DE102012019005B4 - Thermal conditioning of a motor vehicle having an electric drive - Google Patents

Abstract

Air conditioning arrangement (51, 251) for the thermal conditioning of a motor vehicle (55, 255) having an electric drive (53, 253), with: - a first circuit operated with a heat transport medium (57, 257) and driven by a first pump (15, 215). (10, 210), - a second circuit (20, 220) operated with the heat transport medium (57, 257) or another heat transport medium and driven by a second pump (25, 225), - a circuit (10, 210 ) connected front-end heat exchanger (59, 259), which has a first heat exchanger (93, 293) connected to the first circuit (10, 210), by means of which a first heat flow (61, 261) is transferred between one of an environment (69, 269) of the motor vehicle (55, 255) incoming ambient air flow (63, 263) and the heat transport medium (57, 257) of the first circuit (10, 210) can be transported passively, - in the second circuit (20, 220) connected cooling heat exchanger ( 65, 265), by means of which a second heat flow (67, 267) flows between an interior (71, 271) of the motor vehicle (55, 255) that at least partially delimits the surroundings (69, 269) of the motor vehicle (55, 255). interior air flow (73, 273) and the heat transport medium (57, 257) or the further heat transport medium of the second circuit (20, 220) can be transported passively,- a warm side (75, 275) connected to the first circuit (10, 210) and Peltier heat pump (79, 279) connected into the second circuit (20, 220) and having a cold side (77, 277), by means of which a third heat flow (81, 281) is transferred from the heat transport medium (57, 257) or the further heat transport medium of the second Circuit (20, 220) can be actively transported into the heat transport medium (57, 257) of the first circuit (10, 210) while consuming electrical energy (83, 283), characterized in that in the second circuit (20, 220) a second heat exchanger (95, 295) of the front-end heat exchanger (59, 259) is connected.

Description

The invention relates to an air conditioning arrangement according to the preamble of claim 1, a method according to the preamble of claim 20 and a motor vehicle according to the method and/or arrangement.

Such air conditioning arrangements, methods and motor vehicles are from the generic U.S. 2010/0 155 018 A1 known.

The thermal conditioning of motor vehicles is known. Such motor vehicles can have an electric drive, for example, with a variety of electric components of the electric drive being thermally conditioned, for example cooled or heated. It is known to use a heat transport medium for this purpose and to guide this through corresponding heat exchangers assigned to the electrical components in order to transfer corresponding heat flows. Corresponding heat can be used, for example, to heat an interior of the motor vehicle. It is also known to use air conditioning compressors to provide heat and/or cold for thermal conditioning of the electrical components, the interior and/or other components of the motor vehicle. The DE 10 2005 048 660 A1 discloses an apparatus and method for regulating the temperature of the passenger compartment of a motor vehicle. This device for thermal regulation of the passenger compartment of the motor vehicle comprises a cooling circuit in which a cooling liquid circulates, a secondary circuit in which a heat-transferring liquid circulates, a heat exchanger through which the cooling liquid and the heat-transferring liquid flow, and thermal exchange means , which are traversed by the heat transfer liquid and a flow of air intended to heat and cool the passenger compartment of the vehicle. The heat transfer liquid in the secondary circuit circulates in two opposite directions in the mode of heating the passenger compartment on the one hand and in the mode of cooling the passenger compartment on the other hand. In addition, the means of thermal exchange comprise at least a set of two heat exchangers placed in parallel and each equipped with a flap valve, the flap valves being placed antiparallel to one or the other heat exchanger in heating mode and in cooling mode to supply the passenger compartment. More air conditioning arrangements show the U.S. 2008/0 028 768 A1 , U.S. 2009/0 020 620 A1 , DE 10 2007 044 466 A1 , WO 99/10191 A1 , DE 603 03 654 T2 , DE 101 54 595 A1 as well as DE 195 42 125 A1 .

From the aforementioned, generic US 2010/0 155 018 A1 an air conditioning arrangement with a first and a second circuit is known. The first circuit is operated with a heat transport medium and driven by a first pump. In addition, an ambient heat exchanger is connected to the first circuit, which has a first heat exchanger, which is also connected to the first circuit and thermally couples the heat transport medium of the first circuit to the ambient air of the motor vehicle. In the case of the ambient heat exchanger, a first flow of heat is thus produced which is passive, ie flows along the temperature gradient between the heat transport medium of the first circuit and the ambient air of the motor vehicle. The second circuit is also operated with a heat transport medium and driven by a second pump. A cooling heat exchanger is connected to the second circuit, which thermally couples the heat transport medium of the second circuit with the air in the interior of the vehicle. In the case of the cooling heat exchanger, a second flow of heat thus arises, which flows passively along the temperature gradient between the heat transport medium of the second circuit and the interior air in the vehicle. Furthermore, the first and the second circuit are thermally coupled to one another via a Peltier heat pump. The Peltier heat pump generates an active third heat flow, which can flow against the temperature gradient between the two heat transport media of the first and second circuit while consuming electrical energy.

Also from the DE 10 2006 042 160 A1 such an air conditioning arrangement is known.

A disadvantage of the known air conditioning arrangements is that the number of their possible operating modes is limited. In particular, it is not possible to actively cool the first circuit together with its components arranged therein by means of the Peltier heat pump without the vehicle interior being heated via the cooling heat exchanger in the second circuit.

The DE 603 19 291 T2 , U.S. 2012/0 174 602 A1 , DE 10 2010 023 178 A1 , DE 10 2011 008 552 A1 and DE 10 2011 016 613 A1 disclose further air conditioning arrangements for motor vehicles, which, however, manage without a Peltier heat pump.

The object of the invention is to design a generic air conditioning arrangement in such a way that it enables a number of operating modes.

The object is achieved by an air conditioning arrangement according to the preamble of claim 1 by the characterizing part of claim 1. According to the invention, a Peltier heat pump is provided, which serves both as a heat source and as a heat sink, resulting in a particularly simple structure for the air conditioning arrangement. Advantageously, a heat flow can be actively transported by means of the Peltier heat pump. The Peltier heat pump is a machine that uses engineering work to absorb thermal energy from a lower-temperature reservoir and transfer it—along with the driving energy—as heat to a higher-temperature system. Passive transport of a heat flow can be understood to mean that the heat flow moves along a temperature gradient without further action. Active transport of the heat flow can be understood to mean that this takes place against an existing temperature gradient. This phenomenon occurs in so-called Peltier heat pumps, which drive the flow of heat against the temperature gradient by supplying electrical energy. The invention comprises a Peltier heat pump connected to the first circuit and having a cold side connected to the second circuit, by means of which a third heat flow is actively transferred from the heat transport medium or the further heat transport medium of the second circuit into the heat transport medium of the first circuit while consuming electrical energy is transportable. This enables temperature control of the vehicle's thermal components coupled to the first and second circuits as required.

The invention makes it possible, in particular, to thermally condition a charger as required and/or to condition electronic components as required and/or to provide a front-end heat exchanger that is as simple as possible and/or to minimize a flow resistance of corresponding circuits for thermal conditioning by means of a heat transport medium and/or with as little as possible drive pumps for the heat transport medium and/or to provide separate circuits on the fluid side for the thermal conditioning of electrical components and an interior of the motor vehicle and/or to enable cooling of the electrical components and/or the interior even at comparatively high outside temperatures and/or in a simple manner To use waste heat from a charger to heat up a battery and/or to either dissipate waste heat from the electrical components to an environment of the motor vehicle as required or to use it to heat up the interior of the motor vehicle in winter operation and/or to thermally condition a battery as required and/or an electric motor to thermally condition a DC-DC converter and power electronics as required and/or to provide a heat source in addition to the electrical components for heating the interior for winter operation and/or to provide an air conditioning arrangement that is as simple as possible and uses as few heat sources as possible and/or to provide an air conditioning arrangement that can be controlled and/or regulated as flexibly as possible. The heat exchanger is designed as a front-end heat exchanger so that it is exposed to a direct flow of air due to its location in the front end and thus in the front end of the vehicle. It is of course also possible to arrange the heat exchanger at a location other than the front end of a vehicle.

A preferred embodiment of the air conditioning arrangement is designed according to claim 2. Advantageously, a flow of heat for warming and/or heating can be introduced into the interior of the motor vehicle by means of the flow of air in the interior.

A further preferred exemplary embodiment of the air-conditioning arrangement is designed according to claim 3. The first circuit can advantageously be switched over by means of the first valve in such a way that the heat generated by the Peltier heat pump is either supplied to the interior or is released to the environment. It is thus advantageously possible to switch between summer and winter operation.

A further preferred exemplary embodiment of the air-conditioning arrangement is designed according to claim 4. Thermal conditioning of the electrical components can advantageously take place by means of the electrical component arrangement. For this purpose, the electrical component arrangement can have at least one separate heat exchanger for each electrical component, through which the heat transport medium flows. In this case, depending on requirements and the operating state of the air conditioning arrangement, heat can either be supplied to or removed from the respective electrical component.

A further preferred exemplary embodiment of the air-conditioning arrangement is designed according to claim 5. The electrical component arrangement can advantageously be thermally conditioned by means of the second circuit.

A further preferred exemplary embodiment of the air-conditioning arrangement is designed according to claim 6. The electrical component arrangement can advantageously be separated from the rest of the second circuit by means of the valve. This makes it possible to react to operating states yaw where no thermal conditioning of the electrical components is required. Advantageously, a fluid-side resistance of the second circuit can be minimized as required.

A further preferred exemplary embodiment of the air-conditioning arrangement is designed according to claim 7 . The charging device is advantageously arranged in the parallel branch. The charger can therefore be conditioned separately by means of the parallel branch, so that it can only be charged with the heat transport medium if it actually needs to be thermally conditioned, for example when it is in charging mode and needs to be cooled. Advantageously, a distinction can thus be made between charging operation and driving operation of the motor vehicle, with an optimum flow resistance advantageously resulting in each of the two operating states.

Another preferred exemplary embodiment of the air conditioning arrangement is designed according to claim 8. The parallel branch can advantageously be separated by means of the valve arrangement. This can advantageously take place when the motor vehicle is in an operating state when it is not being charged, that is to say when it is stationary and/or while it is being driven. Advantageously, the charging device does not have to be flowed through by the heat transport medium during driving operation.

A further preferred exemplary embodiment of the air-conditioning arrangement is designed according to claim 9. The valve can advantageously be used to select whether waste heat from the electrical component arrangement is released into the environment of the motor vehicle via the front-end heat exchanger or is kept in the motor vehicle, for example in order to thermally condition or heat the interior. As a result, waste heat from the electrical component arrangement can advantageously be used as needed and optimally. If necessary, a corresponding flow of heat, which originates from the electrical component arrangement, can also be absorbed by means of the Peltier heat pump. This can be particularly advantageous if very low temperatures prevail in the area surrounding the motor vehicle.

