DE102021213217A1 - Motor vehicle refrigerant circuit and method for conditioning a partially or fully electrically driven motor vehicle - Google Patents

Abstract

The invention relates to a method for conditioning a partially or fully electrically driven motor vehicle with an electric traction motor, through a motor vehicle refrigerant circuit, wherein refrigerant can be cooled or is cooled (II => III) by a condenser as a first heat exchanger, and downstream of it by a Evaporator is evaporated as a second heat exchanger refrigerant (IV / V => I), and the refrigerant circuit upstream of the evaporator includes a third heat exchanger, which can be operated as a condenser or is operated (IV => V).

Description

The invention relates to a motor vehicle refrigerant circuit for conditioning a partially or fully electrically driven motor vehicle. Furthermore, the invention relates to a method for conditioning a partially or fully electrically driven motor vehicle by means of a motor vehicle coolant circuit. Furthermore, the invention relates to a partially or fully electrically driven motor vehicle with an electric traction motor.

State of the art

Motor vehicles have numerous components that have to be conditioned (cooled, heated and/or humidified/dehumidified) during operation of a motor vehicle. Therefore, these components are integrated into a cooling system of the motor vehicle, which has further components such as at least one heater, at least one heat exchanger, at least one pump, at least one valve device, a coolant tank, etc. So e.g. B. the heat of a drive train, a battery, an inverter and / or other components of a partially or fully electrically driven motor vehicle can be released to the environment via a motor vehicle cooler.

task

Partially or fully electrically driven motor vehicles present the developers with new challenges in terms of the design of the motor vehicles. One of these fields is a multiple thermal management of such a motor vehicle such. B. thermal management of its drive train, thermal management of its battery, thermal management of its passenger compartment, etc. - It is an object of the invention to specify cooling including dehumidification of a passenger compartment and cooling of a battery for thermal management of a partially or fully electrically driven motor vehicle .

Disclosure of Invention

The object of the invention is by means of a motor vehicle refrigerant circuit for conditioning a partially or fully electrically driven motor vehicle, by a method for conditioning a partially or fully electrically driven motor vehicle by a motor vehicle refrigerant circuit, and by means of a partially or fully electrically driven motor vehicle with an electric traction motor solved. - Advantageous developments, additional features and / or advantages of the invention result from the dependent claims and the following description.

The invention is based on the following idea. A chiller, e.g. A battery chiller, for example, is a special heat exchanger that is thermally coupled to both a coolant circuit and a refrigerant circuit of a partially or fully electrically powered motor vehicle. This makes it possible to lower a temperature of a coolant in the motor vehicle coolant circuit using a refrigerant in the motor vehicle coolant circuit of a refrigeration system of the motor vehicle. The refrigeration system is preferably part of an air conditioning system of the motor vehicle, or vice versa.

When cooling is required, additional, indirect cooling of a traction battery of the motor vehicle and/or additional indirect cooling of components through which coolant flows, such as a drive of the motor vehicle, can be provided by the refrigeration system. For this purpose, the coolant flows through z. B. a coolant battery circuit the cooling plates of the battery. After the coolant in the battery has absorbed heat, the coolant in the chiller is essentially cooled back down to its original temperature. The temperature reduction in the chiller occurs through the evaporation of refrigerant, which circulates in the refrigerant circuit.

In the following, a valve device is a component (reduction, throttle, valve) or an assembly (throttle, valve, possibly with an actuator) for controlling and/or regulating a flow of a fluid, i. H. a liquid, a gas or a mixture thereof. The valve device can have a fully open position (no significant influence on the flow), at least a partially open position (a significant influence on the flow) and/or a fully closed position (no flow).

The motor vehicle refrigerant circuit according to the invention has a compressor for compressing (I => II) a refrigerant, downstream of which a condenser for cooling (first energy extraction, cooling: condensing and possibly supercooling, II => III) of refrigerant, downstream of which preferably a valve device for expanding (III => IV) of refrigerant, and downstream of it an evaporator for evaporating (refrigeration, IV / V => I) of refrigerant, wherein a third heat exchanger is set up in the refrigerant circuit between the condenser and the evaporator, by means of which between Refrigerant and heat from the environment can be exchanged and/or exchanged (in particular second energy extraction, cooling: condensing and possibly supercooling, IV => V).

