DE102022117844A1 - Motor vehicle having temperature control device - Google Patents

Abstract

The invention relates to a motor vehicle (10) having a first component (1) to be tempered and a second component (2) to be tempered. The motor vehicle (10) has a temperature control device (4). The temperature control device (4) has a first fluid circuit (6) with a first tube bundle heat exchanger (7) and a second fluid circuit (8) with a second tube bundle heat exchanger (9).

Description

The invention relates to a motor vehicle having a first component to be tempered and a second component to be tempered.

Conventionally, components of motor vehicles are often cooled via a radiator mounted in the front area of the motor vehicle. The cooler is, for example, flowed around by an air flow generated by the wind, as a result of which heat is removed from a cooling fluid flowing in the cooler. The cooled cooling fluid is supplied to the components to be tempered in order to remove heat from them.

In order to be able to provide the required cooling performance, known coolers require a comparatively large surface area around which air can flow. Accordingly, they take up a comparatively large amount of installation space, usually in the already densely built-up front area of the motor vehicle (e.g. behind a radiator grille) due to the favorable flow conditions caused by the wind. Accordingly, openings through which outside air flows to the cooler must also be made over a comparatively large area. This leads to an increase in the air resistance of the motor vehicle (e.g. its _cW value), which has a disadvantageous effect on energy consumption. Such a structure is, for example, in EP 2 206 638 A1 shown.

The invention is based on the object of providing an improved technology for temperature control of components of the motor vehicle, particularly with regard to the required installation space, the overall weight and the aerodynamics of the motor vehicle.

The task is solved by the features of independent claim 1. Advantageous developments are specified in the dependent claims and the description.

One aspect relates to a motor vehicle, preferably an electrically powered motor vehicle and/or a (e.g. electrically powered) commercial vehicle (e.g. truck or bus).

The motor vehicle has a first component to be tempered, a second component to be tempered and a temperature control device.

The temperature control device has a first fluid circuit for conducting a first temperature control fluid and a second fluid circuit for conducting a second temperature control fluid. Preferably, the first fluid circuit is a first cooling circuit. Preferably, the second fluid circuit is a second cooling circuit.

The first fluid circuit has a first tube bundle heat exchanger, which is arranged for outside air to flow through. The first tube bundle heat exchanger is designed for heat transfer between the outside air flowing through the first tube bundle heat exchanger and the first temperature control fluid.

The second fluid circuit has a second tube bundle heat exchanger, which is arranged for outside air to flow through. The second tube bundle heat exchanger is designed for heat transfer between the outside air flowing through the second tube bundle heat exchanger and the second temperature control fluid.

An advantage of the invention may be that, through the use of tube bundle heat exchangers, the temperature control device is not tied to positioning in the already densely installed front area of the motor vehicle, but rather can be provided in less densely installed locations in the motor vehicle, in particular close to the components to be tempered . This has advantages, for example with regard to the packaging of the motor vehicle. A further advantage of the invention can lie in a reduction in the open outer surface of the motor vehicle required for air to flow into the tube bundle heat exchanger. This has a particularly advantageous effect on the air resistance of the motor vehicle. The range of the motor vehicle is thereby increased. The presence of two separate fluid circuits also enables a temperature control device that is independent of one another and can be better tailored to the respective needs of the components to be tempered. This can reduce overall technical effort and increase energy efficiency.

In one embodiment, the second tube bundle heat exchanger can be arranged downstream of the first tube bundle heat exchanger. Preferably, the first tube bundle heat exchanger and the second tube bundle heat exchanger are fluidly connected by means of an air duct. For example, the first tube bundle heat exchanger and the second tube bundle heat exchanger can be connected in series. This can be particularly advantageous if, for example, the first component to be tempered has a higher cooling requirement than the second component to be tempered. For example, the first tube bundle heat exchanger can be supplied with even cooler air upstream, while the second tube bundle heat exchanger, which already has a lower cooling requirement, can be supplied with the warmer air downstream in comparison Air is supplied. The same applies in the event that the first component to be tempered has, for example, a higher heating requirement than the second component to be tempered. For example, the first tube bundle heat exchanger can be supplied with air that is even warmer upstream, while the second tube bundle heat exchanger, which already has a lower heating requirement, is supplied with air that is cooler in comparison downstream.

Alternatively or additionally, the motor vehicle can have an air conveying device for conveying outside air. Preferably, the air delivery device is arranged upstream of the first tube bundle heat exchanger. Alternatively, the air delivery device can also be arranged downstream of the second tube bundle heat exchanger. As a result, for example, the amount of air delivered and thus the performance of the temperature control device as a whole can be increased.