Another preferred exemplary embodiment of the air conditioning arrangement is designed according to claim 10. Only the first heat exchanger and the second heat exchanger are advantageously required in the front-end heat exchanger. A particularly simply constructed front-end heat exchanger is advantageously obtained.

A further preferred exemplary embodiment of the air conditioning arrangement is designed according to claim 11. Advantageously, the heat exchanger can be selectively controlled by means of the valve. The front-end heat exchanger can thus advantageously be used for different tasks, so that it is advantageously particularly well utilized and no further heat exchanger of the front-end heat exchanger is required.

Another preferred exemplary embodiment of the air conditioning arrangement is designed according to claim 12. Advantageously, the third circuit can be activated separately from the first and/or second circuit by means of the third pump.

Another preferred exemplary embodiment of the air conditioning arrangement is designed according to claim 13. The electrical component arrangement can advantageously be controlled separately by means of the third circuit, in particular a flow rate of the heat transport medium and thus corresponding heat flows can be controlled separately by means of the third circuit, in particular by means of a corresponding control of the third pump.

Another preferred exemplary embodiment of the air conditioning arrangement is designed according to claim 14. The fifth heat flow can advantageously be exchanged between the second circuit and the third circuit by means of the water-water heat exchanger. Advantageously, as a result, the cooling power provided by means of the Peltier heat pump can be used via the water-water heat exchanger to cool the electrical components. Nevertheless, the second and the third circuit can advantageously be operated, controlled and/or regulated completely separately from one another.

Another preferred exemplary embodiment of the air conditioning arrangement is designed according to claim 15. Advantageously, both the second circuit and the third circuit can be supplied with cooling capacity provided by the Peltier heat pump. Advantageously, these are also connected to a common line section, namely the cold side of the Peltier heat pump. Corresponding volume flows of the second circuit and the third circuit can be routed together in this line section, so that they mix there, so that a corresponding transfer of heating and/or cooling capacity or a corresponding synchronization occurs there.

Another preferred exemplary embodiment of the air conditioning arrangement is designed according to claim 16. The second is advantageous Circuit and the third circuit connected in parallel, which advantageously results in a minimal fluid-side resistance of the second circuit and the third circuit. In particular, the water-water heat exchanger, which represents an additional resistance, can be dispensed with.

Another preferred exemplary embodiment of the air conditioning arrangement is designed according to claim 17. Advantageously, the second circuit and the third circuit can be operated with the common heat transport medium, ie they are assigned to one another on the fluid side. This results in an advantageously low resistance on the fluid side when operating the second and third circuits.

Another preferred exemplary embodiment of the air conditioning arrangement is designed according to claim 18. The third circuit can advantageously be switched in such a way that it leads through the cold side of the Peltier heat pump or not. It is thus advantageously possible to choose whether the electrical component arrangement connected to the third circuit should be cooled by means of the Peltier heat pump or not. The maximum flow rate of the Peltier heat pump is advantageously available entirely to the second circuit, ie the interior of the motor vehicle. Advantageously, a fluid-side resistance of the air conditioning arrangement can be optimized as needed.

A further preferred exemplary embodiment of the air-conditioning arrangement is designed according to claim 19. Advantageously, the third heat flow is exchanged either only with the second circuit, so that the second circuit can emit a maximum amount of heat, or possibly together with the third circuit, so that advantageously part of the amount of heat extracted from the second and third circuits can be used to cool the electrical components can.

The object is also achieved in a method according to the preamble of claim 20 by the characterizing part of claim 20. The method is carried out by means of an air conditioning arrangement described above. The advantages described above result.

The object is also achieved by a motor vehicle with an air conditioning arrangement described above and/or set up, designed, constructed and/or equipped with software for carrying out a method described above. The advantages described above result.

Further advantages, features and details emerge from the following description, in which an exemplary embodiment is described in detail with reference to the drawing. Identical, similar and/or functionally identical parts are provided with the same reference symbols.

• 1 ein besonders bevorzugtes Ausführungsbeispiel einer Klimatisierungsanordnung zum thermischen Konditionieren eines einen Elektroantrieb aufweisenden Kraftfahrzeugs;
• 2 eine weitere Klimatisierungsanordnung ähnlich der in 1 gezeigten, wobei ein Wasser-Wasser-Wärmetauscher vorgesehen ist;
• 3 eine weitere Klimatisierungsanordnung ähnlich der in den 1 und 2 gezeigten, wobei im Unterschied nur zwei Kreisläufe vorgesehen sind;
• 4 eine weitere Klimatisierungsanordnung ähnlich der in den 1 - 3 gezeigten, wobei im Unterschied eine kompakter aufgebaute Elektrokomponenten-Anordnung vorgesehen ist;
• 5 eine Detailansicht der in 4 gezeigten kompakten Elektrokomponenten-Anordnung;
• 6 eine Detailansicht einer in 3 gezeigten Elektrokomponenten-Anordnung mit einem zusätzlichen Parallelzweig, wobei der Parallelzweig ein Ladegerät aufweist und
• 7 eine weitere Klimatisierungsanordnung ähnlich der in 1 gezeigten mit einer reduzierten Anzahl von Verzweigungen und Ventilen.

Show it:

• 1 a particularly preferred exemplary embodiment of an air conditioning arrangement for thermal conditioning of a motor vehicle having an electric drive;
• 2 another air conditioning arrangement similar to that in 1 shown, wherein a water-water heat exchanger is provided;
• 3 another air conditioning arrangement similar to that in FIGS 1 and 2 shown, in difference only two circuits are provided;
• 4 another air conditioning arrangement similar to that in FIGS 1 - 3 shown, the difference being a more compact electrical component arrangement is provided;
• 5 a detailed view of the in 4 shown compact electrical component assembly;
• 6 a detailed view of an in 3 Electrical component arrangement shown with an additional parallel branch, the parallel branch having a charger and
• 7 another air conditioning arrangement similar to that in 1 shown with a reduced number of branches and valves.

1 shows a preferred exemplary embodiment of an air conditioning arrangement 51 for the thermal conditioning of a motor vehicle 55 having an electric drive 53. The electric drive 53 is shown in FIG 1 shown only schematically and has an electric motor 45 . Motor vehicle 55 is in 1 also only partially shown.

In the 1 The air conditioning arrangement 51 shown has a first circuit 10 . The first circuit 10 is operated with a heat transfer medium 57 , with a first pump 15 ensuring the drive or circulation of the heat transfer medium 57 .

In addition, the air conditioning arrangement 51 has a second circuit 20 . The second circuit 20 is also operated using the heat transport medium 57 . Alternatively or additionally, this can also be operated with another heat transport medium. Under a heat transport medium can in particular Liquid, such as oil, water and / or the like are understood. The second circuit 20 is driven by a second pump 25 .

A front-end heat exchanger 59 is connected to the first circuit 10 . An ambient air flow 63 flows through the front-end heat exchanger 59 . A blower can be provided for this purpose, which 1 is not shown in detail. The ambient air flow 63 originates from an environment 69 surrounding the motor vehicle 55.

The front-end heat exchanger 59 has a first heat exchanger 93 which is also connected to the first circuit 10 . A first heat flow 61 can be exchanged between the first heat exchanger 93 of the front-end heat exchanger 59 and the ambient air flow 63 .

A cooling heat exchanger 65 is connected to the second circuit 20 . The cooling heat exchanger 65 is assigned to an interior 71 of the motor vehicle 55 . The interior 71, the interior of the motor vehicle 55, is delimited from the surroundings 69. An interior air flow 73 which is and/or can be guided through the cooling heat exchanger 65 opens into the interior space 71 . A second heat flow 67 can be exchanged between the interior air flow 73 and the cooling heat exchanger 65 . As a result, the interior 71 of the motor vehicle 55 can advantageously be cooled.

The first heat flow 61 and the second heat flow 67 are driven passively, ie in the direction of a temperature gradient.

In the 1 The air conditioning arrangement 51 shown has a Peltier heat pump 79 . The Peltier heat pump 79 has a cold side 77 and a warm side 75 . Advantageously, a third heat flow 81 can be transported from the cold side 77 to the warm side 75 of the Peltier heat pump 79 against an energy gradient between the cold side 77 and the warm side 75 with the supply of electrical energy 83 . The third heat flow 81 can therefore advantageously be transported or pumped from the colder second circuit 20 into the warmer first circuit 10 .

A heating heat exchanger 85 is connected to the first circuit 10 . A fourth heat flow 87 can be exchanged with the interior air flow 73 by means of the heating heat exchanger 85 . Appropriate heat can be pumped from the hot side 75 of the Peltier heat pump 79 through the heating system heat exchanger 85, so that the interior 71 of the motor vehicle 55 can advantageously be heated in this way.

In the 1 The air conditioning arrangement 51 shown has an electrical component arrangement 40 .

The electrical component arrangement 40 has a direct current/direct current converter 41 , power electronics 43 , the electric motor 45 , a charger 47 and a high-voltage battery 49 . The high-voltage battery 49, which can also be referred to as a traction battery, is used to provide drive energy for driving the motor vehicle 55 by means of the electric drive 53. The DC-to-DC converter 41 is used to provide on-board power supply voltage. The power electronics 43 are used to control corresponding energy flows. The charger 47 is used to charge the high-voltage battery 49 in a power supply system that does not belong to the motor vehicle 55 . The electrical component arrangement 40 is connected to a third circuit 30 . The third circuit 30 is also operated with the heat transfer medium 57 and is driven by a third pump 35 . The second circuit 20 and the third circuit 30 are connected in parallel and are operated with a common heat transfer medium 57 . For this purpose, the second circuit 20 and the third circuit 30 are routed together in a common line section through the cold side 77 of the Peltier heat pump 79 .

A third heat exchanger 97 of the front-end heat exchanger 59 is connected to the third circuit 30 . A second heat exchanger 95 of the front-end heat exchanger 59 is connected to the second circuit 20 .

The front-end heat exchanger 59 can be a heat exchanger arranged on a front of the motor vehicle 55 , with the front-end heat exchanger 59 possibly being passively flowed through by an air stream from the ambient air flow 63 . Alternatively or additionally, the ambient air flow 63 can be controlled by means of a fan that is 1 is not shown in detail, are driven.