The condenser and the evaporator are preferably set up in an air conditioning box of an air conditioning system of the motor vehicle, with respect an air flow that can flow through the air-conditioning box for tempering a passenger compartment of the motor vehicle, the evaporator is preferably set up upstream with respect to the condenser. - In the third ambient heat exchanger refrigerant z. B. due to a higher temperature than the environment in particular coolable, ie condensable and possibly supercooled, or is cooled, ie condensed and possibly supercooled, (IV => V).

The refrigerant circuit has two stages for possible energy extraction, with the first stage (II => III) being formed by the condenser and the second stage (IV => V) being formed by the third heat exchanger. The first stage (II => III) of the refrigerant circuit for energy extraction takes place through an idealized assumed isobaric condensation (possibly including subcooling) at a comparatively high temperature level, while the second stage (IV => V) of the refrigerant circuit for energy extraction is involved also takes place through an idealized assumed isobaric condensation (possibly including supercooling) at a comparatively low temperature level.

The coolant circuit can be integrated into a chiller, in particular a battery chiller, of a motor vehicle coolant circuit. The chiller or an evaporator of the chiller and the evaporator can be connected in series or in parallel. The refrigerant circuit can have two secondary refrigerant branches, with the first secondary refrigerant branch leading through the evaporator and the second secondary refrigerant branch leading through the chiller or its evaporator. i.e. the two secondary refrigerant branches are preferably connected in parallel.

The two secondary refrigerant branches are set up downstream of the third heat exchanger in the refrigerant circuit and can be controlled by means of a valve device on a main refrigerant circuit of the refrigerant circuit. i.e. the valve device branches the main refrigerant circuit downstream of the third heat exchanger into the two secondary refrigerant branches. Downstream of the chiller or its evaporator and downstream of the evaporator, the two secondary refrigerant branches are brought together again in a line which, e.g. B. via a collector back into the compressor. The compressor is preferably designed as an e-compressor.

In addition to the chiller, a battery, an inverter and/or a drive of the motor vehicle can be integrated into the coolant circuit. The coolant circuit can be divided or can be divided into a main coolant circuit with the drive and a coolant battery circuit with the battery. In this case, the main coolant circuit and the battery coolant circuit can be fluid-mechanically coupled to one another via a coolant valve.

The coolant valve can, for. B. as a 4-way valve, preferably with series functionality (common flow through all components integrated into the coolant circuit) and parallel functionality (parallel flow through a part of the components of the coolant circuit or one-sided flow through a part of the components of the coolant circuit). The main coolant circuit preferably has a main coolant pump and the coolant battery circuit has a battery coolant pump, so that the two circuits can be operated separately from one another. Both circuits can then be fluid-mechanically and thus thermally coupled by means of the coolant valve.

The coolant circuit or the main coolant circuit can have a coolant cooler bypass or no coolant cooler. In the second case, the temperature of the coolant circuit can be controlled, in particular cooled, via the chiller, in particular the battery chiller. In embodiments, the coolant circuit can be thermally coupled to the refrigerant circuit only via the chiller. Furthermore, the refrigerant circuit can be thermally coupled to the coolant circuit only via the chiller and a motor vehicle radiator. In addition to a coolant cooler, the third heat exchanger can be part of a motor vehicle cooler. Furthermore, the coolant circuit can be designed in such a way that a conditioning method according to the invention can be carried out and/or is carried out with it.

In the method according to the invention, refrigerant can be or is cooled by a condenser as a first heat exchanger (first energy extraction, cooling: condensing and possibly supercooling, II => III), and downstream of this refrigerant is evaporated by an evaporator as a second heat exchanger ( Cold generation, IV / V => I), the refrigerant circuit upstream of the evaporator includes a third heat exchanger, which can be operated or is operated as a condenser (second energy extraction, cooling: condensing and possibly supercooling, IV => V).

