can direct ambient air through an HTF cooler 338 to transfer heat between the HTF flowing there and the outside air, thereby cooling the HTF. As shown in FIG. 3, pump 336 is located downstream of HTF cooler 338. The cold HTF loop 302 may communicate with the adsorption heat pump 308 downstream of the pump 336, as will be described below.

The pump 316 circuit 300 hot HTF and the pump 336 circuit 302 cold HTF can selectively communicate with the adsorption pump 308, depending on the position of the various valves. As described above, the adsorption heat pump 308 consists of a first adsorber 318 and a second adsorber 320, each of which may have the design of the adsorber 200 of FIGS. 2A and 2B. The adsorption heat pump 308 also includes a first set of chambers 332 with a wick connecting the first adsorber 318 to the first antifreeze tank 324, and a second set of chambers 326 with a wick connecting the second adsorber 320 to the second antifreeze tank 328. The first and second antifreeze tanks 324 and 328 individually may have a tank structure 212 of FIGS. 2A and 2B, and each wick chamber of the first and second set of chambers with a wick 322 and 326 may have a chamber structure 214 of FIGS. 2A and 2B. Otherwise, the components of the adsorption heat pump 308 may have another suitable design that operates according to the principle of operation of the adsorption heat pump described with reference to FIGS. 2A and 2B.

The position of the hot HTF supply valve 330, located downstream of the pump 316 in the hot HTF circuit, can determine whether or not to communicate with the hot HTF circuit with one of the adsorbers 318 and 320. Similarly, the position of the cold HTF supply valve 340, located downstream of the pump 336 in the cold HTF circuit, can determine whether or not to communicate with the hot HTF circuit with one of the adsorbers 318 and 320. The first adsorber 318 has a first HTF inlet valve 332, and the second adsorber 320 has a second HTF inlet valve 334. Valve 332 communicates with a hot HTF loop, a cold HTF loop, and a first adsorber, while valve 334 communicates with a hot HTF loop, a cold HTF loop, and a second adsorber. Valves 332 and 334 can perform the same function as valve 208 of FIGS. 2A and 2B; for example, depending on whether the first adsorber is in the adsorption or desorption mode, the first HTF inlet valve can be controlled so as to provide communication between the hot or cold HTF circuit and the first adsorber. Depending on the position of valve 332, HTF may or may not enter the first adsorber 318 from the hot HTF loop, the cold HTF loop. In the same way, depending on the position of the valve 334, HTF may or may not enter the second adsorber 320 from the hot HTF loop, the cold HTF loop.

Valves 330, 332, 334 and 340 can cooperate to direct the flow of HTF from the hot and / or cold HTF circuit to the corresponding adsorber at a certain climate control system operation mode and at a specific operating mode of each adsorber. For example, in summer mode, in mild or severe winters, and when the first adsorber is in adsorption mode and the second in desorption mode, the controller can control the position of valve 330 in such a way as to direct the flow of hot HTF to the second adsorber, not first, and control the position of the valve 340 so as to direct the flow of cold HTF into the first adsorber, and not into the second. The controller can also control the position of valves 332 and 334 so that HTF from the hot HTF circuit can enter the second adsorber, and HTF from the cold HTF circuit can enter the first adsorber. Then, after a half-cycle of the adsorption heat pump, the first and second adsorbers will switch, so that the second adsorber will work in the adsorption mode, and the first in the desorption mode. To perform the switchover, the controller can control the position of the valve 330 so as to direct the hot HTF flow to the first adsorber, and not to the second, and to control the position of the valve 340 so as to direct the flow of cold HTF to the second adsorber, and not the first. The controller can also control the position of valves 332 and 334 so that HTF from the cold HTF circuit can enter the second adsorber, and HTF from the hot HTF circuit can enter the first adsorber. After completing another half-cycle, the first and second adsorbers can switch again, that the second adsorber will be in desorption mode, and the first in adsorption mode. The first and second adsorbers can switch between adsorption and desorption modes in the described manner throughout the operation of the climate control system in summer mode, and mild or severe winter conditions.

On the contrary, when the engine is turned off and before starting or when starting, the controller can control the position of the valves 330, 332, 334 and 340 in various ways to enable rapid cooling or heating, depending on environmental conditions. For example, when the engine is turned off in summer mode, the controller can control the valves in such a way that desorption will occur in both adsorbers. For example, the controller may control valve 330 in such a way as to direct the flow of HTF to both adsorbers, and control the position of valves 332 and 334 in such a way that both adsorbers communicate with the hot HTF circuit. As discussed in more detail with reference to FIGS. 2A and 2B, during operation, each adsorber housing may be isolated from respective wick chambers and an antifreeze tank. Thus, at the next start of the engine (or until the next start), the controller can control the valves in such a way that the adsorption process will proceed in both adsorbers. For example, the controller may control valve 340 in such a way as to direct the flow of HTF to both adsorbers, and control the position of valves 332 and 334 in such a way that both adsorbers communicate with the cold HTF circuit.

And in the opposite case, when the engine is turned off in mild or severe winter mode, the controller can control the valves in such a way that a desorption process will occur in both adsorbers. For example, the controller may control valve 340 in such a way as to direct the flow of HTF to both adsorbers, and control the position of valves 332 and 334 in such a way that both adsorbers communicate with the cold HTF circuit. As discussed in more detail with reference to FIGS. 2A and 2B, during operation, each adsorber housing may be isolated from respective wick chambers and an antifreeze tank. Thus, at the next start of the engine (or before the next start), the controller can control the valves in such a way that a desorption process will occur in both adsorbers. For example, the controller may control valve 340 in such a way as to direct the flow of HTF to both adsorbers, and control the position of valves 332 and 334 in such a way that both adsorbers communicate with the hot HTF circuit.