The first circuit 10 has a first valve 1 downstream of the first pump 15 . This is designed as a spring-return, electromagnetically actuated 3/2-way valve. In a first branch, the first valve 1 is followed by the heating system heat exchanger 85 . The heating heat exchanger 85 is followed by the warm side 75 of the Peltier heat pump 79 . The warm side 75 of the Peltier heat pump 79 in turn is followed by the first pump 15 . In a further branch of the first circuit 10, the first heat exchanger 93 of the front-end heat exchanger 59 is connected downstream of the first valve 1. The first heat exchanger 93 of the front-end heat exchanger 59 is the hot side 75 of the Peltier heat pump 79 downstream.

The second pump 25 of the second circuit 20 is followed by the common line piece and with it the cold side 77 of the Peltier heat pump 79 . Further following the second circuit 20 , a second valve 2 is connected into the second circuit 20 via a branch of the cold side 77 of the Peltier heat pump 79 . The second valve of the second circuit 20 is designed as a spring-loaded, electromagnetically adjustable 3/2-way valve. In a first branch, the cooling heat exchanger 65 is connected downstream of the second valve 2 of the second circuit 20 . The cooling heat exchanger 65 of the second circuit 20 is followed by the second pump 25 of the second circuit 20 . In a further branch of the second circuit 20 the second valve 2 of the second circuit 20 is followed by the second heat exchanger 95 of the front-end heat exchanger 59 . This in turn is followed by the second pump 25 of the second circuit 20 . Depending on a switching position of the second valve 2, a volume flow of the second circuit 20 originating from the cold side 77 of the Peltier heat pump 79 can be guided either through the second heat exchanger 95 of the front-end heat exchanger 59 or through the cooling heat exchanger 65.

An eighth valve 8 is connected downstream of the third pump 35 of the third circuit 30 . The eighth valve 8 is designed as a spring-loaded, electromagnetically adjustable 3/2-way valve. In a first branch, the eighth valve 8 of the third circuit 30 is followed by the cold side 77 of the Peltier heat pump 79 . As a result, the second circuit 20 and the third circuit 30 can advantageously be connected in parallel or can be routed together in the common line section of the cold side 77 of the Peltier heat pump 79 . At the branch downstream from the cold side 77 of the Peltier heat pump 79 , the second circuit 20 and the third circuit 30 separate again, with the third circuit 30 branching off in the direction of the electrical component arrangement 40 . A junction is arranged downstream of this branch, this junction being downstream of the eighth valve 8 of the third circuit 30 .

As a result, the electrical component arrangement 40 is connected downstream of the eighth valve 8 of the third circuit 30 in a further branch.

The electrical component arrangement 40 is part of the third circuit 30 and has a valve arrangement 91 . The valve arrangement 91 has a third valve 3 , a fourth valve 4 , a fifth valve 5 and a sixth valve 6 . Valves 3 - 6 are each designed as spring-loaded, electromagnetically adjustable 2/2-way valves or switching valves. The electrical component arrangement 40 has a parallel branch 89 . The charging device 47 is connected to the parallel branch 89 . Advantageously, the charging device 47 can be switched into or out of the third circuit 30 by means of the valve arrangement 91 as required.

The third valve 3 is arranged in a further parallel branch of the electrical component arrangement 40 and is connected upstream of the direct current/direct current converter 41 . The power electronics 43 and the electric motor 45 are also located in the further parallel branch downstream of the DC-DC converter. The high-voltage battery 49 is connected in a battery parallel branch of the electrical component arrangement 40 . The sixth valve 6 is connected in parallel with the high-voltage battery 49 . Advantageously, the high-voltage battery 49 can thus be switched into or out of the third circuit 30 as required by means of the valve arrangement 91 .

Advantageously, the further parallel branch, which has the DC-DC converter 41, the power electronics 43 and the electric motor 45, can be switched into or out of the third circuit 30 by means of the third valve 3 as required. A seventh valve 7 is provided in the third circuit 30 downstream of the electrical component arrangement 40 at a triple junction point of the electrical component arrangement 40 . The seventh valve 7 is designed as a spring-loaded, electromagnetically adjustable 3/2-way valve. In a first branch, the third pump 35 is connected directly downstream of the seventh valve 7 of the third circuit 30 . In a further branch, the seventh valve 7 is followed by the third heat exchanger 97 of the front-end heat exchanger 59 . The third pump 35 of the third circuit 30 is connected downstream of the third heat exchanger 97 of the third circuit 30 .

Advantageously, the second circuit 20 and the third circuit 30 can be controlled and/or regulated separately, in particular by appropriate control of the second pump 25 and the third pump 35 . An optimal resistance on the fluid side advantageously results, so that the second circuit 20 and the third circuit 30 can be driven in a particularly energy-efficient manner by means of the second pump 25 and the third pump 35 . Overall, the second pump 25 and the third pump 35 can be designed to be comparatively small. The second circuit 20 and the third circuit 30 are brought together at an input of the Peltier heat pump 79 . At an output of the Peltier heat pump 79, the second cycle 20 and the third circuit 30 diverged again.

In an operating mode of active cooling of the interior 71 of the motor vehicle 55 and the electrical components of the electric drive 53 or the electrical component arrangement 40, the first valve 1 is switched in such a way that the warm side 75 of the Peltier heat pump 79 of the first circuit 10 and the first heat exchanger 93 of the front-end heat exchanger 59 flows through. Advantageously, heat pumped by the Peltier heat pump 79 , ie the third heat flow 81 , can be given off by means of the first heat flow 61 to the ambient air flow 63 and thus to the surroundings 69 of the motor vehicle 55 . A corresponding heat transport takes place via the heat transport medium 57 circulating in the first circuit 10 by means of the first pump 15.

In addition, in this operating mode, the second circuit 20 is coming from the second pump 25, via the cold side 77 of the Peltier heat pump 79, downstream of this via the second valve 2, downstream of this via the cooling heat exchanger 65 and downstream of this back to the second pump 25 guided.

The third circuit 30 is downstream of the third pump 35 via the eighth valve 8, downstream of this via the cold side 77 of the Peltier heat pump 79, downstream of this via the third valve 3, downstream of this in the DC-DC converter 41, downstream of this via the power electronics 43, this downstream via the electric motor 45 of the electric drive 53, this downstream via the seventh valve 7, this downstream through the third heat exchanger 97 and via this finally back to the third pump 35. This operating mode can be used in summer operation, i.e. at comparatively high temperatures in the area 69 of the motor vehicle 55 are set.

Active cooling of the interior 71 and passive cooling via the electrical component arrangement 40 can likewise take place in summer operation.

In this second operating mode, the first circuit 10 is switched in the same way as in the operating mode described above. Reference is made to this description.

In addition, in the second operating mode, the second circuit 20 is switched as in the operating mode described above. Reference is made to this description. In contrast to the previous operating mode, in the second operating mode the third circuit 30 starts with the third pump 35 via the eighth valve 8, downstream of this via the open third valve 3, downstream of this via the DC-DC converter 41, the power electronics 43, the electric motor 45, via the triple confluence point, via the seventh valve 7 and downstream of this via the third heat exchanger 97 of the front-end heat exchanger 59 and from this finally back to the third pump 35. The third circuit 30 is therefore advantageously not connected via the cold side 77 of the Peltier heat pump 79 . For this purpose, the second valve 2 of the second circuit 20 has a corresponding switching position. Passive cooling of the electrical components of the electrical component arrangement 40 downstream of the third valve 3 can nevertheless advantageously take place. The fourth valve 4, the fifth valve 5 and the sixth valve 6 of the valve arrangement 91 of the electrical component arrangement 40 are closed in this second operating mode.

In a third operating mode, the interior 71 of the motor vehicle 55 can be heated using waste heat from the electrical components of the electrical component arrangement 40 . Waste heat generated by the electrical components can therefore advantageously also be used to heat the interior 71 . In this way, a current draw for heating the interior 71 from the high-voltage battery 49 is advantageously as low as possible.

In the third operating mode, the first circuit 10 is switched from the first pump 15 via the first valve 1, the heating system heat exchanger 85, the hot side 75 of the Peltier heat pump 79 and from there back to the first pump 15.

In the third operating mode, the second circuit 20 is switched back to the second pump 25 starting from the second pump 25 via the cold side 77 of the Peltier heat pump 79, via the second valve 2 and finally via the second heat exchanger 95 of the second circuit 20.

The third circuit 30 is downstream of the third pump 35 via the eighth valve 8, the cold side 77 of the Peltier heat pump 79 via the confluence point, via the third valve 3, the DC-DC converter 41, the power electronics 43, the electric motor 45, the triple confluence point and finally switched back to the third pump 35 via the seventh valve 7 . The waste heat originating from the electrical component arrangement 40 can advantageously be introduced into the cold side 77 of the Peltier heat pump 79, with the Peltier heat pump 79 using this at a higher temperature level than the first th cycle 10 for heating the interior 71 can provide. The waste heat can advantageously be tapped off at a comparatively low temperature level on the cold side 77 and used accordingly. This advantageously results in a good thermodynamic efficiency of the electrical component arrangement 40.

In a fourth operating mode, the interior 71 can be dehumidified in a so-called reheat operation. A reheat operation can be understood to mean that the interior air flow 73 opening into the interior 71 is first cooled by means of the cooling heat exchanger 65 in order to then be reheated by means of the heating heat exchanger 85 . The interior air flow 73 initially falls below a dew point at the cooling heat exchanger 65, so that condensation water precipitates and the advantageous dehumidification of the interior 71 can thus take place.

In this fourth operating mode, the first circuit 10 is connected in the same way as in the third operating mode. In this respect, reference is made to the description of the first circuit 10 in the third operating mode.

The second circuit 20 or its second valve 2 is switched in the fourth operating mode in the same way as in the first operating mode and in the second operating mode. In this respect, reference is made to the description of the first and second operating modes.

In addition, the third circuit 30 is switched off in the fourth operating mode. In this case, the third pump 35 has no delivery capacity.

In the fourth operating mode, the third heat flow 81 generated by means of the Peltier heat pump 79 can advantageously be completely withdrawn from the cooling heat exchanger 65 and then made available again to the heating heat exchanger 85 so that the dehumidification described above can take place.

In a fifth operating mode, the interior space 71 can be dehumidified in the so-called reheat mode and the electrical components of the electrical component arrangement 40 can be cooled and/or used for waste heat at the same time. The first circuit 10 and the second circuit 20 are connected in the same way as in the fourth operating mode. In this respect, reference is made to the description of the fourth operating mode. As a difference, the third pump 35 of the third circuit 30 is switched on in the fifth operating mode. The third circuit 30 is switched in the same way as in the winter operation of the third operating mode. In this regard, reference is made to the description of the third operating mode.

In a sixth operating mode of the in 1 The air conditioning arrangement 51 shown can advantageously be purely passive cooling of the electrical components of the electrical component arrangement 40 . The first circuit 10 and the second circuit 20 are switched off, ie the first pump 15 and the second pump 25 have no delivery capacity.