In this case, the condenser can essentially only be operated as a condenser if the temperature of an air flow flowing through it is to be tempered. The evaporator can essentially only be operated as an evaporator if an air flow flowing through it is to be tempered. The condenser and the evaporator are preferably of one Temperature-regulating air flow for the passenger compartment can be flown through in series and the temperature can be controlled, the evaporator upstream of the condenser z. B. are set up in an air conditioning box of the motor vehicle. In the event that the air flow is only to be cooled, the condenser for the air flow can be bypassed (flap, bypass, etc.). - And by the third heat exchanger as a condenser, according to the invention, refrigerant can be cooled or refrigerant is cooled.

The coolant circuit can be integrated into a chiller of a motor vehicle coolant circuit, which is essentially only operated when the coolant circuit requires temperature control, in particular cooling. The chiller or an evaporator of the chiller and the evaporator can be connected in series or in parallel. A battery, an inverter and/or a drive of the motor vehicle can be tempered, in particular cooled, or tempered, in particular cooled, by the chiller and the coolant circuit. The chiller can also be described as a battery chiller. The refrigerant circuit can have two secondary refrigerant branches, with the first secondary refrigerant branch leading through the evaporator and the second secondary refrigerant branch leading through the chiller or an evaporator of the chiller. i.e. the two secondary refrigerant branches are preferably connected in parallel.

To dehumidify a passenger compartment of the motor vehicle, the third heat exchanger in the refrigerant circuit can be operated as a condenser. In this case, refrigerant is cooled in the third heat exchanger due to a higher temperature level than the environment, i. H. condensed and possibly supercooled (IV => V). Furthermore, refrigerant originating from the third heat exchanger can be evaporated in the evaporator (V => I). This creates cold, which can be given off in the evaporator to the air flowing through the evaporator, which can be dehumidified as a result. Furthermore, refrigerant originating from the third heat exchanger can be evaporated (V=>I) in a/the battery chiller or an evaporator of the battery chiller. This creates cold that can be released in the battery chiller to a coolant flowing through the battery chiller, by means of which the battery in particular can be cooled.

When the condenser is operated as a condenser, the third heat exchanger can be used at comparatively low to medium ambient temperatures, e.g. B. Ambient temperatures of less than about 12°C-15°C, in particular less than about 10°C-12°C and preferably less than about 8°C-10°C - as a capacitor (IV => V) operated (e.g. dehumidification operation). This can also be used for higher ambient temperatures - e.g. B. Ambient temperatures higher than approx. 12°C-15°C - apply (preferably no more dehumidification operation). At comparatively high ambient temperatures - such. B. Ambient temperatures higher than about 20 ° C-23 ° C - is preferably an override of the condenser as an operated condenser, the third heat exchanger preferably the entire cooling, i. H. Condensation and, if necessary, supercooling of the refrigerant in the refrigerant circuit takes over. - The adverbs 'comparatively' relate the temperatures mentioned to each other.

To dehumidify a passenger compartment of the motor vehicle, a valve device can be opened upstream of the evaporator, with evaporating refrigerant entering the evaporator or evaporating there. The valve device can be designed as an expansion valve device or an expansion valve. As a result, moisture in an air flow passing through the evaporator can be separated at the evaporator and/or the air flow can be cooled. Furthermore, additionally or alternatively, when the air flow requires heat, the air flow can pass through the condenser downstream of the evaporator and be heated by it.

When dehumidifying and/or cooling the passenger compartment of the motor vehicle, a larger mass flow of refrigerant can pass through the chiller than through the evaporator. A ratio of the mass flows (chiller:evaporator) through the chiller to the evaporator can be approx.: 3:1, 4:1, 5:1, 6:1 or 7:1, up to approx.: 5:1, 6: 1, 7:1, 8:1, 10:1, 15:1, 20:1 or 25:1. The conditioning method can be carried out and/or can be carried out by means of a refrigerant circuit according to the invention.