As described previously with reference to FIG. 2, based on the operating mode of each adsorber, it is possible to control the valve downstream of the pump in such a way as to direct the flow of HTF from the ribbed tube to either the hot HTF circuit or the cold HTF circuit. As shown in FIG. 3, the first HTF exhaust valve 348 is located downstream of the first HTF outlet pump 352 at the outlet of the first adsorber; a second HTF exhaust valve 350 is located downstream of the second HTF outlet pump 354 at the outlet of the second adsorber. Like the pump 226 of FIGS. 2A and 2B, pumps 352 and 354 can pump HTF from the ribbed tubes of the first and second adsorbers, respectively, into the hot or cold HTF circuit, depending on the position of the valves 348 and 350, as well as on the position of the check valve 344 hot HTF and check valve 346 cold HTF.

For example, when the first adsorber is in adsorption mode and the second adsorber is in desorption mode, the controller can control the position of valves 344, 346, 348 and 350 so that the HTF exiting the first adsorber returns to the cold HTF circuit, and HTF, leaving the second adsorber, it returned to the hot HTF circuit. Similarly, when the first adsorber is in desorption mode and the second adsorber is in adsorption mode, the controller can control the position of the valves 344, 346, 348 and 350 so that the HTF exiting the first adsorber returns to the hot HTF circuit and the HTF leaving the second adsorber returned to the cold HTF circuit. It should be understood that when hot HTF flows through both adsorbers, for example, in quick cooling or heating modes, valve 344 can be installed so that HTF from both adsorbers is directed back to the hot HTF circuit (for example, upstream of heat collector 304 as shown in FIG. 3). It should also be understood that when cold HTF flows through both adsorbers, for example, in quick cooling or heating modes, valve 346 can be installed so that HTF from both adsorbers is directed back to the cold HTF circuit (for example, upstream of cooler 338 HTF, as shown in FIG. 3).

As shown in FIG. 3, the hot HTF circuit can communicate with the liquid-liquid heat exchanger 356, depending on the position of the valve 330. For example, in severe winter conditions, the controller can direct antifreeze from the tank of the corresponding adsorption adsorber through the liquid-liquid heat exchanger ", While controlling valve 330 so as to direct HTF from the hot HTF circuit to a liquid-liquid heat exchanger for heat exchange with antifreeze flowing through it (along the antifreeze circuit 400 of FIG. 4, described below). In this case, the formation of steam in chambers with a wick (and, consequently, adsorption) is possible even at low ambient temperatures.

As described above, cooling or heating the adsorbents in the adsorbers using the HTF circuits shown in FIG. 3 leads to evaporation or condensation of the refrigerant in the wick chambers connected to the adsorbers. Evaporation and condensation in wick chambers leads to cooling or heating of antifreeze in antifreeze tanks in which wick chambers are located. The cooled / heated antifreeze can then be directed to various components of the climate control system to cool or heat the interior air, as shown in FIG. 4. In the specified mode of operation of the climate control system, and depending on the mode of operation of the adsorber (adsorption or desorption), as shown in Figure 4, the antifreeze can be directed from the antifreeze tank connected to this adsorber to a radiator, an air-liquid heat exchanger "Or" liquid-liquid ".

The controller 12 shown in FIG. 4, the antifreeze circuit 400 includes a first antifreeze tank 402 and a second antifreeze tank 404. Although the tanks 402 and 404 are shown in FIG. 4 as separate components, it should be understood that these tanks may be part of an adsorption heat pump, for example, an adsorption heat pump 308 in FIG. 3. For example, tanks 402 and 404 may correspond to tanks 324 and 328 of FIG. 3, and may be connected to adsorbers, like adsorbers 318 and 320 of FIG. 3, through wick chambers. Heating and cooling of the passenger compartment can be achieved by directing antifreeze from each tank to a radiator 406, an air-liquid heat exchanger 408, or a liquid-liquid heat exchanger 410.

Pumps can be located downstream of the outlet openings of each tank to organize the flow of antifreeze from each tank to the radiator, an air-liquid heat exchanger, or a liquid-liquid heat exchanger. For example, as shown in FIG. 4, the first outlet pump 412 may be located downstream of the outlet of the first antifreeze tank 402, and the second outlet pump 414 may be located downstream of the outlet of the second antifreeze tank 404. Pumps may also be located downstream of the outlets of the radiator 406, the air-liquid heat exchanger 408, and the liquid-liquid heat exchanger 410. For example, as shown in FIG. 4, the first and second radiator output pumps 416 and 426 may be located downstream of the first and second radiator outlet 406; the first and second outlet pumps 428 and 430 of the air-liquid heat exchanger may be located downstream relative to the first and second outlet openings of the air-liquid heat exchanger 408; the first and second outlet pumps 432 and 434 of the liquid-liquid heat exchanger may be located downstream relative to the first and second outlet openings of the liquid-liquid heat exchanger 410

Valves can be located downstream of the outlet of each antifreeze tank, upstream of the inlet of each antifreeze tank to direct the flow of antifreeze to and from the appropriate destination, depending on the operating mode of the climate control system and the current operating mode of the adsorber connected with every tank. As shown in FIG. 4, the first exhaust valve 418 may be located downstream of the first outlet pump 412 and upstream of the radiator 406, the air-liquid heat exchanger 408, and the liquid-liquid heat exchanger 410. Depending on the position of valve 418, the antifreeze exiting the outlet of the first antifreeze tank may be directed to a radiator, an air-liquid heat exchanger, or a liquid-liquid heat exchanger. Similarly, the second exhaust valve 420 may be located downstream of the second exhaust pump 414 and upstream relative to the radiator 406, the air-liquid heat exchanger 408, and the liquid-liquid heat exchanger 410. Depending on the position of the valve 420, the antifreeze exiting the outlet of the second antifreeze tank may be directed to a radiator, an air-liquid heat exchanger, or a liquid-liquid heat exchanger. As shown in FIG. 4, the first inlet valve 422 may be located upstream of the inlet of the first antifreeze tank. Depending on the position of valve 422, the antifreeze exiting the radiator, the air-liquid heat exchanger, or the liquid-liquid heat exchanger can be directed to the first antifreeze tank. Similarly, the second inlet valve 424 may be located upstream of the inlet of the second antifreeze tank. Depending on the position of valve 424, the antifreeze exiting the radiator, the air-liquid heat exchanger, or the liquid-liquid heat exchanger can be directed to a second antifreeze tank. It should be understood that in other embodiments of the invention, under certain conditions, antifreeze can be directed from the antifreeze tanks to more than one radiator, an air-liquid heat exchanger and a liquid-liquid heat exchanger without departing from the essence of the present invention. Similarly, at a certain point in time, antifreeze can be directed from the antifreeze tanks to more than one radiator, an air-liquid heat exchanger, and a liquid-liquid heat exchanger without departing from the essence of the present invention.