The third circuit 30 is switched in the same way as in the second operating mode, bypassing the cold side 77 of the Peltier heat pump 79 . In this respect, reference is made to the description of the second operating mode with regard to the third circuit 30 .

In a seventh operating mode of the in 1 Air conditioning arrangement 51 shown can be a preconditioning of the high-voltage battery 49 during mains charging using a use of heat loss of the charger 47 in a winter mode. In this seventh operating mode, the first circuit 10 and the second circuit 20 are switched off, ie the first pump 15 and the second pump 25 with no delivery capacity. Starting from the third pump 35, the third circuit 30 returns via the eighth valve 8, the charger 47 of the electrical component arrangement 40, the fifth valve 5, the high-voltage battery 49, via the triple junction and finally via the seventh valve 7 switched to the third pump 35. For this purpose, the fifth valve 5 of the valve arrangement 91 of the electrical component arrangement 40 is open. The remaining valves, ie the third valve 3, the fourth valve 4 and the sixth valve 6 are closed in this seventh operating mode. It can be seen that advantageously the charging device 47 is first flowed through by the heat transport medium 57 . Waste heat absorbed in the process can advantageously be used for thermal conditioning of the high-voltage battery 49 in winter operation of the seventh operating mode. This can advantageously be useful during winter operation, that is to say at comparatively low temperatures in the surroundings 69 of the motor vehicle 55 .

At high temperatures, ie summer operation, passive cooling of the high-voltage battery 49 and the charging device 47 can advantageously take place in an eighth operating mode during mains charging operation. A corresponding heat dissipation can advantageously take place via the third heat exchanger 97 of the front-end heat exchanger 59 to the surroundings 69 of the motor vehicle 55 .

The first circuit 10 and the second circuit 20 are also in the eighth operating mode switched off. The third circuit 30 is starting from the third pump 35 via the eighth valve 8 via the charger 47 and downstream of this the sixth valve 6 and the charger 47 and the sixth valve 6 are connected in parallel via the fourth valve 4 and the high-voltage battery 49, switched back to the third pump 35 via the triple confluence point, via the seventh valve 7 and finally via the third heat exchanger 97 of the front-end heat exchanger 59 . The heat transport medium 57 is advantageously guided in parallel through the charging device 47 and the high-voltage battery 49 via the parallel branch 89 and the further parallel branch. A heat flow can therefore be dissipated both from the charger 47 and from the high-voltage battery 49 and dissipated by the third heat exchanger 97 of the front-end heat exchanger 59 via the ambient air flow 63 to the environment 69 of the motor vehicle 55 . For this purpose, the third valve 3 and the fifth valve 5 are closed. The other valves of the valve arrangement 91, ie the fourth valve 4 and the sixth valve 6 are open.

In a ninth operating mode, which can also be used advantageously in summer operation, the high-voltage battery 49 and the charger 47 can be actively cooled. In this case, the Peltier heat pump 79 is powered by the electrical energy 83 and can therefore pump a flow of heat into the first circuit 10 . For this purpose, the first circuit 10 is switched as in the first and second operating mode. In this respect, reference is made to the description of the first and second operating modes.

The third circuit 30 is switched identically to one switching position of the eighth valve 8 as in the eighth operating mode. In this respect, reference is made to the description of the eighth operating mode. The only difference is that the third circuit 30 is routed via the cold side 77 of the Peltier heat pump 79 so that active cooling can take place. Specifically, the third circuit 30 is, starting from the third pump 35 via the eighth valve 8, the cold side 77 of the Peltier heat pump 79, the electrical component arrangement 40 as described above, the seventh valve 7, the third heat exchanger 97 of the front-end heat exchanger 59 and finally switched back to the third pump 35 by this.

In the 1 The air conditioning arrangement 51 shown has a total of eight valves, namely the first valve 1, the second valve 2, the third valve 3, the fourth valve 4, the fifth valve 5, the sixth valve 6, the seventh valve 7 and the eighth valve 8. This results in a total of 256 theoretical switching states. The description of the operating modes 1 - 9 described above is therefore an example. The switching states resulting from the total of 8 valves, each of which has two switching positions, are also part of the invention, it being possible in particular for combinations of the described operating states 1-9 to be combined to form new exemplary embodiments. The air-conditioning arrangement 51 can advantageously be adapted to a wide variety of requirements by means of corresponding switching positions of the valves 1-8. This can advantageously be done actively or passively, ie with the Peltier heat pump 79 being supplied with electrical energy 83 or not. The Peltier heat pump 79 is advantageously provided as the only heat and cold source. The air-conditioning arrangement 51 advantageously does not require any other heat sources, such as an electrical PTC auxiliary heater or the like. In the 1 The air conditioning arrangement 51 shown is therefore designed without an additional heater.

In addition, the in 1 The air conditioning arrangement 51 shown does not have an air conditioning compressor, so it is designed without an air conditioning compressor.

2 shows another air conditioning arrangement 51 similar to that in FIG 1 shown air conditioning arrangement 51. in the following only the differences will be discussed. In difference, the in 2 The air conditioning arrangement 51 shown has only seven valves, namely the first to seventh valves 1-7. Instead of the eighth valve 8, the air conditioning arrangement 51 according to FIG 2 a water-water heat exchanger 99, by means of which a heat flow between the third circuit 30 and the second circuit 20 can be exchanged. More precisely, heat transferred from the electronic component arrangement 40 to the heat transport medium 57 of the third circuit 30 can be transferred to the heat transport medium 57 of the second circuit 20 in the form of a fifth heat flow 101 by means of the water-water heat exchanger 99 .

The first circuit 10, the second circuit 20 and the third circuit 30 can also advantageously be activated separately. As a further difference, the second circuit 20 and the third circuit 30 are completely separate from one another on the fluid side, so that they can alternatively also be operated using different heat transport media 57 . In contrast, the second circuit 20 and the third circuit 30 are not associated with one another on the fluid side and thermally, but only thermally associated with one another by means of the water-water heat exchanger 99, via which the fifth heat flow 101 can be conducted. The fifth heat flow 101 is also driven passively by means of a heat gradient between the third circuit 30 and the second circuit 20 . The third circuit 30, which has the electrical component arrangement 40 can be coupled to the Peltier heat pump 79 for waste heat utilization and/or for active cooling of the electrical components. This interconnection has the advantage that a mass flow of the heat transport medium 57 can be set independently via the electrical components or the electrical component arrangement 40, which is advantageous in terms of operational reliability. Furthermore, there is a comparatively short line length and thus a comparatively low pressure loss, with the second pump 25 and the third pump 35 being able to be dimensioned comparatively small.

In the 2 The air conditioning arrangement 51 shown has a total of seven valves, which can each assume two switching positions. This results in a total of 128 operating modes, four of which are described in more detail below as examples.

In a first operating mode, which can be used to cool the interior 71 and the electrical components of the electrical component arrangement 40 in summer operation, the first circuit 10 runs from the first pump 15 via the first valve 1, the first heat exchanger 93 of the front end heat exchanger 59, via the warm side 75 of the Peltier heat pump 79, finally back to the first pump 15. The second circuit 20 runs from the second pump 25 via the second valve 2, the cooling heat exchanger 65, the water-water heat exchanger 99 and finally back to the second pump 25 via the cold side 77 of the Peltier heat pump 79 .

The third circuit 30 runs from the third pump 35 via the third valve 3, the DC-DC converter 41, the power electronics 43, the electric motor 45, the seventh valve 7, the third heat exchanger 97 of the front-end heat exchanger 59 and finally via the water-water heat exchanger 99 back to the third pump 35. Advantageously, the cold provided by the Peltier heat pump 79 can be used on the one hand via the water-water heat exchanger 99 to cool the electrical components and via the cooling heat exchanger 65 to cool the interior 71.

In a second operating mode, the air conditioning arrangement 51 can be used in winter operation for heating the interior 71 with waste heat utilization from the electrical component arrangement 40 . The first circuit 10 runs from the first pump 15 via the first valve 1, the heating system heat exchanger 85 and finally via the hot side 75 of the Peltier heat pump 79 back to the first pump 15.

The cooling heat exchanger 65 and the heating heat exchanger 85 are part of an air conditioning unit assigned to the interior 71 of the motor vehicle 55 . The air conditioner can have a separate fan to drive the interior air flow 73 . In addition, the air conditioner can have an air recirculation flap, by means of which the interior air flow 73 can be sucked in from the interior 71 or from the environment 69 as desired. In any case, the interior air flow 73 for air conditioning the interior opens into the interior 71.

In the second operating mode, the second circuit 20 runs from the second pump 25 via the second valve 2, the second heat exchanger 95 of the front-end heat exchanger 59, via the cooling heat exchanger 65 of the air conditioning unit, via the water-water heat exchanger 99 and finally via the Cold side 77 of the Peltier heat pump 79 back to the second pump 25.

The third circuit 30 runs from the third pump 35 via the third valve 3 of the valve assembly 91 of the electrical component assembly 40, the DC-DC converter 41, the power electronics 43, the electric motor 45, the seventh valve 7 and finally via the water -water heat exchanger 99 back to the third pump 35.

A third operating mode of the in 2 The air conditioning arrangement 51 shown can be used to dehumidify the interior 71 in the reheat mode and to cool or use waste heat from the electrical components by means of the electrical component arrangement 40 . The first circuit 10 is switched as in the second operating mode. In this respect, reference is made to the description of the second operating mode.

The second circuit 20 is switched in the third operating mode as in the first operating mode. In this respect, reference is made to the description of the first operating mode.

The third circuit 30 is switched in the third operating mode as in the second operating mode. In this respect, reference is made to the description of the second operating mode. Advantageously, a temperature difference between the cooling heat exchanger 65 and the heating heat exchanger 85 can be adjusted by means of the Peltier heat pump 79, so that the advantageous dehumidification of the interior air flow 73 occurs. Cooling or utilization of waste heat can also be advantageous Electrical components take place. A corresponding flow of heat can be transferred via the water-water heat exchanger 99 .

In a fourth mode of operation in 2 Air conditioning arrangement 51 shown, the high-voltage battery 49 can be preconditioned during mains charging operation using heat loss from the charger 47 . The fourth operating mode can be used for winter operation, that is to say for low temperatures in the environment 69 of motor vehicle 55 .

In the fourth operating mode, the first circuit 10 and the second circuit 20 are switched off, ie the first pump 15 and the second pump 25 without delivery capacity.