For the refrigerant circuit or the conditioning process, the third heat exchanger can be designed as an ambient heat exchanger. In this case, the ambient heat exchanger can be designed as part of a motor vehicle radiator with a (front-end) fan and a coolant radiator. Furthermore, the condenser can be designed as an air conditioning condenser of an air conditioning system of the motor vehicle. Furthermore, the evaporator can be embodied as an air conditioning evaporator of/in the air conditioning system of the motor vehicle. Preferably, the condenser and the evaporator can be flowed through in series by an air flow to be temperature-controlled for the passenger compartment and can be temperature-controlled, with the evaporator being installed upstream of the condenser and preferably together with it, e.g. B. is set up in a climate box of an air conditioning system of the motor vehicle.

According to the invention, a cooling capacity to be dissipated at the battery chiller for cooling the battery and possibly the drive and other components of the motor vehicle can be increased compared to the prior art and the efficiency of the refrigerant circuit can be improved. Here z. B. be flowed through in dehumidification of the motor vehicle parallel to the evaporator of the battery chiller with refrigerant. In this case, a larger proportion of the total mass flow of the expanded and possibly partially supercooled refrigerant preferably flows through the battery chiller. It is particularly advantageous that at this operating point, in addition to cooling the battery, the drive and possibly other components of the motor vehicle can also be cooled and a coolant cooler can be dispensed with or it can be bypassed.

character list

The invention is explained in more detail below using exemplary embodiments with reference to the attached schematic drawing, which is not true to scale. In the invention, a feature can be positive, i. H. present, or negative, i. H. to be absent. In this specification, a negative feature is not explicitly explained as a feature unless emphasis is placed on its absence according to the invention. i.e. the invention actually made, and not an invention constructed by the prior art, is to omit this feature. The absence of a feature (negative feature) in an embodiment indicates that the feature is optional.

• die 1 und 2 jeweils ein Druck-Enthalpie-Diagramm (Log p-h R1234yf) des Kältemittels R1234yf mit einem darin eingezeichneten Kreisprozess gemäß dem Stand der Technik (1) und einem darin eingezeichneten beispielhaften Kreisprozess gemäß der Erfindung (2), und
• die 3 und 4 in vereinfachten Darstellungen jeweils eine Topologie eines erfindungsgemäßen Kühlsystems für ein teil- oder vollelektrisch angetriebenes Kraftfahrzeug mit einem Elektrotraktionsmotor, umfassend einen Kraftfahrzeug-Kältemittelkreislauf sowie einen Kraftfahrzeug-Kühlmittelkreislauf.

In the merely exemplary figures (Fig.) In the drawing show:

• the 1 and 2 a pressure-enthalpy diagram (log ph R1234yf) of the refrigerant R1234yf with a cycle process drawn in it according to the prior art ( 1 ) and an exemplary cyclic process drawn therein according to the invention ( 2 ), and
• the 3 and 4 in simplified representations, a topology of a cooling system according to the invention for a partially or fully electrically driven motor vehicle with an electric traction motor, comprising a motor vehicle coolant circuit and a motor vehicle coolant circuit.

Embodiments of the invention

The invention is based on a cycle (thermodynamic states: I => II => III => IV => I => ...) according to the prior art (following two paragraphs) and a cycle according to the invention (thermodynamic states I => II => III => IV => V=> I => ...) each for the refrigerant R1234yf, as well as on the basis of exemplary embodiments of two embodiments of exemplary cooling systems 1 & 2 for partially or fully electrically driven motor vehicles. Only those sections of the cooling systems 1 & 2 (respectively motor vehicle coolant circuit 1 and motor vehicle coolant circuit 2) are shown in the drawing which are necessary for an understanding of the invention. Although the invention is described and illustrated in detail by preferred embodiments, the invention is not limited by the disclosed embodiments. Other variations can be devised without departing from the scope of the invention.

The 1 shows an ideal closed left-hand cycle according to the prior art. - Here, a compressor draws in refrigerant R1234yf in thermodynamic state I (overheated gas at comparatively low pressure and low temperature), compresses it in thermodynamic state II (overheated gas at comparatively high pressure and high temperature) and conveys it in the refrigerant circuit. In thermodynamic state II, refrigerant flows into a condenser (first heat exchanger). In the condenser, the refrigerant is cooled to state 3 at constant pressure and initially over a "long stretch" of constant temperature, ie it is condensed and possibly supercooled (energy extraction; liquid, possibly supercooled).