The flow pattern of antifreeze in each of the operating modes of the climate control system will be described with reference to FIGS. 5-7. It should be understood that the configuration of the antifreeze circuit depicted in Figure 4, for example, the location of various valves, pumps, ducts and other components is given as an example. Without going beyond the essence of the present invention, another suitable configuration may be used in which antifreeze will be directed from each tank to an appropriate destination for a particular operating mode.

In FIG. 5, among other components of the climate control system (for example, the climate control system 100 in FIG. 1, together with the adsorber 200 of FIG. 2, the adsorption heat pump and HTF circuits of FIG. 3, and the antifreeze circuit of FIG. 4) schematically shows the flow of HTF, antifreeze, refrigerant and air in summer mode. The summer mode may be applicable in hot weather conditions, including, but not limited to, hot weather conditions during the summer season. For example, in warm climatic zones, vehicles equipped with the climate control system described here can use it in summer for most of the year or all year. As shown in FIG. 5, the adsorption heat pump 500 comprises a first adsorber 502, a second adsorber 504, as well as a first antifreeze tank 506 and a second antifreeze tank 508.

In the first half-cycle of the heat pump 500, the first adsorber 502 operates in the adsorption mode, and the second adsorber 504 in the desorption mode. For this reason, the first adsorber 502 is connected to the cold HTF circuit, while the second adsorber 504 is connected to the hot HTF circuit as described above (see FIG. 3). Since the first adsorber 502 adsorbs the refrigerant, the antifreeze in the first antifreeze tank 506 is cooled by evaporation of the refrigerant in the wick chambers connecting the tank to the adsorber. The cooled antifreeze will be directed from the first antifreeze tank to the air-liquid heat exchanger 510. An air-liquid heat exchanger 510 can operate in conjunction with a blower 512 to provide heat exchange between the air from the passenger compartment and the antifreeze from the first antifreeze tank. This heat exchange cools the air, which then returns to the cabin, providing cooling. After flowing through the air-liquid heat exchanger 510, the antifreeze returns to the first antifreeze tank with a slightly higher temperature than when leaving the tank. For example, antifreeze can exit the first antifreeze tank with a temperature of 7 ± 2 ° C, and can return to the first antifreeze tank after heat exchange with the cabin air in an air-liquid heat exchanger with a temperature of 11 ± 2 ° C. Moreover, since the second adsorber 504 releases refrigerant, the antifreeze in the second antifreeze tank 508 is heated by condensation of the refrigerant in the wick chambers connecting the tank to the adsorber. The heated antifreeze will be directed from the second antifreeze tank to the radiator 514. The radiator 514 can work together with the fan 516 to provide heat exchange between the ambient air (for example, the outside air of the car) and the antifreeze from the second antifreeze tank. This heat transfer heats the air, which then returns back outside the vehicle. After flowing through the radiator 514, the antifreeze returns to the second antifreeze tank with a slightly lower temperature than when leaving the tank. For example, antifreeze can exit the second antifreeze tank with a temperature of 45 ± 2 ° C, and after heat exchange with the outside air in the radiator, return to the second antifreeze tank with a temperature of 40 ± 2 ° C.

In the second half cycle of the heat pump 500, the first adsorber 502 operates in the desorption mode, and the second adsorber 504 operates in the adsorption mode. As shown, for the period of the second half-cycle, the direction of antifreeze is different from the first half-cycle; antifreeze will be directed from the second antifreeze tank to the air-liquid heat exchanger for heat exchange with the interior air to cool it, while antifreeze from the second tank will be directed to the radiator to transfer heat to the outside air.

As described above, in one example, the cycle lasts 20-40 minutes, and the half-cycle lasts 10-20 minutes. After the second half-cycle, the heat pump starts the next cycle, starting from the first half-cycle, and continues to alternate the first and second half-cycles while the engine is running and the climate control system is working.

In FIG. 6, among other components of the climate control system (for example, the climate control system 100 in FIG. 1, together with the adsorber 200 of FIG. 2, the adsorption heat pump and HTF circuits of FIG. 3, and the antifreeze circuit of FIG. 4) schematically shows the flow of HTF, antifreeze, refrigerant and air in mild winters. The mild winter regime can be used in moderately cold weather conditions, including, but not limited to, moderately cold weather conditions during the winter season. For example, in moderately cold climatic zones, cars equipped with the described climate control system can use it in mild winters for most of the year or all year. As shown in FIG. 6, the adsorption heat pump 600 comprises a first adsorber 602, a second adsorber 604, as well as a first antifreeze tank 606 and a second antifreeze tank 608.