The third circuit 30 is switched as in the seventh operating mode in FIG 1 air conditioning arrangement 51 shown. In this respect, with regard to the switching position of the third circuit 30, reference is made to the description of the seventh operating mode in 1 shown air conditioning arrangement 51 referenced. Waste heat from the charger 47 can advantageously be used to precondition the high-voltage battery 49 .

3 shows another embodiment of an air conditioning system 51 of a motor vehicle 55 with an electric drive 53. The in 3 The air conditioning arrangement 51 shown is similar to that in FIGS 1 and 2 Air conditioning arrangement 51 shown constructed. Only the differences are discussed below.

In contrast to the representation according to the 1 and 2 has the air conditioning arrangement 51 according to 3 only a first circuit 10 and a second circuit 20 driven by a first pump 15 and a second pump 25. The third circuit 30 and the third pump 35 can advantageously be dispensed with. In order nevertheless to optionally supply the electrical component arrangement 40 with the heat transport medium 57, the air conditioning arrangement 51 according to FIG 3 a tenth valve 100 on. The tenth valve 100 is connected in the second circuit 20 downstream of the cooling heat exchanger 65 . In a first switching position, which is in 3 is shown, the cold side 77 of the Peltier heat pump 79 is connected downstream of the tenth valve 100 . In a second switching position, the tenth valve 100 is followed by the electrical component arrangement 40 .

In addition, the air conditioning arrangement 51 according to 3 advantageously a simplified front-end heat exchanger 59. The front-end heat exchanger 59 according to 3 namely has only the first heat exchanger 93 and the second heat exchanger 95 . The third heat exchanger 97 can advantageously be dispensed with. To achieve this, the air conditioning arrangement 51 according to 3 a ninth valve 9 on. The ninth valve 9 is connected downstream of the second heat exchanger 95 of the front-end heat exchanger 59 and is part of the second circuit 20. In a first switching position of the ninth valve 9, which is in 3 is shown, the ninth valve 9 is followed by the cooling heat exchanger 65 . In a second switching position, the ninth valve 9 is followed by the warm side 75 of the Peltier heat pump 79 . The Peltier heat pump 79 carries the heat transport medium 57 twice, ie the first circuit 10 and the second circuit 20, and can also be referred to as a Peltier water-water heat exchanger.

The first valve 1, the second valve 2, the ninth valve 9 and the tenth valve 100 are each designed as a spring-loaded, electromagnetically actuated 3/2-way valve.

Advantageously, by connecting the second heat exchanger 95 of the front-end heat exchanger 59 by means of the ninth valve 9, this can be used for a wide variety of operating states, so that another, for example the third, heat exchanger 97 can be dispensed with. Any heat to be exchanged with the ambient air flow 63 can optionally be exchanged with a wide variety of components of the second circuit 20, in particular with the Peltier heat pump 79, the cooling heat exchanger 65 and/or the electrical component arrangement 40.

In the 3 Air conditioning arrangement 51 shown has a total of nine valves, namely the first to seventh valve 1-7 and the ninth valve 9 and the tenth valve 100. These each have two switching positions, resulting in a total of 512 different switching states. These 512 switching states are part of the invention, with 7 particularly preferred operating states being explained in more detail below.

In a first operating state, the first circuit 10 is switched as in the first operating mode in 2 shown air conditioning arrangement 51. In this respect, the first operating state in 3 air conditioning arrangement 51 shown with respect to the first circuit 10 to the description of the first circuit 10 of the first operating mode in 2 shown air conditioning arrangement 51 referenced.

In the first operating state of the in 3 Air conditioning arrangement 51 shown is the second circuit 20 starting from the second pump 25 via the second valve 2, the cooling heat exchanger 65, the tenth valve 100 and finally back to the second pump 25 via the cold side 77 of the Peltier heat pump 79. This first operating state can advantageously be used for cooling the interior 71 of the motor vehicle 55 . Advantageously, the second heat flow 67 can be extracted from the interior air flow 73 , which in turn can be pumped as the third heat flow 81 by means of the Peltier heat pump 79 from the cold side 77 to the warm side 75 . By means of the first circuit 10, this can then be given off in the form of the first heat flow 61 to the ambient air flow 63 and thus to the surroundings 69 of the motor vehicle 55.

In a second operating state of the in 3 The air conditioning arrangement 51 shown can be used to cool the electrical components by means of the electrical component arrangement 40 and to cool the interior 71 . The first circuit 10 is switched as in the first operating state. In this respect, reference is made to the description of the first operating state.

In the second operating state, the second circuit 20 runs from the second pump 25 via the second valve 2, via the cooling heat exchanger 65, via the tenth valve 100, in all three parallel branches via the electrical component arrangement 40, via the seventh valve 7 the second heat exchanger 95 of the front-end heat exchanger 59, via the ninth valve 9 and finally via the cold side 77 of the Peltier heat pump 79 back to the second pump 25. Advantageously, the interior 71 and the electrical components can be cooled in a series connection. The heat transport medium 57 flowing out of the cooling heat exchanger 65 while still comparatively cool can advantageously also be used to cool the electrical components by means of the electrical component arrangement 40 . After this double temperature increase, heat can be dissipated to the ambient air flow 63 . The heat transport medium that has been pre-cooled in this way can then advantageously be brought back to a low temperature level required for cooling the interior 71 via the cold side 77 of the Peltier heat pump 79 .

In a third operating state, the in 3 The air conditioning arrangement 51 shown can be used for dehumidifying the interior 71 . In this third operating state, the second circuit 20 is connected in the same way as in the first operating state. In this respect, reference is made to the description of the first operating state.

The first circuit 10 is connected as in the first operating mode in 1 shown air conditioning arrangement 51. In this respect, with respect to the third operating state in 3 shown air conditioning arrangement 51 with respect to the switching state of the first circuit 10 to the description of the first operating state in 1 shown air conditioning arrangement 51 referenced.

Advantageously, the interior 71 of the motor vehicle 55 can be dehumidified as described above.

A fourth operating state can equally be used for dehumidifying the interior 71 with simultaneous cooling or use of waste heat from the electrical components by means of the electrical component arrangement 40 . The first circuit 10 is switched in the same way as in the third operating state. In this respect, reference is made to the description of the first circuit 10 in the third operating state in 3 shown air conditioning arrangement 51 referenced.

In the fourth operating state, the second circuit 20 runs from the second pump 25 via the cooling heat exchanger 65, via the tenth valve 100, via the electrical component arrangement 40, via the seventh valve 7 and finally via the cold side 77 of the Peltier heat pump 79 to the second pump 25.

In a fifth operating state, the interior 71 can be heated, in particular by means of ambient heat. In this case, the first circuit 10 is switched as in the third and fourth operating state. In this respect, reference is made to the description of the third and fourth operating states. The second circuit 20 runs from the second pump 25 via the second valve 2, the second heat exchanger 95 of the front-end heat exchanger 59, the ninth valve 9, the cooling heat exchanger 65, the tenth valve 100 and finally via the cold side 77 of the Peltier heat pump 79 back to the second pump 25.

In a sixth operating state, the in 3 The air conditioning arrangement 51 shown can be used for heating the interior 71 with ambient heat and using waste heat from the electrical components. In this sixth operating state, the first circuit 10 is switched in the same way as in the third operating state. In this respect, reference is made to the description of the third operating state.

In the sixth operating state, the second circuit 20 runs from the second pump 25 via the second valve 2, the second heat exchanger 95 of the front-end heat exchanger 59, the cooling heat exchanger 65, the tenth valve 100, the electrical component arrangement 40, the seventh valve 7, and finally back to the second pump 25 via the cold side 77 of the Peltier heat pump 79. Ambient heat can advantageously be absorbed for heating the Peltier heat pump 79 by means of the second heat exchanger 95 and by means of the cooling heat exchanger 65. This can advantageously be pumped into the first circuit 10 by means of the Peltier heat pump 79 in order to heat the interior by means of the heating heat exchanger 85 .

In a seventh operating state, the in 3 Air conditioning arrangement 51 shown can be used for active conditioning of the electrical components during a mains charging phase. Alternatively, it is also possible to heat the electrical components. Alternatively, a preconditioning of the interior 71 is also conceivable.

In this seventh operating state, the first circuit 10 is routed from the first pump 15 via the first valve 1, the first heat exchanger 93 of the front-end heat exchanger 59 and finally via the warm side 75 of the Peltier heat pump 79 back to the first pump 15. Depending on an ambient temperature level of the surroundings 69 of the motor vehicle 55, the switching position of the first valve 1 can be changed if necessary.

In the seventh operating state, the second circuit 20 is switched in the same way as in the fourth operating state. In this respect, reference is made to the description of the fourth operating state.

If necessary, in deviation from this, the seventh valve 7 can be switched over depending on an ambient temperature level, so that the second heat exchanger 95 of the front-end heat exchanger 59 is switched into the second circuit 20 .

Advantageously, the in 3 Air conditioning arrangement shown 51 as well as in the 1 and 2 The air conditioning arrangement 51 shown can be used for separately conditioning the charger 47 and the high-voltage battery 49 . Advantageously, parallel branch 89 can be used to switch charger 47 out of second circuit 20 while motor vehicle 55 is driving, so that pressure losses due to charger 47 during driving can be eliminated, since charger 47 is only operated during mains charging and accordingly only needs to be thermally conditioned during this time.

Is advantageous in the air conditioning arrangement 51 according to 3 the ninth valve 9 is provided, which is designed as a 3/2-way valve. As a result, the front-end heat exchanger 59 can advantageously be constructed in a particularly simple manner, namely only by means of the first heat exchanger 93 and second heat exchanger 95. The second circuit 20 therefore advantageously has only the second heat exchanger 95, since in all operating states, if necessary, by means of a corresponding switching position of the ninth Valve 9, the second heat exchanger 95 can be used to exchange heat with the environment 69.

4 shows another embodiment of an air conditioning arrangement 51 similar to that in FIGS 1 - 3 shown air conditioning arrangement 51. In the following, only the differences are discussed. In contrast to the representation according to 3 the front-end heat exchanger 59 has the first heat exchanger 93 , the second heat exchanger 95 and the third heat exchanger 97 . Advantageously, the in 3 shown ninth valve 9 are dispensed with. In the following, only the other differences will be discussed.

In the 4 The air conditioning arrangement 51 shown has a total of seven valves, namely the first valve 1, the second valve 2, the fourth valve 4, the fifth valve 5, the sixth valve 6, the seventh valve 7 and the tenth valve 100. In addition to the ninth valve 9 can according to the illustration in 4 advantageously also the third valve 3 of the electrical component arrangement 40 can be dispensed with. This advantageously has a simplified structure, with the charger not in the 1 - 3 shown parallel branch 89, but in series with the power electronics 43, the DC-DC converter 41 and the electric motor 45. The seven valves result in a total of 128 switching states, which are part of the invention.