The refrigerant is then brought into the thermodynamic state IV (wet vapor at comparatively low pressure and low temperature) by means of an isenthalpic expansion using an expansion device. Subsequently, the refrigerant evaporates (refrigeration) at constant pressure and initially over a "long stretch" of constant temperature in an evaporator (second heat exchanger) into thermodynamic state I (superheated gas at comparatively low pressure and low temperature). In the chronological sequence, the compressor draws in the refrigerant again in thermodynamic state I.

The invention now starts after the thermodynamic state IV (wet steam at comparatively low pressure and low temperature), i.e. after the isenthalpic expansion (III => IV) of the refrigerant (cf. 1 with 2). According to the invention, cf. 2 (also idealized representation), the refrigerant flows in the thermodynamic state IV in a (third) heat exchanger, where, z. B. due to a height At lower temperature levels on the refrigerant side, the refrigerant is further cooled to the thermodynamic state V at constant pressure and initially over a “long stretch” of constant temperature, ie condensed and possibly supercooled (energy extraction; liquid, possibly supercooled). After further energy extraction in the (third) heat exchanger, the refrigerant flows over at least one valve device, in particular at least one second expansion device or at least one second expansion valve, with at least one outlet into the evaporator and/or a chiller or an evaporator of a chiller. The refrigerant is then again in thermodynamic state I.

The 3 and 4 show two possible topologies of a cooling system 1 & 2 according to the invention with a (motor vehicle) coolant circuit 2 (coolant: usually water or water-glycol mixture) and a (motor vehicle) coolant circuit 1 according to the invention (refrigerant: usually R1234yf). - The coolant circuit 2 shown for both embodiments is essentially the same and has a coolant main circuit 2.1 and a coolant battery circuit 2.2. It is of course possible to construct or design the coolant circuit 2 differently than shown.

The coolant main circuit 2.1 can be fluid-mechanically and thus thermally coupled and decoupled with the coolant battery circuit 2.2 via a coolant valve 20 (main component of the circuit 2), with a partial coupling being possible if necessary, d. H. in a coupled state, not all of the coolant flows through both circuits 2.1, 2.2. The coolant valve 20 can, for. B. as a 4-way valve, preferably designed with series and parallel functionality. It is of course also possible to construct or design the main coolant circuit 2.1, the coolant battery circuit 2.2 and/or the coolant valve 20 differently than shown.

In the present case, the main coolant circuit 2.1 (and thus the coolant circuit 2) comprises as main components in particular: a main coolant pump 200 for conveying the coolant, the coolant valve 20, a bypass valve 205, a coolant cooler 201 and parallel thereto a coolant cooler bypass 204, preferably a cooling inverter 202 of the motor vehicle, and a motor vehicle drive (train) to be cooled 203; preferably in this order from upstream to downstream (see arrows). The coolant cooler 201 is preferably part of a motor vehicle cooler 30, (130), 201 with a (front-end) fan 30 of the motor vehicle. The fan 30 can preferably be operated with suction or is operated with suction.

Furthermore, the coolant-battery circuit 2.2 and thus the coolant circuit 2 includes as main components in particular: a battery coolant pump 210, a battery chiller 211, a battery heating element 212, a (traction) battery 213 and the coolant valve 20; preferably in this order from upstream to downstream (see arrows). The battery chiller 211 or an evaporator of the battery chiller 211 is thermally integrated into the refrigerant circuit 1 or a secondary refrigerant branch 1.2.2 of the refrigerant circuit 1 .

A refrigerant main circuit 1.1 and thus that of the two topologies shown includes in particular: a compressor 100 (idealized thermodynamic states of the refrigerant from I to II), in particular an e-compressor 100; a condenser 110 (thermodynamic states of the refrigerant from II to III), which is designed as a first heat exchanger 110 of the refrigerant circuit 1; a valve device 120 (idealized thermodynamic states of the refrigerant from III to IV), which can be used in particular as a controllable (actuator), adjustable (actuator) or unchangeable first valve device 120, e.g. B. an expansion valve (EEV), a throttle, etc. is formed; a heat exchanger 130 (idealized thermodynamic states of the refrigerant from IV to V), which is designed as a third heat exchanger 130 of the refrigerant circuit 1; and at least one valve device 140; 141, 142, which divides the main refrigerant circuit 1.1 into at least or exactly two secondary refrigerant branches 1.2.1, 1.2.2 and which are brought together again in front of a collector 160 of the main refrigerant circuit 1.1 (idealized thermodynamic state of the refrigerant: I).