In the first half-cycle of the heat pump 600, the first adsorber 602 operates in the adsorption mode, and the second adsorber 604 operates in the desorption mode. Essentially, the first adsorber 602 communicates with the cold HTF circuit, and the second adsorber 604 communicates with the hot HTF circuit as described above (see FIG. 3). Since the first adsorber 602 adsorbs the refrigerant, the antifreeze in the first antifreeze tank 606 is cooled by evaporating the refrigerant in the wick chambers connecting the tank to the adsorber. The cooled antifreeze will be directed from the first antifreeze tank to the air-liquid heat exchanger 610. An air-liquid heat exchanger 610 can operate in conjunction with a blower 612 to provide heat exchange between the outside air and the antifreeze from the first antifreeze tank. This heat exchange cools the air, which then returns back outside the vehicle. After flowing through the air-liquid heat exchanger 610, the antifreeze returns to the first antifreeze tank with a slightly higher temperature than when leaving the tank. For example, antifreeze can exit the first antifreeze tank with a temperature of 7 ± 2 ° C, and after heat exchange with outside air in an air-liquid heat exchanger, it can return to the first antifreeze tank with a temperature of 11 ± 2 ° C. Meanwhile, when the second adsorber 604 releases refrigerant, the antifreeze in the second antifreeze tank 608 heats up due to condensation of the refrigerant in the wick chambers connecting the tank to the adsorber. The heated antifreeze will be directed from the second antifreeze tank to the radiator 614. The radiator 614 can work together with the fan 616 to provide heat exchange between the ambient air (for example, the outside air of the car) and antifreeze from the second antifreeze tank. Such heat transfer heats the air, which then returns to the cabin, providing its heating. After flowing through the radiator 614, the antifreeze returns to the second antifreeze tank with a slightly lower temperature than when leaving the tank. For example, antifreeze can exit the second antifreeze tank with a temperature of 45 ± 2 ° C, and after heat exchange with the outside air in the radiator, return to the second antifreeze tank with a temperature of 40 ± 2 ° C.

In the second half cycle of the heat pump 600, the first adsorber 602 operates in the desorption mode, and the second adsorber 604 operates in the adsorption mode. As shown, for the period of the second half-cycle, the direction of antifreeze differs from the first half-cycle. Antifreeze will be directed from the second antifreeze tank to the air-liquid heat exchanger for heat exchange with the outside air, while antifreeze from the first tank will be directed to the radiator for heat exchange with the outside air and direct the heated outside air to the passenger compartment to heat it.

At very low ambient temperatures, mild winters may not be able to cope with the task of heating the passenger compartment. For example, the heat exchange between the antifreeze from the antifreeze tank of the adsorption adsorber and the outside air at very low temperatures will not be able to properly heat the antifreeze, as a result of which the refrigerant in the wick chambers will not be evaporated in the amount necessary for adsorption. Accordingly, in such conditions, the climate control system can be turned on in a harsh winter.

In FIG. 7, among other components of the climate control system (for example, the climate control system 100 in FIG. 1, together with the adsorber 200 of FIG. 2, the adsorption heat pump and HTF circuits of FIG. 3, as well as the antifreeze circuit of FIG. .4) schematically shows the flow of HTF, antifreeze, refrigerant and air during severe winter conditions. As shown in FIG. 7, the adsorption heat pump 700 comprises a first adsorber 702 and a second adsorber 704, as well as a first antifreeze tank 706 and a second antifreeze tank 708.

In severe winter conditions, ambient temperatures can be so low that additional heating of antifreeze in the adsorption adsorber tank may be necessary to allow steam to form in the wick chambers. Additional heating of antifreeze can be achieved by transferring heat from the hot HTF in the hot HTF circuit (for example, in a liquid-liquid heat exchanger). As described in detail below, in one example in harsh winter mode, the climate control system can provide heating of antifreeze from the antifreeze tank of the adsorption adsorber of the adsorption heat pump by heat exchange from the HTF circuit of the hot HTF.

In the first half cycle of the heat pump 700, the first adsorber 702 operates in the adsorption mode, and the second adsorber 704 operates in the desorption mode. Essentially, the first adsorber 702 is connected to the cold HTF circuit, and the second adsorber 704 is connected to the hot HTF circuit as described above (see FIG. 3). In harsh winters, the antifreeze in the tank connected to the adsorption adsorber can be so cold that steam formation (with subsequent adsorption) becomes impossible, therefore, antifreeze can be directed from the first antifreeze tank to the liquid-liquid heat exchanger 710 to ensure sufficient heating antifreeze for adsorption. The antifreeze from the first antifreeze tank can exchange heat with HTF from the hot HTF circuit using a liquid-liquid heat exchanger 710. After flowing through the liquid-liquid heat exchanger 710, the antifreeze returns to the first antifreeze tank with a slightly higher temperature than when leaving the tank. For example, antifreeze can exit the first antifreeze tank with a temperature of 7 ± 2 ° C, and after heat exchange with hot HTF in a liquid-liquid heat exchanger, return to the first antifreeze tank with a temperature of 11 ± 2 ° C. Accordingly, due to heat exchange with hot HTF from the hot HTF circuit, the antifreeze in the adsorption adsorber tank can be actively heated to generate steam in the wick chambers. Steam can be adsorbed by the sorbent of the adsorption adsorber even at low ambient temperatures.

Moreover, since the second adsorber 704 releases refrigerant, the antifreeze in the second antifreeze tank 708 is heated by condensation of the refrigerant in the wick chambers connecting the tank to the adsorber. The heated antifreeze will be directed from the second antifreeze tank to the radiator 714. The radiator 714 can work in conjunction with a fan 716 to provide heat exchange between air from the environment (for example, the outside air of the car) and antifreeze from the second antifreeze tank. Such heat transfer allows you to heat the air, which then returns to the cabin, providing its heating. After flowing through the radiator 714, the antifreeze returns to the second antifreeze tank with a slightly lower temperature than when leaving the tank. For example, antifreeze can exit the second antifreeze tank with a temperature of 45 ± 2 ° C, and after heat exchange with the outside air in the radiator, return to the second antifreeze tank with a temperature of 40 ± 2 ° C.