Another difference is that the first valve 1 of the first circuit 10 is not downstream of the first pump 15 . According to the presentation of 4 the first valve 1 is connected downstream of the third heat exchanger 97 of the front-end heat exchanger 59 . However, the first valve 1 fulfills the same function at this point, so that the first circuit 10 as shown in FIG 4 can also be routed either via the front-end heat exchanger 59 or the heating heat exchanger 85. According to the individual operating states, the different switching positions of the seven valves and also the description of the air conditioning arrangements 51 according to the 1 - 3 referred.

According to the presentation of 4 the air conditioning arrangement 51 also has the two circuits, namely the first circuit 10 and the second circuit 20, which are each coupled to the Peltier heat pump 79.

In summer operation, the second circuit 20 functions as a cooling circuit for the interior 71 and the electrical components, and in winter operation as a circuit for absorbing ambient heat from the environment 69 or for absorbing waste heat from the electrical components.

The second circuit 20 is therefore always the colder of the two circuits. In this second circuit 20, the Peltier heat pump 79 is used to generate a temperature level on the heat exchangers of the front-end heat exchanger 59 and the air conditioning unit, with which heat can be extracted from the Environment 69 and can be accommodated by the electrical components or the interior 71 can be cooled and dehumidified. The components connected to the second circuit 20 are arranged according to the temperature level to be expected. In winter operation, as much heat as possible from the environment 69 is absorbed at the front-end heat exchanger 59 . An outlet temperature of the heat transport medium 57 at an outlet of the Peltier heat pump 79 or at an inlet of the front-end heat exchanger 59 is therefore advantageously below a temperature level of the environment 69.

Flow then flows through the cooling heat exchanger 65 .

The purpose of this is to achieve the highest possible recirculation rate through permanent dehumidification.

Due to the low temperature level, the air humidity condenses out of a mixture of circulating air and fresh air at the cooling heat exchanger 65 . In this case, a latent heat output is advantageously also used by condensing out the humidity. For pure dehumidification operation, the front-end heat exchanger 59 can be decoupled using the second valve 2 of the second circuit 20 . As a result, a lower temperature level is generated at the cooling heat exchanger 65 than with the front-end heat exchanger 59 connected upstream, and it can be dehumidified to a greater extent. During winter operation, the available waste heat can also be used on the electrical components for heat pump operation.

In summer operation, the third heat exchanger 97 in the second circuit 20 is decoupled in the direction of flow with the aid of the seventh valve 7, which is designed as a switching valve. The interior 71 is thermally conditioned via the cooling heat exchanger 65 . The electrical components are then flowed through and cooled. As soon as the temperature of the heat transport medium 57 downstream of the electrical components is above the ambient temperature, the heat absorbed in the process is first given off as well as possible to the front-end heat exchanger 59 downstream of the electrical components. Accordingly, the seventh valve 7 can be switched. The low temperature level for conditioning the interior 71 is then generated in turn via the Peltier heat pump 79 .

In the first circuit 10, heat is given off to the environment 69 during summer operation, and the heat output is brought into the interior 71 via the heating heat exchanger 85 during winter operation.

In the given circuit, the control parameters are an output of the Peltier heat pump 79, a respective mass flow in the circuits and air mass flows of the interior air flow 73 and the ambient air flow 63 as well as corresponding fan speeds and/or flap positions, for example radiator grille slats, circulating air flaps and the flaps and/or flaps connected upstream of the heating heat exchanger 85 or similar available.

For regulation and / or control in the 1 - 4 Regulating and/or control device, not shown in detail, for controlling the valves 1-10, the pumps 15, 25, 35 and the electrical energy 83 as well as the fan of the front-end heat exchanger 59 and the air conditioner can be provided.

5 shows a detailed view of the in 4 Electrical component assembly 40 shown. The electrical component assembly 40 as shown in FIG 5 has a total of four 2/2-way valves or switching valves, namely a fourth valve 4, a fifth valve 5, a sixth valve 6 and a seventh valve 7. This results in a total of 16 switching states that are part of the invention. Five of the switching states according to the invention are described in more detail below by way of example.

In a first variant, the fourth valve 4 is closed, the fifth valve 5 is open, the sixth valve 6 is closed and the seventh valve 7, which is designed as a 3/2-way valve, is switched in the direction of the cold side 77 of the Peltier heat pump 79. This first variant can advantageously be used for charging operation at low temperatures, with thermal conditioning of the high-voltage battery 49 advantageously being able to take place using waste heat from the charging device 47 .

In a second variant, the fourth valve 4 is open, the fifth valve 5 is closed, the sixth valve 6 is open and the seventh valve 7 is switched in the direction of the third heat exchanger 97 of the front-end heat exchanger 59 . This second variant can advantageously be used for charging at high temperatures and/or for cooling the charging device 47 and the high-voltage battery 49 .

In a third variant, the fourth valve 4 is open, the fifth valve 5 is closed, the sixth valve 6 is closed and the seventh valve 7 is switched in the direction of the cold side 77 of the Peltier heat pump 79 .

This third variant can advantageously be used for starting operation in winter and/or for heat pump operation with thermal conditioning of the high-voltage battery 49 after charging.

In a fourth variant, the fourth valve 4 is closed, the fifth valve 5 is closed, the sixth valve 6 is open and the seventh valve 7 is switched in the direction of the third heat exchanger 97 of the front-end heat exchanger 59 . This fourth variant can advantageously be used for continuous driving in summer and/or for cooling operation of the electric motor 45, the DC-DC converter 41 and the power electronics 43.

In a fifth variant, the fourth valve 4 is closed, the fifth valve 5 is closed, the sixth valve 6 is open and the seventh valve 7 is switched in the direction of the cold side 77 of the Peltier heat pump 79 . This switching state can advantageously be used for continuous driving in winter and/or heat pump operation using waste heat from the power electronics 43 , the DC-to-DC converter 41 and the electric motor 45 .

6 shows a detailed view of the in 3 shown electrical component arrangement 40. The in 6 The electrical component arrangement 40 shown has a total of five valves, namely four switching valves or 2/2-way valves and one 3/2-way switching valve. The valves are each designed as a spring-loaded, electromagnetically actuated switching valve. In detail, the in 6 illustrated electrical component arrangement 40, the third valve 3, the fourth valve 4, the fifth valve 5, the sixth valve 6 and the seventh valve 7 on. Accordingly, there are a total of 32 different switching states that are part of the invention. Of the 32 possible switching states according to the invention, seven variants are described in more detail below by way of example.

In a first variant, the third valve 3 is open, the fourth valve 4 is open, the fifth valve 5 is open, the sixth valve 6 is open and the seventh valve 7 is switched in the direction of the cold side 77 of the Peltier heat pump 79 . In this switching state of the first variant, the heat transport medium 57 advantageously flows through all three parallel branches of the electrical component arrangement 40, it being possible for all electrical components of the electrical component arrangement 40 to be thermally conditioned in the same way.

In a second variant, the third valve 3 is closed, the fourth valve 4 is closed, the fifth valve 5 is open, the sixth valve 6 is closed and the seventh valve 7 is switched in the direction of the cold side 77 of the Peltier heat pump 79 .

This second variant can advantageously be used for charging at low temperatures and/or thermal conditioning of the high-voltage battery 49 using waste heat from the charging device 47 . It can be seen that the heat transport medium 57 first flows through the charging device 47 and is heated there, so that the high-voltage battery 49 through which it then flows can be heated accordingly.

The power electronics 43, the DC-DC converter 41 and the electric motor 45 are not flown through because the third valve 3 is closed.

In a third variant, the third valve 3 is closed, the fourth valve 4 is open, the fifth valve 5 is closed, the sixth valve 6 is open and the seventh valve 7 is switched in the direction of the second heat exchanger 95 of the front-end heat exchanger 59 . This third variant can advantageously be used for charging at high temperatures, in which case the charging device 47 and the high-voltage battery 49 can advantageously be cooled. It can be seen that the charging device 47 and the high-voltage battery 49 can be flowed through in parallel, so that they can be cooled in the same way.

Due to the closed third valve 3, there is advantageously no flow through the power electronics 43, the DC/DC converter 41 and the electric motor 45, so that the entire volume flow of the heat transport medium 57 can be used to cool the charging device 47 and the high-voltage battery 49.

In a fourth variant, the third valve 3 is closed, the fourth valve 4 is closed, the fifth valve 5 is closed, the sixth valve 6 is closed and the seventh valve 7 is switched in the direction of the cold side 77 of the Peltier heat pump 79 .

This fourth variant can advantageously be used for starting operation in winter and/or heat pump operation with a thermally conditioned battery after charging operation. Advantageously only the high-voltage battery 49 is flowed through. The remaining parallel branches, in which the charging device 47 or the power electronics 43, the DC/DC converter 41 and the electric motor 45 are connected, do not have the heat transport medium 57 flowing through them.

In a fifth variant, the third valve 3 is open, the fourth valve 4 is closed, the fifth valve 5 is closed, the sixth valve 6 is closed and the seventh valve 7 is switched in the direction of the cold side 77 of the Peltier heat pump 79 . This fifth variant can advantageously be used for continuous driving in winter and/or heat pump operation using waste heat from power electronics 43 and/or direct current/direct current converter 41 and/or electric motor 45 . Advantageously, neither the charging device 47 nor the high-voltage battery 49 have a flow through them, so that they advantageously do not cause any resistance and also no unused flow through the heat transport medium 57 . Because the third valve 3 is open and the remaining valves 4, 5, 6 are closed, only the parallel branch of the power electronics 43, the direct current/direct current converter 41 and the electric motor 45 has flow through it.

In a sixth variant, the third valve 3 is open, the fourth valve 4 is open, the fifth valve 5 is closed, the sixth valve 6 is closed and the seventh valve 7 is switched in the direction of the cold side 77 of the Peltier heat pump 79 .

This sixth variant can advantageously be used for continuous driving in winter and/or heat pump operation using waste heat from the power electronics 43 , the DC/DC converter 41 , the electric motor 45 and the high-voltage battery 49 . Advantageously, only the parallel branch 89, in which the charging device 47 is connected, does not have a flow. The heat transport medium 57 can advantageously flow through the remaining electrical components in order to utilize the waste heat.

In a seventh variant, all the valves except for the seventh valve 7 are switched in the same way as in the fifth variant. The only difference is that the seventh valve 7 is switched in the direction of the second heat exchanger 95 of the front-end heat exchanger 59 . This seventh variant can advantageously be used for continuous driving in summer and/or for cooling operation of the electric motor 45, the DC/DC converter 41 and the power electronics 43. It can be seen that the charging device 47 and the high-voltage battery 49 are disconnected from the second circuit 20 or the electrical component arrangement 40, ie the heat transport medium 57 does not flow through them. Advantageously, this is only routed via the remaining branch in the direction of the second heat exchanger 95 of the front-end heat exchanger 59 for dissipating heat to the environment 69 .