The condenser 110 is preferably designed as an air conditioning condenser 110 and an evaporator 150 of the refrigerant circuit 1 (see below) is preferably designed as an air conditioning evaporator 150 of an air conditioning system of the motor vehicle. These two heat exchangers 110, 150 are preferably set up in an air conditioning box of the air conditioning system, with the air conditioning evaporator 150 preferably being set up upstream of the air conditioning condenser 110 with regard to a forced air flow for temperature control of a passenger compartment of the motor vehicle through the air conditioning box. Air downstream of the air conditioning condenser 110, an air heating element 112, z. B. a PTC element 112, an electric heater 112, etc. preferably be set up in the air conditioning box. The forced air flow can be generated by an air-conditioning fan 114, by means of which the air-conditioning evaporator 150 can preferably be operated as the first blowing or is operated by blowing.

The third heat exchanger 130 can be designed in particular as an ambient heat exchanger and preferably as part of a/the motor vehicle cooler 30, 130, (201) with a (front end) fan 30. The coolant cooler 201 can be missing in the motor vehicle cooler 30, 130 because it is designed differently or is not implemented in the motor vehicle. - The at least or exactly two secondary refrigerant branches 1.2.1, 1.2.2 are used to provide and deliver a cooling capacity of the refrigerant circuit 1 to the vehicle. Here, the cooling capacity z. B. on the one hand in the air conditioning system of the motor vehicle and on the other hand in a chiller, in particular the battery chiller 211. Other and/or additional refrigeration users can be used and/or can be supplied with refrigeration in an analogous manner, if necessary, by means of at least one third secondary refrigerant branch of the refrigerant circuit 1 or on the main refrigerant circuit 1.1.

The first refrigerant secondary branch 1.2.1 branches by means of the valve device 140 ( 3 ), or by means of a T-piece 143 (first outlet) on the main refrigerant circuit 1.1 and a valve device 141 downstream of its first outlet ( 4 ) from the main refrigerant circuit 1.1. And the second secondary refrigerant branch 1.2.2 also branches by means of the valve device 140 ( 3 ), or also by means of the T-piece 143 (second outlet) on the main refrigerant circuit 1.1 and a valve device 142 downstream of its second outlet ( 4 ) from the main refrigerant circuit 1.1. The respective valve device 140; 141, 142 can be used in particular as a controllable (actuator), regulatable (actuator) or unchangeable valve device 140; 141, 142, e.g. B. as an expansion valve (EEV), a throttle, etc. may be formed. The valve assembly 140 (only 3 ) must be able to split a refrigerant flow between the two secondary refrigerant branches 1.2.1, 1.2.2.

In the present case, the evaporator 150 (thermodynamic state of the refrigerant thereafter: I) is set up in the first secondary refrigerant branch 1.2.1, which is designed as a second heat exchanger 150 of the circuit 1, 1.2.1. And in the second secondary refrigerant branch 1.2.2, the battery chiller 211 or an evaporator of the battery chiller 211 (thermodynamic state of the refrigerant thereafter: I) is set up here, the latter also being used as a heat exchanger of circuit 1, 1.2.2 is trained. The passenger cell (air flow of the air conditioner) can be cooled directly via the air conditioner by means of the evaporator 150, and the battery 213 (via coolant in the coolant battery circuit 2.2) can be cooled indirectly by means of the battery chiller 211 or the evaporator of the battery chiller 211.