In the second half-cycle of the heat pump 700, the first adsorber 702 operates in the desorption mode, and the second adsorber 704 operates in the adsorption mode. As shown, for the period of the second half-cycle, the direction of antifreeze differs from the first half-cycle. Antifreeze will be directed from the second antifreeze tank to the liquid-liquid heat exchanger for heat exchange with hot HTF, and antifreeze from the first tank will be directed to the radiator for heat exchange with the outside air and direct the heated outside air to the passenger compartment to heat it.

FIG. 8 shows an example of a method 800 for operating a climate control system (eg, climate control system 100 shown in FIG. 1) in summer, mild and severe winter conditions.

At 802, method 800 includes selecting a climate control system operating mode based on environmental conditions, user input, etc. For example, the choice may be based on the readings of the ambient temperature sensor, or recording the values of the ambient temperature over a period of time stored in the memory of the control system. In one example, if the temperature obtained from the sensors is greater than the first threshold value, or if the average temperature determined based on the recording of temperature values is greater than the first threshold value, a summer mode may be selected. If the temperature received from the sensors is less than the second threshold value, or if the average temperature determined based on the recording of temperature values is less than the second threshold value, then a mild winter mode can be selected. The second threshold value may be less than or equal to the first threshold value. If the temperature obtained from the sensors is less than the second threshold value, or if the average temperature determined based on the recording of temperature values is less than the second threshold value, a severe winter mode can be selected. Otherwise, the user can enter the selected operating mode before or at the time of starting the engine, for example, using the electronic key fob 122 shown in FIG. 1. For example, the user can choose from summer, mild or severe winter modes, select from air conditioning or heating modes (air conditioning mode can correspond to summer mode, and heating mode can correspond to mild or severe winter, based on the readings of temperature sensors), or the user can select the desired temperature (which the climate control system can convert to summer, mild or severe winter, depending on the entered value). In another example, the user can activate the climate control system without specifying the desired mode or temperature, for example, using an electronic key fob, and the control system can determine the appropriate mode of operation based on environmental conditions.

If the summer mode is selected, method 800 proceeds to step 804. At step 804, method 800 involves cooling the adsorbent adsorber using HTF from the cold HTF circuit while heating the adsorbent adsorber using HTF from the hot HTF circuit. For example, cooling / heating the adsorbent may involve passing cold / hot HTF through one or more finned tubes thermally coupled to the adsorbent in the adsorber housing. Ribbed tube ribs may protrude into the adsorbent and promote heat transfer between the HTF inside the tubes and the adsorbent.

After step 804, method 800 proceeds to step 806. At step 806, method 800 controls the valves of the antifreeze circuit so as to direct antifreeze from the tank connected to the adsorption adsorber to the air-liquid heat exchanger, while directing the interior air through the heat exchanger " air-liquid. " For example, depending on which adsorber is currently adsorbing, the controller can control valves 418, 420, 422 and 424, as well as pumps 412, 414, 428 and 430 of Figure 4 in such a way as to direct the flow of antifreeze from the tank adsorption adsorber to and from the air-liquid heat exchanger. A fan connected to an air-liquid heat exchanger can also direct interior air through an air-liquid heat exchanger.

At 806, method 800 also includes controlling the valves of the antifreeze circuit so as to direct the antifreeze flow from the tank connected to the desorption adsorber to the radiator, while directing outside air through the radiator. For example, depending on which adsorber is currently desorbing, the controller can control valves 418, 420, 422 and 424, as well as pumps 412, 414, 416 and 426 of Figure 4 so as to direct the flow of antifreeze from the tank stripping adsorber to and from the radiator. A fan connected to the radiator can also be controlled to direct outside air through the radiator.

After step 806, method 800 proceeds to step 808 to determine if the adsorption heat pump half-cycle has been completed. For example, this can be determined based on the time elapsed since the start of the cycle. Alternatively, this can be determined based on the recorded values of the parameters associated with the heat pump, for example: the volume of refrigerant absorbed by the adsorption adsorber; the amount of refrigerant accumulated in the wick material of the wick chambers connected to the desorption adsorber, etc.

If the answer in step 808 is “NO”, then method 800 returns to the beginning of step 808, and adsorption and desorption continue in the adsorbers until a positive response is obtained. For example, the controller may periodically check whether the heat pump half-cycle is completed, or an interrupt may be generated after the heat-pump half-cycle is completed.

If the answer in step 808 is “YES,” then method 800 proceeds to step 810 to switch the operation modes of the adsorbers. Switching the operation modes of the adsorbers may include changing the position of the valves connecting the HTF circuits to the adsorbers, since the current operation mode (for example, adsorption or desorption) of the adsorber can be based on whether hot HTF or cold HTF flows through the ribbed tubes of the adsorber. For example, at step 810, the controller can control valves 330, 332, 334, 340, 344, 346, 348, and 350 of FIG. 3 to disconnect the cold HTF circuit from an adsorber that has been operating in adsorption mode for the first half cycle and connect to it hot HTF loop adsorber to switch to desorption mode. At the same time, the controller can control the valves in such a way as to disconnect the hot HTF circuit from the adsorber, which in the first half-cycle worked in desorption mode, and connect a cold HTF circuit to it to switch to adsorption mode. Thus, switching modes leads to the fact that the adsorption adsorber of the first half-cycle becomes the desorption adsorber of the next half-cycle, and the desorption adsorber of the first half-cycle becomes the adsorption adsorber of the next half-cycle.

After step 810, method 800 proceeds to step 804. The climate control system may repeat the processes of blocks 804-810 during summer operation while the engine is running. When the engine is turned off, the climate control system can operate in accordance with the method depicted in FIG. 9, which is described below.

Returning to step 802, if the soft winter mode is selected, method 800 proceeds to step 812. At step 812, as in step 804, method 800 involves cooling the adsorbent adsorber using HTF from the cold HTF circuit while heating the adsorption adsorbent adsorber using HTF from the hot HTF loop.