The valves 1 to 10 can also be designed as 2/2 or 3/2-way proportional valves. As a result, particularly precise control or, in conjunction with measuring elements and a control device, regulation of the heat balance of motor vehicle 55 can advantageously take place, in particular heat flows 61, 67, 81, 87 and/or 101.

7 shows another embodiment, similar to that in FIG 1 shown, wherein the number of branches and valves is reduced, so that the air conditioning assembly 251 can be constructed more simply. Functional or structurally identical components are in accordance with the embodiment 7 with opposite the in 1 Components shown are each provided with reference numbers increased by 200.

The air conditioning arrangement 251 shown in turn has a first circuit 210, which is operated with a heat transport medium 257, with a first pump 215 providing for its circulation. In the flow direction of the first pump 215, the hot side 275 of a Peltier heat pump 279 is provided in the circuit 210 and, following this, there is a possibility of branching via two valves 300a, 300b designed as 2/2-way valves. Via the first branch and thus an open valve 300a, the heat transport medium 257 can be transported further through a front-end heat exchanger 259, in this case the first heat exchanger 293, and starting from this back to the first pump 215. The front-end heat exchanger is, as in the in 1 illustrated embodiment, can be flowed through by an ambient air flow 263 . A first heat flow 261 can be exchanged between the first heat exchanger 293 and the ambient air flow 263 .

The second branching possibility at the valve 300b leads the heat transport medium 257 via a heating heat exchanger 285, via which a fourth heat flow 287 is exchanged with the interior air flow 273. The heat transport medium 257 can then be returned to the suction area of the pump 215 .

The air conditioning arrangement 251 has analogous to that in 1 explained embodiment on a second circuit 220, which is operated by means of the heat transport medium 257 and a second pump 225. Alternatively or additionally, another heat transport medium can be provided. The heat transport medium 257 can be guided to the cold side 277 of the Peltier heat pump 279 via the second pump 225 . This is followed by a possibility of branching into three lines, which can each be opened or closed via a valve 302a, 302b, 302c designed as a 2/2-way valve.

A first branch through which the valve 302a can flow leads to a cooling heat exchanger 265 which is assigned to an interior 271 of the motor vehicle 255 . The interior air flow 273 leading into the interior 271 is generated by heat transfer of a second heat flow 267 with the cooling heat exchanger 265 . The heat transport medium 257 can be returned from the cooling heat exchanger 265 to the suction side of the second pump 225 .

A second branch of the circuit 220 can be routed towards an electrical component assembly 240 via the valve 302b. This branch leads into a line section which is also integrated into a third circuit 230 which is operated via a third pump 235 . Downstream of the valve 302b in the direction of flow of the heat transport medium 257 is a direct current/direct current converter 241, 241a which, as in the present case, is in two parts, for example for providing the voltage of two independent vehicle electrical systems, or in one part (not shown). Following this, power electronics 243 and an electric motor 245, in particular the drive motor of the motor vehicle, are provided. The heat transport medium 257 can be routed via a seventh valve 207, more precisely a 3/2-way valve, either via a second heat exchanger 295 of the front-end heat exchanger 259 or a bypass 303 surrounding it. Depending on the switching state of an eighth valve 208, also a 3/2-way valve, the heat transfer medium 257 is guided to the suction area of the second pump 225 of the second circuit 220 or to the suction area of the third pump 235 of the third circuit 230. In contrast to the first embodiment according to 1 the second heat exchanger 295 of the front-end heat exchanger 259 is therefore integrated both in the second 220 and in the third circuit 230. On a separate heat exchanger as in 1 marked with the reference number 97 can be omitted here.

A third branch of the circuit 220 is opened or closed via the 2/2 valve 302c, with the valve 302c following the high-voltage battery 249 and a charger 247 being part of the electrical component arrangement with the heat transport medium 257 can be supplied. The heat transport medium 257 is then fed back to the second pump 225 via the parallel branch 289 .

In the following, the operating modes according to the arrangement 7 analogous to 1 described, wherein in a first operating mode for active cooling of the interior 271 of the motor vehicle 255 and part of the electrical component arrangement 240, the valve 300a is opened and the valve 300b is closed, so that the heating system heat exchanger 285 is not flowed through by the heat transport medium 257. Rather, the heat transport medium 257 is guided via the open valve 300a in the first circuit 210 via the hot side 275 of the Peltier heat pump 279 to the front-end heat exchanger 259 and is cooled there by the first heat exchanger 293 via the first heat flow 261 by the ambient air flow 263. The amount of heat generated at the Peltier heat pump 279 on the hot side 275 is thus essentially dissipated to the surroundings 269 via the first heat exchanger 293 . After passing through the first heat exchanger 293, the heat transport medium 257 can be conveyed again via the first pump 215.

The heat transport medium 257 is cooled on the cold side 277 of the Peltier heat pump 279 via the second pump 225 in the second circuit 220 and then fed to the cooling heat exchanger 265 via the open valve 302b, with the interior air flow 273 cooled via the heat flow 267 being fed to the interior 271 can be. The DC/DC converters 241 241a, the power electronics 243 and the electric motor 245 can also be actively cooled via the open valve 302b. The valve 207 is set in such a way that the heat transport medium 257 flows back to the second pump 225 via the bypass 303 , bypassing the second heat exchanger 295 . The eighth valve 208 is then in a switching position that prevents the path to the third pump 235. The valve 303c is in the closed position, so that the charging device 247 and the high-voltage battery 249 are not supplied with the heat transport medium 257. Such an operating mode represents typical summer operation.

In a second operating mode, also a typical summer operating mode, it is possible to actively cool only the interior 271 and only passively cool the components of the electrical component arrangement 240 described above. The interior is cooled, as described for the first operating mode, using the cold side 277 of the Peltier Heat pump 279. Only the third circuit 230 is responsible for the passive cooling of the direct current/direct current converters 241, 241 a, the power electronics 243 and the electric motor 245. The third pump 235 supplies the heat transport medium 257 via the electrical components mentioned and with the appropriate switching position of the Valve 207 out over the second heat exchanger 295 of the front-end heat exchanger 259 and cooled by means of the ambient air flow 263. The heat transport medium 257 is then fed to the third pump 235 when the eighth valve 208 is in the appropriate switching position. The third circuit 230 is therefore separate from the second circuit 220 so that the cooling of the electrical component arrangement 240 takes place passively without switching on the Peltier heat pump 279 . The valve 302b is then closed - as is the valve 302c.

In the third operating mode, as in the exemplary embodiment 1 , heating of the interior 271 with additional use of the waste heat from the electrical component arrangement 240. The first circuit 210 is switched in such a way that the first pump 215 transports the heat transport medium 257 via the warm side 275 of the Peltier heat pump 279 and the open valve 300b to the heating heat exchanger 285 leads. At this, the interior air flow 273 is heated via the fourth heat flow 287. The valve 300a is closed in the process. Any waste heat occurring at the direct current/direct current converters 241, 241a, the power electronics 243 and the electric motor 245 is fed to the cold side 277 of the Peltier heat pump 279 via the heat transport medium 257. For this purpose, the valves 302a and 302c are closed and the valve 302b is opened. Furthermore, the valve 207 is switched in such a way that the heat transport medium 257 bypasses the second heat exchanger 295 via the bypass 303 and the switching position of the eighth valve 208 is selected in such a way that the supply line to the second pump 225 is opened and the supply to the third pump 235, which is already is switched off, is prevented.

In the fourth operating mode, analogous to the embodiment according to 1 , a dehumidification of the interior 271 take place in the so-called reheat operation. Both the heating heat exchanger 285 and the cooling heat exchanger 265 can be actively included in the circuits of the Peltier heat pump 279 . For this purpose, the first pump 215 conveys the heat transport medium 257 via the hot side 275 of the Peltier heat pump 279 via the opened valve 300b to the heating system heat exchanger 285, at which the interior air flow 273, which is supplied to the interior, is heated via the fourth heat flow 287. The position of the valve 300a is regulated in such a way that a desired temperature can be set at the heating heat exchanger 285 by the proportion of the heat transport medium 257 routed to the front-end heat exchanger 259 . In the second circuit 220, the second pump 225 conveys the heat transport medium 257 via the cold side 277 of the Peltier heat pump 279 and the open valve 302a to the cooling heat exchanger 265, where the second heat flow 267 cools and, associated with this, dehumidifies the interior air flow 273. The third circuit 230 is shut down or the third pump 235 is switched off and separated from the second circuit 220 via the corresponding switching position of the eighth valve 208 . Furthermore, the valves 302b and 302c are closed.

In a fifth operating mode, cooling and/or waste heat utilization of the electrical component arrangement 240 takes place in addition to the reheat operation. The first circuit 210 is connected as in the fourth operating mode. The second circuit 220 is changed in that, in contrast to the fourth operating mode, valve 302b is also open in addition to valve 302a, so that direct current/direct current converters 241, 241a, power electronics 243 and electric motor 245 are supplied with heat transport medium 257 become. The switching position of the valve 207 is selected such that the bypass 303 flows through, bypassing the second heat exchanger 295 and is returned to the second pump 225 .

In a sixth operating mode, there is advantageously only purely passive cooling of the electrical component arrangement 240, using the third circuit 230 exclusively supplied and the valve 207 is switched in such a way that the bypass 303 is closed and the heat transport medium 257 is cooled at the second heat exchanger 295 with heat exchange with the ambient air flow 263 . The eighth (2/3-way) valve 208 is switched in such a way that the third circuit 230 is completely decoupled from the second circuit 220 and the heat transport medium 257 is returned to the third pump 235 . The first and second circuit 210, 220 are completely shut down, which means that the first and second pumps 215, 225 in particular are switched off. The Peltier heat pump 279 is also deactivated.

Active cooling of the charging device 247 and the high-voltage battery 249 in a seventh operating mode advantageously takes place during mains charging operation, particularly in summer operation. The second pump 225 transfers the heat transport medium 257 to the cold side 277 of the Peltier heat pump 279 in the second circuit 220 with the valve 302c open to absorb heat released when charging the high-voltage battery 249 to the high-voltage battery 249 and to the charger 247 . The first circuit 210 is as in the first mode of operation according to this embodiment 7 switched. The third circuit 230 and thus also the third pump 235 are shut down. Valves 302a and 302b are closed.