In one exemplary embodiment, the motor vehicle can have a common air inlet which fluidly connects both the first tube bundle heat exchanger and the second tube bundle heat exchanger to an external area surrounding the motor vehicle. The common air inlet is preferably funnel-shaped. For example, the common air inlet can also be designed in the shape of a cone, cone, tetrahedron, pyramid or blade. The common air inlet can also have any other shape suitable for admitting outside air.

In one exemplary embodiment, the motor vehicle can have a first air inlet which fluidly connects the first tube bundle heat exchanger to an external area surrounding the motor vehicle. Furthermore, in this exemplary embodiment, the motor vehicle can have a second air inlet, which fluidly connects the second tube bundle heat exchanger to the outside area surrounding the motor vehicle. Preferably, the first air inlet and/or the second air inlet is funnel-shaped. For example, the first air inlet and/or the second air inlet can also be designed in the shape of a cone, cone, tetrahedron, pyramid or blade. The first air inlet and/or the second air inlet can also have any other shape suitable for admitting outside air. Preferably, the first tube bundle heat exchanger and the second tube bundle heat exchanger are fluidly arranged parallel to one another. In other words, the first tube bundle heat exchanger and the second tube bundle heat exchanger can be designed to conduct outside air in lines arranged fluidly in parallel. The motor vehicle can have a manifold upstream or downstream of the first tube bundle heat exchanger and the second tube bundle heat exchanger, from which several lines branch off or into which several lines open. The first tube bundle heat exchanger and the second tube bundle heat exchanger can each be arranged in a different one of these lines. As a result, separate air flows are supplied to the first tube bundle heat exchanger and the second tube bundle heat exchanger, which can increase the temperature control output that can be transferred in each case.

In one exemplary embodiment, the motor vehicle can have a first air conveying device (e.g. a blower) for conveying the outside air flowing through the first tube bundle heat exchanger. Preferably, the first air delivery device is arranged upstream or downstream of the first tube bundle heat exchanger. As a result, the amount of air flowing through the first tube bundle heat exchanger and thus the performance of the temperature control device can be increased.

Alternatively or additionally, the motor vehicle can have a second air conveying device (e.g. a blower) for conveying the outside air flowing through the first tube bundle heat exchanger. Preferably, the second air delivery device is arranged upstream or downstream of the second tube bundle heat exchanger. As a result, the amount of air flowing through the second tube bundle heat exchanger and thus the performance of the temperature control device can be further increased

In one embodiment, the common air inlet and/or the first air inlet and/or the second air inlet may be arranged at a front or rear of the motor vehicle. With regard to an inflow with wind, this represents a particularly favorable positioning of the air inlets. This means that the ram air effect can be used to convey air through the tube bundle heat exchanger, which increases the energy efficiency of the temperature control device.

Alternatively or additionally, the common air inlet and/or the first air inlet and/or the second air inlet can be arranged on a longitudinal outside of the motor vehicle. This reduces the open area in the front area of the motor vehicle, which offers advantages in terms of the air resistance of the motor vehicle. Furthermore, this design of the air inlets can be advantageous if the temperature control device should be located directly near the component to be tempered, e.g. B. near the E-axis. This “modularity” of the cooling system can reduce the complexity of the piping of the first fluid circuit and the second fluid circuit in the motor vehicle.

Alternatively or additionally, the common air inlet and/or the first air inlet and/or the second air inlet can be arranged on an underbody of the motor vehicle. This can represent an aerodynamically favorable positioning of the air inlets, particularly in a motor vehicle with high ground clearance.

Alternatively or additionally, the at least one air inlet can be arranged on a top side of the motor vehicle. This means that particularly clean air is supplied to the tube bundle heat exchangers, which can reduce contamination of the tube bundle heat exchangers.

The at least one air inlet can be arranged in spatial proximity to the component to be tempered.

In one exemplary embodiment, the motor vehicle can have a waste heat utilization device which is arranged downstream of the first tube bundle heat exchanger with respect to the outside air flowing through the first tube bundle heat exchanger. Optionally, the waste heat utilization device is arranged downstream of the second tube bundle heat exchanger with respect to the outside air flowing through the second tube bundle heat exchanger. The waste heat utilization device is designed to utilize waste heat from the heat given off to the outside air by the first tube bundle heat exchanger and/or by the second tube bundle heat exchanger. The waste heat utilization device is preferably designed for interior heating. However, it is also conceivable that the waste heat utilization device is, for example, a temperature control device for a (e.g. traction) battery and/or e-components. It is also conceivable that the waste heat is used in heat storage processes, in desorption processes in cold generation and also as useful heat for structures on the loading area. This makes advantageous use of the otherwise unused waste heat, which can increase the energy efficiency of the motor vehicle.