After step 812, method 800 proceeds to step 814. At step 814, method 800 controls the valves of the antifreeze circuit so as to direct antifreeze from the tank connected to the adsorption adsorber to the air-liquid heat exchanger, while directing the outside air through the heat exchanger " air-liquid. " For example, depending on which adsorber is currently adsorption, the controller can control valves 418, 420, 422 and 424, as well as pumps 412, 414, 428 and 430 of Figure 4 to direct the flow of antifreeze from the adsorption adsorber tank to to the air-liquid heat exchanger and from it. A fan connected to an air-liquid heat exchanger can direct outside air through an air-liquid heat exchanger.

At 814, method 800 also includes controlling the valves of the antifreeze circuit in such a way as to direct the antifreeze flow from the tank connected to the desorption adsorber to the radiator, while heating the outside air in the radiator and directing it to the passenger compartment. For example, depending on which adsorber is currently desorption, the controller can control valves 418, 420, 422 and 424, as well as pumps 412, 414, 416 and 426 of Figure 4 in such a way as to direct the flow of antifreeze from the tank desorption adsorber to and from the radiator. A fan connected to the radiator can direct outside air to the radiator to heat it, and then direct heated air to the passenger compartment.

After step 814, method 800 proceeds to step 816 to determine whether the adsorption heat pump half-cycle has been completed (for example, similar to step 808).

If the answer in step 816 is “NO”, then method 800 returns to the beginning of step 816. Both adsorption and desorption continue in the adsorbers until a positive answer is obtained in step 816.

If the answer in step 816 is YES, then method 800 proceeds to step 818 to switch the operation modes of the adsorbers (for example, similarly to step 810).

After step 818, method 800 proceeds to step 812. The climate control system may repeat the processes of steps 812-818 during summer operation while the engine is running. When the engine is turned off, the climate control system can operate in accordance with the method depicted in FIG. 9, which is described below.

Returning to step 802, if the harsh winter mode is selected, method 800 proceeds to step 820. At step 820, as in steps 804 and 812, method 800 involves cooling the adsorbent adsorber using HTF from the cold HTF circuit while heating adsorbent desorption adsorber using HTF from the hot HTF circuit.

After step 820, method 800 proceeds to step 822. At step 822, method 800 comprises controlling valves of an antifreeze circuit to direct antifreeze from a tank connected to the adsorption adsorber to a liquid-liquid heat exchanger for heat exchange with HTF from the hot HTF circuit. For example, depending on which adsorber is currently adsorption, the controller can control valves 418, 420, 422 and 424, as well as pumps 412, 414, 432 and 434 of Figure 4 so as to direct the flow of antifreeze from the tank adsorption adsorber to and from a liquid-liquid heat exchanger. In this case, the controller can control the valve 330 of FIG. 3 to direct the flow of HTF from the hot HTF circuit to the liquid-liquid heat exchanger for heat exchange with antifreeze flowing in the heat exchanger.

At step 822, method 800 also includes controlling the valves of the antifreeze circuit so as to direct the antifreeze flow from the tank connected to the desorption adsorber to the radiator, while heating the outside air in the radiator and directing it to the passenger compartment (for example, similarly to step 814).

After step 822, method 800 proceeds to step 824 to determine whether the adsorption heat pump half-cycle has been completed (for example, similarly to steps 808 and 816).

If the answer in step 824 is “NO,” then method 800 returns to the beginning of step 824, and adsorption and desorption continue in the adsorbers until a positive answer is obtained in step 824.

If the answer in step 824 is “YES”, then method 800 proceeds to step 826 to switch the operation modes of the adsorbers (for example, in the same manner as in steps 810 and 818).

After step 826, method 800 proceeds to step 820. The climate control system may repeat the processes of steps 820-826 while operating in a harsh winter mode while the engine is running. When the engine is turned off, the climate control system can operate in accordance with the method depicted in FIG. 9, which is described below.

It should be understood that in some examples, the operating mode of the climate control system may change during engine operation. For example, during a trip, when the car rises to a height where the ambient temperature changes from a larger value to a lower one, the operating mode of the climate control system can switch from summer mode to mild or severe winter during engine operation. For example, step 802 may be performed based on an interrupt when the ambient temperature or another parameter value crosses a threshold value.

FIG. 9 shows an example of a method 900 for operating a climate control system (for example, climate control system 100 shown in FIG. 1) after turning off the engine, and also before or during subsequent switching on, to provide quick cooling or heating of the passenger compartment.

At 902, method 900 determines whether the engine has stopped, for example, based on sensor readings.

If the answer in step 902 is “NO”, then method 900 proceeds to step 902. For example, the controller may perform step 902 intermittently, or based on temporary stops during operation of the climate control system with the engine running.

If the answer in step 904 is “YES”, then method 900 proceeds to step 904. In step 904, method 900 provides for determining the mode in which the climate control system worked before the engine stopped. For example, the most frequent operating state of the climate control system can be stored in the memory of the control system, and the controller can access this information to determine the mode. Alternatively, the determination may be based on readings of sensors, for example, based on ambient temperature.

If at step 904 it was determined that the operating mode of the climate control system before the engine was stopped was summer, then method 900 proceeds to step 906. At step 906, method 900 temporarily turns on both adsorbers in the desorption mode. For example, the controller can control valves 330, 332, 334, 340, 344, 346, 348, and 350 of FIG. 3 so that connections connect the hot HTF circuit to both adsorbers so that the hot HTF can be pumped into both adsorbers. As a result, the refrigerant that could be absorbed in the adsorbers during the summer climate control system could be released in order to prepare the adsorbents of both adsorbers for operation in the adsorption mode by the time the next engine start.