This in 7 The exemplary embodiment shown has a total of seven valves, of which two are 3/2-way valves and five are 2/2-way valves. This number can be further reduced by the valve 300b, particularly in the case of a so-called air-conditioning arrangement 251 that is regulated on the air side. In this embodiment, which is not shown, the heating heat exchanger 285 cannot be separated from the heat transport medium 257, so that it is constantly heated when the Peltier heat pump 279 is in operation 285 passing interior air flow 273, regulating temperature flap, the temperature of the interior air flow 273 entering the interior 271 can be adjusted.

In any case, the embodiment according to 7 or the above-described modified exemplary embodiment, which is not shown, compared to the exemplary embodiment 1 reduced number of valves and branching points, with the variety of possible operating states being only slightly reduced. In addition, the front-end heat exchanger 259 is only constructed in two parts.

Furthermore, in the event that the high-voltage battery 249 does not require liquid cooling, the parallel branch 289 with the valve 302c in the second circuit 220 can be omitted. The charger 247 can then be placed in the third circuit 230 in series with the other components such as DC-DC converters 241, 241a, power electronics 243 or electric motor 245.

Reference List

1

first valve

2

second valve

3

third valve

4

fourth valve

5

fifth valve

6

sixth valve

7, 207

seventh valve

8, 208

eighth valve

9

ninth valve

10, 210

first cycle

15, 215

first pump

20, 220

second cycle

25, 225

second pump

30, 230

third cycle

35, 235

third pump

40, 240

Electrical Components Arrangement

41, 241, 241a

DC-DC converter

43, 243

power electronics

45, 245

electric motor

47.247

charger

49, 249

high-voltage battery

51, 251

air conditioning arrangement

53, 253

electric drive

55, 255

motor vehicle

57.257

heat transport medium

59, 259

Front-end heat exchanger

61, 261

first heat flow

63, 263

ambient airflow

65, 265

cooling heat exchanger

67, 267

second heat flow

69, 269

Vicinity

71, 271

inner space

73, 273

indoor airflow

75.275

warm side

77.277

cold side

79, 279

Peltier heat pump

81, 281

third heat flow

83, 283

electrical power

85, 285

heating heat exchanger

87, 287

fourth heat flow

89, 289

parallel branch

91

valve assembly

93, 293

first heat exchanger

95, 295

second heat exchanger

97

third heat exchanger

99

water-water heat exchanger

100

tenth valve

101

fifth heat flow

300a, 300b

Valve

302a, 302b, 302c

Valve

303

bypass channel

Claims (21)

Air conditioning arrangement (51, 251) for the thermal conditioning of a motor vehicle (55, 255) having an electric drive (53, 253), with: - a first circuit operated with a heat transport medium (57, 257) and driven by a first pump (15, 215). (10, 210), - a second circuit (20, 220) operated with the heat transfer medium (57, 257) or another heat transfer medium and driven by a second pump (25, 225), - a second circuit (20, 220) connected to the first circuit (10, 210 ) connected front-end heat exchanger (59, 259), which has a first heat exchanger (93, 293) connected to the first circuit (10, 210), by means of which a first heat flow (61, 261) is transferred between one of an environment (69, 269) of the motor vehicle (55, 255) incoming ambient air flow (63, 263) and the heat transport medium (57, 257) of the first circuit (10, 210) can be transported passively, - a cooling heat exchanger ( 65, 265), by means of which a second heat flow (67, 267) flows between an interior (71, 271) of the motor vehicle (55, 255) that at least partially delimits the surroundings (69, 269) of the motor vehicle (55, 255). interior air flow (73, 273) and the heat transport medium (57, 257) or the further heat transport medium of the second circuit (20, 220) can be transported passively, - a warm side (75, 275) connected to the first circuit (10, 210) and Peltier heat pump (79, 279) connected into the second circuit (20, 220) and having a cold side (77, 277), by means of which a third heat flow (81, 281) is transferred from the heat transport medium (57, 257) or the further heat transport medium of the second Circuit (20, 220) can be actively transported into the heat transport medium (57, 257) of the first circuit (10, 210) while consuming electrical energy (83, 283), characterized in that in the second circuit (20, 220) a second heat exchanger (95, 295) of the front-end heat exchanger (59, 259) is connected. Air conditioning arrangement according to the preceding claim, characterized in that a heating heat exchanger (85, 285) is connected in the first circuit (10, 210), by means of which a fourth heat flow (87, 287) between the interior air flow (73, 273) and the heat transport medium (57, 257) or the further heat transport medium of the second circuit (20, 220) can be transported passively. Air conditioning arrangement according to the preceding claim, characterized in that the first circuit (10, 210) has a first valve or first valves (1, 300a, 300b) by means of which the heat transport medium (57, 257) of the first circuit (10, 210) can be routed either through the front-end heat exchanger (59, 259) or through the heating heat exchanger (85, 285). Air conditioning arrangement according to one of the preceding claims, characterized by an electrical component arrangement (40, 240), by means of the electrical components (41, 43, 45, 47, 49, 241, 241a, 243, 245, 247, 249) of the motor vehicle (55 , 255) can be tempered. Air conditioning arrangement according to the preceding claim, characterized in that the second circuit (20, 220) has the electrical component arrangement (40, 240). Air conditioning arrangement according to the preceding claim, characterized in that the second circuit (20) has one or more valves (100, 302b, 302c), by means of which the electrical component arrangement (40, 240) can be selectively separated from the rest of the second circuit (20, 220 ) is detachable. Air conditioning arrangement according to one of the preceding three claims, characterized in that the electrical component arrangement (40, 240) has a parallel branch (89, 289) into which a charger (47, 247) of the electrical components (41, 241, 43, 243 , 45, 245, 47, 247, 49, 249). Air conditioning arrangement according to the preceding claim, characterized in that the electrical component arrangement (40, 240) has a valve arrangement (91, 302c) by means of which the parallel branch (89, 289) can be separated from the remaining electrical component arrangement (40, 240). . Air conditioning arrangement according to one of the preceding five claims, characterized in that the electrical component arrangement (40, 240) is followed by a valve (7, 207) by means of which the front-end heat exchanger (59, 259) of the electrical component arrangement (40, 240 ) can optionally be switched afterwards or not. Air conditioning arrangement according to one of the preceding claims, characterized in that the front-end heat exchanger (59, 259) only has the first heat exchanger (93, 293) connected to the first circuit (10, 210) and the first heat exchanger (93, 293) connected to the second circuit (20, 220) connected second heat exchanger (95, 295). Air conditioning arrangement according to the preceding claim, characterized in that the second circuit (20) has a valve (9) by means of which either the cooling heat exchanger (65) can be connected downstream of the second heat exchanger (95) of the front-end heat exchanger (59) or interacts with the seventh valve (7) of the second circuit (20), the second heat exchanger (95) of the front-end heat exchanger (59) of the electrical component arrangement (40) can be connected downstream. Air conditioning arrangement according to one of the preceding Claims 1 - 4 , characterized by a third circuit (30, 230) which is operated with the heat transport medium (57, 257) or a third heat transport medium and is driven by a third pump (35, 235). Air conditioning arrangement according to the preceding claim as far as dependent on claim 4 , characterized in that the third circuit (30, 230) has the electrical component arrangement (40, 240). Air conditioning arrangement according to one of the preceding two claims, characterized in that a water-water heat exchanger (99) is connected between the second circuit (20) and the third circuit (30), by means of which a fifth heat flow (101) between the heat transport medium ( 57) or the further heat transport medium of the second circuit (20) and the heat transport medium (57) or the third heat transport medium of the third circuit (30) can be transported passively. Air conditioning arrangement according to one of the preceding Claims 12 or 13 , characterized in that the cold side (77, 277) of the Peltier heat pump (79, 279) is connected or at least can be connected to the second circuit (20, 220) and the third circuit (30, 230). Air conditioning arrangement according to one of the preceding Claims 12 , 13 or 15 , characterized in that the second circuit (20, 220) and the third circuit (30, 230) are connected in parallel. Air conditioning arrangement according to one of the preceding Claims 12 , 13 , 15 or 16 , characterized in that the second circuit (20, 220) and the third circuit (30, 230) can be operated with a common heat transport medium (57, 257). Air conditioning arrangement according to one of the preceding three claims, characterized in that the third circuit (30, 230) has a valve (8, 208) by means of which the third circuit (30, 230) either through the cold side (77, 277) of Peltier heat pump (79, 279) is feasible or not. Air conditioning arrangement according to one of the preceding two claims, characterized in that the third heat flow (81, 281) either only from the heat transport medium (57, 257) of the second circuit (20, 220) or from the common heat transport medium (57, 257) of the second circuit (20, 220) and the third circuit (30, 230) can be actively transported into the heat transport medium (57, 257) of the first circuit (10, 210). Method for thermal conditioning of a motor vehicle (55, 255) having an electric drive (53, 253) by means of an air conditioning arrangement (51, 251) according to one of the preceding claims, with: - operating a first circuit (10, 210) with one of a first pump (15, 215) driven heat transfer medium (57, 257), - operating a second circuit (20, 220) with the heat transfer medium (57, 257) or another heat transfer medium driven by a second pump (25, 225), - passive transport a first heat flow (61, 261) between an ambient air flow (63, 263) coming from an area (69, 269) of the motor vehicle (55, 255) and the heat transport medium (57, 257) of the first circuit (10, 210) by means of a in the first circuit (10, 210) connected first heat exchanger (93, 293) of a front-end heat exchanger (59, 259), - passive transport of a second heat flow (67, 267) between an area (69, 269) of the Motor vehicle (55, 255) at least partially delimiting the interior (71, 271) of the motor vehicle (55, 255) and the interior airflow (73, 273) and the heat transport medium (57, 257) or the further heat transport medium of the second circuit (20, 220) by means of a cooling heat exchanger (65, 265) connected to the second circuit (20, 220), - active transport of a third heat flow (81, 281) from the heat transport medium (57, 257) or the other Heat transport medium of the second circuit (20, 220) into the heat transport medium (57, 257) of the first circuit (10, 210) while consuming electrical energy (83, 283) by means of a warm side connected to the first circuit (10, 210). (75, 275) and having a cold side (77, 277) connected to the second circuit (20, 220) Peltier heat pump (79, 279), characterized by passive transport of the first heat flow (61, 261) between the ambient air flow (63 , 263) and the heat transport medium (57, 257) of the second circuit (20, 220) by means of a second heat exchanger (95, 295) of the front-end heat exchanger (59, 259) connected to the second circuit (20, 220). Motor vehicle (55, 255) with an air conditioning arrangement (51, 251) according to one of the preceding Claims 1 - 19 and/or set up, designed, constructed and/or equipped with software for performing a method according to the preceding claim.

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