With the two illustrated and also other (z. B. other or additional side branch) topologies of the cooling system 1 & 2 with the refrigerant circuit 1 and the coolant circuit 2 are all based on the cyclic process 1 based temperature control strategies (cooling, heating and / or dehumidifying at least one component of the vehicle or the passenger compartment) can be implemented for a motor vehicle. Here it is possible with the topologies, the cycle process 1 to realize, ie to realize the isobaric condensation of the refrigerant from the thermodynamic state IV in the thermodynamic state V only partially or substantially omit. For this z. B. the valve device 120 is fully opened and the condenser 110 and the third heat exchanger 130 are connected directly in series, which then act as a single condenser 110 & 130.

Furthermore, with these topologies, a dehumidification operation of the passenger compartment and a parallel cooling of a component of the vehicle, in particular the battery 213, via the chiller 211, in particular the battery chiller 211, is possible. In such a dehumidifying operation, the valve device 140 in front of the evaporator 150 is opened and evaporating refrigerant cools and dehumidifies air flowing into the vehicle cabin. Here, the dehumidified air flowing through the air-conditioning box can be heated by the condenser 110 to a desired temperature.

In dehumidification mode or in another mode of operation of the cooling system 1 & 2 , refrigerant can flow through the chiller 211 parallel to the evaporator 150 . A significant proportion of the total mass flow of the expanded and preferably partially supercooled refrigerant preferably flows through the chiller 211. It is particularly advantageous here that, in addition to cooling the battery 213, other components in the coolant circuit 2 can also be cooled, so that a coolant cooler may be required 201 can be dispensed with in the vehicle. In addition or as an alternative, of course, other components, in particular drive components, can be analogous and cooled.

flows e.g. B. expanding refrigerant through the battery chiller 211, so that two cooling strategies can be pursued. On the one hand, only the battery 213 can be cooled in this way (coolant valve 20 separates the two circuits 2.1, 2.2 from one another, parallel functionality, not shown), with the battery coolant pump 210 being in operation. It is of course possible to integrate another component or a different component than the battery 213 into the coolant battery circuit 2.2. On the other hand, the inverter 202 and/or the drive (strain) 203 can also be cooled with it (coolant valve 20 connects the two circuits 2.1, 2.2 from one another, series functionality in which 3 and 4 shown), where preferably the main coolant pump 200 is in operation. The battery coolant pump 210 can be switched off or possibly also be in operation. It is of course possible to integrate another component into the main coolant circuit 2.1.

Claims (12)