At 906, method 900 also includes disconnecting the wick chambers from the adsorber bodies. For example, as shown in FIGS. 2A and 2B, each adsorber may have a housing containing an adsorbent and one or more ribbed tubes. The position of the valve, for example, valve 220, can determine if cameras with a wick that thermally connect the adsorber to the corresponding antifreeze tank can communicate with the adsorber housing. Accordingly, disconnecting the wick chambers from the adsorber heat pump adsorber bodies may involve closing the valve 220 of each heat pump adsorber so that there is no communication between the adsorber body and the wick chambers. Disconnecting the wick chambers from the adsorber bodies with the engine turned off can help prevent refrigerant vapor from entering the adsorbers, for example when the car is parked.

After step 906, method 900 proceeds to step 908. At step 908, method 900 determines whether the engine was started or if the user activated the climate control system before starting the engine. For example, the controller can determine if the engine was started based on sensors, such as an ignition status sensor. Otherwise, the controller can determine that the user activated the climate control system before starting the engine, based on the receipt by the sensor 120 of the electronic key fob shown in FIG. 1, an input signal from a remote control element such as the electronic key fob 122 of FIG. 1.

If the answer in step 908 is “NO”, then method 900 proceeds to the beginning of step 908. For example, the climate control system may turn off after step 906 and may remain disabled until the engine is started or the climate control system is activated (for example, remote activation of the climate system -control by the user before starting the engine), in this case, the answer at step 908 will be “YES”.

If the answer in step 908 is “YES”, then method 900 proceeds to step 910. At step 910, method 900 involves disconnecting the wick chambers from the adsorber bodies. The wick chambers can be reconnected to the adsorber bodies by opening the valve 220 of FIGS. 2A and 2B, for example, to ensure communication between the adsorber body and the wick chambers (thereby providing adsorption and desorption in the adsorbers).

At step 910, method 900 also provides for rapid cooling of the passenger compartment by temporarily turning both adsorbers into adsorption mode (for example, for 2-5 minutes), while controlling the valves of the antifreeze loops so as to direct the antifreeze from both tanks to the air-to-air heat exchanger fluid ”, also directing interior air through a heat exchanger. Then, after a certain period of time, the climate control system can return to normal mode. Normal mode may relate to asynchronous switching of two heat pump adsorbers between adsorption and desorption modes. For example, after step 910, method 900 may proceed to step 804 of method 800.

Returning to step 904, if it was determined that the operating mode of the climate control system before stopping the engine was a mild or severe winter, then method 900 proceeds to step 912. At step 912, method 900 temporarily activates both adsorbers in the adsorption mode. For example, the controller can control valves 330, 332, 334, 340, 344, 346, 348, and 350 of FIG. 3 to connect a cold HTF circuit to both adsorbers so that cold HTF can be pumped into both adsorber. As a result, the refrigerant in the bodies of the adsorbers can be absorbed in the adsorbers in order to prepare the adsorbents of both adsorbers for desorption operation by the time the next engine start. At 912, method 900 also includes disconnecting the wick chambers from the adsorber bodies. As described above for step 906, disconnecting the wick chambers from the adsorber bodies with the engine turned off may be useful in order to avoid refrigerant vapor entering the adsorbers when the vehicle is parked.

After step 912, method 900 proceeds to step 914 to determine if the engine was started or if the user activated the climate control system before starting the engine (for example, similarly to step 908).

If the answer at step 914 is “NO”, then method 900 proceeds to the beginning of step 914. For example, the climate control system may turn off after step 912 and remain disabled until the engine is started or the climate control system is activated (for example, remote activation of the climate system control by the user before starting the engine), in this case, the response of step 914 will be “YES”.

If the answer in step 914 is “YES”, then method 900 proceeds to step 916. At step 916, method 900 involves disconnecting the wick chambers from the adsorber bodies. As described above with reference to step 910, reconnecting the wick chambers to the adsorber bodies provides communication between the adsorber bodies and the wick chambers (thereby providing adsorption and desorption in the adsorbers).

At step 916, method 900 also provides for rapid heating of the passenger compartment by temporarily turning both adsorbers on to the desorption mode (for example, for 2-5 minutes), while controlling the valves of the antifreeze circuits so as to direct the antifreeze from both tanks to the radiator, and outside air to the radiator for heating, and from there to the passenger compartment. Then, after completion of the indicated period of time, the climate control system may return to normal mode. Normal mode may relate to asynchronous switching of two heat pump adsorbers between adsorption and desorption modes. For example, after step 916, method 900 may proceed to step 812 or 820 of method 800, depending on whether the conditions are mild or harsh in winter.

It should be noted that the above example control programs can be used with various engine and / or vehicle system configurations. The described technique can be one or several processing principles, such as the principle of event control, interrupt control, multitasking, multithreading, and others. Essentially, various actions, operations or functions may be performed in the indicated sequence, in parallel, or, in some cases, skipped. Similarly, the procedure is not necessary in order to achieve the characteristics and effect of the described exemplary embodiments, it is presented to explain the illustrations and descriptions. One or more illustrated actions or functions may be repeated depending on the particular strategy used. In addition, the described actions can graphically represent the code entered in the form of a program in a machine-readable memory of the engine control system.

Specialists in this field it is clear that the described configurations and procedures are exemplary and are not limiting, since various changes and modifications of the invention are allowed without going beyond its essence. For example, the technology described above can be applied to engines V6, I4, I6, V12, boxer and other types of engines.

Claims (20)

1. The method of operation of the climate control system of the passenger compartment, in which, during engine operation, the first and second adsorbers of the adsorption heat pump are switched asynchronously between the adsorption and desorption modes, and in the adsorption mode, the adsorber can cool antifreeze using chambers with a wick, and in the desorption mode the adsorber can heat the antifreeze using chambers with a wick, and they also carry out air conditioning of the cabin using heated or cooled antifreeze, depending on the operating mode of the climate system Ntrol. 2. The method according to claim 1, in which in the adsorption mode for cooling antifreeze in the adsorber, the refrigerant is evaporated from the wick chambers that thermally connect the antifreeze tank to the body of the adsorbing adsorber, and in the desorption mode for heating the antifreeze in the adsorber, the refrigerant is condensed in the wick chambers, thermally connecting the antifreeze tank to the body of the desorbing adsorber. 3. The method according to claim 2, in which in summer mode for air conditioning the cabin heat is exchanged between the antifreeze from the antifreeze tank of the adsorbing adsorber and the air of the cabin, and in mild or severe winter for air conditioning the cabin heat is exchanged between the antifreeze from the antifreeze tank of the desorbing adsorber and outside air and direct heated outside air into the passenger compartment. 4. The method according to claim 3, in which the heat-transfer medium is additionally cooled with a cooler in the cold heat-transfer medium circuit, heat is exchanged between the exhaust gases of the engine and the heat-transfer medium in the hot heat-transfer medium circuit, the heat-transfer medium from the cold heat-transfer medium circuit is pumped through one or more ribbed tubes thermally connected to the adsorbent of the adsorbing adsorber, and the heat transfer medium from the circuit of the hot heat transfer medium is pumped through one or more ribs x tubes thermally connected to the adsorbent of the stripping adsorber. 5. The method according to claim 4, in which in the summer mode the antifreeze is cooled from the antifreeze tank of the desorbing adsorber due to heat exchange with the outside air, in the mild winter mode the antifreeze from the antifreeze tank of the adsorption adsorber is heated through heat exchange with the outside air, and in the harsh winter mode heat the antifreeze from the antifreeze tank of the adsorbing adsorber due to heat exchange with the heat transfer medium from the circuit of the hot heat transfer medium. 6. The method according to claim 5, in which after shutting down the engine in summer mode, both adsorbers are temporarily operated in desorption mode by exchanging heat between the heat transfer medium from the hot heat transfer medium circuit and adsorbents of both adsorbers, after shutting down the engine in mild winter mode, both adsorbers are temporarily operated in the adsorption mode by means of heat exchange between the heat transfer medium from the circuit of the cold heat transfer medium and the adsorbents of both adsorbers, after which the chambers with the wick of each about the adsorber from the corresponding adsorber body. 7. The method according to claim 6, in which before or during engine start-up, the chambers are connected to the wick of each adsorber with the corresponding adsorber body, in the quick cooling mode, before using the summer mode, both adsorbers are temporarily operated in the adsorption mode, and in the fast heating mode before the beginning of the use of the regime of mild or severe winter, both adsorbers are temporarily operated in the desorption mode. 8. The method according to claim 7, in which additionally activate the mode of rapid cooling or heating before the user starts the engine using remote control. 9. The method according to claim 1, in which, under the first conditions, air conditioning is carried out using heated antifreeze, under the second conditions, air conditioning is carried out using refrigerated antifreeze, and under both conditions, air conditioning is performed without using engine refrigerant. 10. Car climate control system, which contains an adsorption heat pump that runs on the heat energy of the exhaust gases and contains two adsorbers and two antifreeze tanks, each of the adsorbers being thermally connected to the antifreeze in the corresponding antifreeze tank by means of refrigerant-containing chambers with a wick. 11. The system of claim 10, which further comprises a hot heat transfer medium circuit comprising an exhaust heat collector and a container with a phase transition material that can accumulate heat of exhaust gases, as well as a cold heat transfer medium circuit containing a heat transfer medium cooler. 12. The system according to claim 11, in which each adsorber contains one or more ribbed tubes thermally connected to the adsorbent, where the heat transfer medium from the hot heat transfer medium circuit or from the cold heat transfer medium circuit flows through one or more ribbed tubes of each adsorber, depending from the operating mode of the system. 13. The system of claim 12, which may operate without using engine refrigerant. 14. The system of item 13, which can function without the use of a compressor driven by an engine. 15. A method of operating a car climate control system in which an adsorption heat pump is driven by heat energy of exhaust gases, cool antifreeze by evaporating refrigerant in wick chambers connected to the first heat pump adsorber, heat antifreeze by condensing refrigerant in chambers with wick connected to the second adsorber of the heat pump, and carry out air conditioning of the passenger compartment in cold weather using heated antifreeze, and in hot weather conditions using chilled antifreeze. 16. The method according to clause 15, in which the first and second adsorbers are also cyclically switched asynchronously between the modes of adsorption and desorption during operation of the climate control system with the engine running. 17. The method according to clause 16, in which the air conditioning of the passenger compartment using heated antifreeze in cold weather conditions is carried out by heat exchange between the heated antifreeze and the outside air and directing the heated outside air into the cabin, and the air conditioning of the passenger compartment using chilled antifreeze in hot Weather conditions are carried out by heat exchange between the cooled antifreeze and the cabin air and the direction of the cooled air back to the cabin. 18. The method according to 17, in which to actuate the heat pump from the thermal energy of the exhaust gases, heat-transfer medium is heated by heat exchange with exhaust gases in the circuit of the hot heat-transfer medium and the heated heat-transfer medium is passed through one or more ribbed tubes of the desorbing adsorber and cooled heat transfer medium using a heat transfer medium cooler in the circuit of the cold heat transfer medium and pass the cooled heat transfer medium through one or more ribbed tubes of the adsorbing about adsorber. 19. The method according to p. 18, in which the heat of the exhaust gases of the engine is also accumulated in a container with a material with a phase transition located in the circuit of the hot heat-transfer medium. 20. The method according to claim 19, in which, in hot weather, after the engine is turned off, both adsorbers are temporarily operated in desorption mode, and before or during subsequent engine start-up, both adsorbers are temporarily operated in the adsorption mode, and in cold weather conditions, after the engine is turned off they operate both adsorbers in the adsorption mode, and before or during the subsequent engine start, both adsorbers are temporarily operated in the desorption mode.

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