Motor vehicle refrigerant circuit (1) for conditioning a partially or fully electrically driven motor vehicle with an electric traction motor, with a compressor (100) for compressing (I => II) a refrigerant, downstream of which a condenser (110) for cooling (II => III ) of refrigerant, downstream thereof preferably a valve device (120) for expanding (III => IV) of refrigerant, and downstream thereof an evaporator (150) for evaporation (IV / V => I) of refrigerant, characterized in that in the refrigerant circuit (1) a third heat exchanger (130) is set up between the condenser (110) and the evaporator (150), by means of which heat can be exchanged and/or is exchanged between the refrigerant and the environment (IV => V). Motor vehicle refrigerant circuit (1) according to the preceding claim, characterized in that the refrigerant circuit (1) has two stages for possible energy extraction, the first stage (II => III) from the condenser (110) and the second stage (IV => V) is formed by the third heat exchanger (130). Motor vehicle coolant circuit (1) according to one of the preceding claims, characterized in that : • the coolant circuit (1) is integrated into a chiller (211), in particular a battery chiller (211), of a motor vehicle coolant circuit (2), • the refrigerant circuit (1) has two secondary refrigerant branches (1.2.1, 1.2.2), the first secondary refrigerant branch (1.2.1) through the evaporator (150) and the second secondary refrigerant branch (1.2.2) through the chiller (211) and/or • the two secondary refrigerant branches (1.2.1, 1.2.2) can be controlled downstream of the third heat exchanger (130) by means of a valve device on a main refrigerant circuit (1.1) of the refrigerant circuit (1). Motor vehicle coolant circuit (1) according to one of the preceding claims, characterized in that: • in a / the coolant circuit (2) next to a / the chiller (211) a battery (213), an inverter (202) and / or a drive (203) of the motor vehicle are integrated, • the coolant circuit (2) is divided or can be divided into a main coolant circuit (2.1) with the drive (203) and a coolant battery circuit (2.2) with the battery (213), and/ or • the coolant circuit (2) or the main coolant circuit (2.1) has a coolant cooler bypass (204) or no coolant cooler (201). Motor vehicle coolant circuit (1) according to one of the preceding claims, characterized in that: • the coolant circuit (2) is thermally coupled to the coolant circuit (1) only via the chiller (211), • the coolant circuit (1) to the coolant circuit ( 2) is thermally coupled only via the chiller (211) and a motor vehicle radiator (30, 130, 201), • the third heat exchanger (130), in addition to a coolant radiator (201), is part of a motor vehicle radiator (30, 130, 201) and/or • the refrigerant circuit (1) is designed in such a way that a conditioning method according to one of the following claims can be carried out and/or is carried out. Method for conditioning a partially or fully electrically driven motor vehicle with an electric traction motor, by means of a motor vehicle refrigerant circuit (1), wherein refrigerant can be cooled or is cooled (II => III) by a condenser (110) as a first heat exchanger (110), and downstream thereof by an evaporator (150) as a second heat exchanger (150) refrigerant is evaporated (IV/V => I), characterized in that the refrigerant circuit (1) upstream of the evaporator (150) comprises a third heat exchanger (130). , which is operable or is operated as a capacitor (130) (IV => V). Conditioning method according to the preceding claim, characterized in that: • the refrigerant circuit (1) is integrated into a chiller (211) of a motor vehicle coolant circuit (2), which is essentially only operated when the coolant circuit (2) requires temperature control , In particular cooling, • by the chiller (211) and the coolant circuit (2) a battery (213), an inverter (202) and / or a drive (203) of the motor vehicle temperature controlled, in particular coolable, is or temperature controlled, in particular cooled, is, and / or • the refrigerant circuit (1) has two secondary refrigerant branches (1.2.1, 1.2.2), wherein the first secondary refrigerant branch (1.2.1) through the evaporator (150) and the second refrigerant Side branch (1.2.2) passes through the chiller (211). Conditioning method according to one of the preceding claims, characterized in that for dehumidifying a passenger compartment of the motor vehicle: • the third heat exchanger (130) in the refrigerant circuit (1) is operated as a condenser (130), • refrigerant coming from the third heat exchanger (130) in the evaporator ( 150) is evaporated (V => I), and/or • refrigerant originating from the third heat exchanger (130) is evaporated (V => I) in a/the battery chiller (211). Conditioning method according to one of the preceding claims, characterized in that for dehumidifying a passenger compartment of the motor vehicle: • a valve device (140, 141) upstream of the evaporator (150) is opened, with evaporating refrigerant entering the evaporator (150), • moisture of a den Evaporator (150) passing air flow is separated at the evaporator (150) and/or the air flow is cooled, and/or when the air flow requires heat, the air flow passes the condenser (110) downstream of the evaporator (150) and is heated by it. Conditioning method according to one of the preceding claims, characterized in that : • when dehumidifying and/or cooling the passenger compartment of the motor vehicle, a larger mass flow of refrigerant passes through the chiller (211) than through the evaporator (150), • a ratio of the mass flows through the chiller ( 211) to the evaporator (150) approx.: 3:1, 4:1, 5:1, 6:1 or 7:1, to approx.: 5:1, 6:1, 7:1, 8:1 , 10:1, 15:1, 20:1 or 25:1, and/or • the conditioning method can be carried out and/or is carried out by means of a refrigerant circuit (1) which is designed according to one of the preceding claims. Motor vehicle refrigerant circuit (1) or conditioning method according to one of the preceding claims, characterized in that : • the third heat exchanger (130) is designed as an ambient heat exchanger (130), • the condenser (110) as an air conditioning condenser (110 ) an air conditioning system of the motor vehicle is formed, and / or • the evaporator (150) is formed as an air conditioning evaporator (150) of an air conditioning system of the motor vehicle. Partially or fully electrically driven motor vehicle with an electric traction motor, the motor vehicle having a motor vehicle coolant circuit (1), characterized in that the coolant circuit (1) is/are designed according to one of the preceding claims, and/or a method according to the motor vehicle one of the preceding claims can be carried out.

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