In one embodiment, the first component to be tempered can have a normal operating temperature that is higher or lower than a normal operating temperature of the second component to be tempered. Preferably, the normal operating temperature of the first component to be tempered is in one of 20 ° C to 30 ° C, from 30 ° C to 55 ° C and from 55 ° C to 75 ° and the normal operating temperature of the second component to be tempered is in another of 20 ° C to 30°C, from 30°C to 55°C and from 55°C to 75°C. The respective fluid circuits can thus be better tailored to the respective temperature control requirements of the respective component to be tempered.

In one exemplary embodiment, the first component to be tempered can be designed as one of an electric drive unit, an inverter and a (e.g. traction) battery and the second component to be tempered can be designed as another one of the electric drive unit, the inverter and the (e.g. traction) battery. This allows the first fluid circuit and the second fluid circuit to be better tailored to the respective temperature control requirements.

In one exemplary embodiment, the first tube bundle heat exchanger can be arranged adjacent to the first component to be tempered. In other words, the first tube bundle heat exchanger can be arranged in spatial proximity to the first component to be tempered. Alternatively or additionally, the second tube bundle heat exchanger can be arranged adjacent to the second component to be tempered. In other words, the second tube bundle heat exchanger can be arranged in spatial proximity to the second component to be tempered. By arranging the first tube bundle heat exchanger in the immediate vicinity of the first component to be tempered and the second tube bundle heat exchanger in the immediate vicinity of the second component to be tempered, the line routes of the first fluid circuit and the second fluid circuit can be made comparatively short, which can reduce the technical effort.

Alternatively or additionally, the first tube bundle heat exchanger and/or the second tube bundle heat exchanger can be arranged below or essentially at the same height as a frame structure, a chassis or a ladder frame of the motor vehicle. As a result, installation space can be saved in the high front area, which has an advantageous effect on the packaging of the motor vehicle. Furthermore, the center of gravity of the motor vehicle can thereby advantageously move towards the road.

In one embodiment, the first tube bundle heat exchanger and/or the second tube bundle heat exchanger can be arranged in a front area of the motor vehicle. Furthermore, the first tube bundle heat exchanger and/or the second tube bundle heat exchanger can be aligned in a horizontal or approximately horizontal installation position. Preferably, the first tube bundle heat exchanger and the second tube bundle heat exchanger are parallel to one another arranged. This means that a lower overall height can be achieved compared to conventional coolers. Furthermore, the freed-up space in the motor vehicle can be used for other purposes, for example for additional battery modules, or can be saved entirely.

Alternatively, the first tube bundle heat exchanger and/or the second tube bundle heat exchanger can be aligned in a vertical or approximately vertical installation position, e.g. B. in the front area of the motor vehicle. Preferably, the first tube bundle heat exchanger and the second tube bundle heat exchanger are arranged parallel to one another. Advantageously, the present technology can be easily implemented in existing driver's cabs, etc., in which the cooler package can previously also be vertically aligned and arranged in the front area.

In one embodiment, the motor vehicle can be designed as a driverless, autonomous motor vehicle. In this exemplary embodiment, the motor vehicle preferably has a windshield mounted in a front area of the motor vehicle. Since driverless, autonomous motor vehicles are usually designed without complicated frame parts and/or suspensions, the temperature control device can be positioned in the floor area of the motor vehicle in this way without sacrificing the transferable temperature control performance.

In one embodiment, the first tube bundle heat exchanger and/or the second tube bundle heat exchanger can each have a tube bundle with a number of tubes ≥100, ≥ 500, ≥ 1000, ≥ 2000, ≥ 3000, ≥ 4000 or ≥ 5000 tubes. Preferably the tubes are aluminum tubes or plastic tubes. This can advantageously increase the transferable temperature control performance.

In one exemplary embodiment, the motor vehicle can have a third component to be tempered. The temperature control device can further comprise a third fluid circuit for carrying a third temperature control fluid. The third fluid circuit is preferably a cooling circuit. The third fluid circuit can have a third tube bundle heat exchanger, which is arranged for outside air to flow through and is designed for heat transfer between the outside air flowing through the third tube bundle heat exchanger and the third temperature control fluid. The third fluid circuit can be connected to the third component to be tempered in a heat-transferring manner.

In one embodiment, the third tube bundle heat exchanger can be arranged downstream of the second tube bundle heat exchanger. Preferably, the second tube bundle heat exchanger and the third tube bundle heat exchanger are fluidly connected by means of an air duct. Alternatively or additionally, the motor vehicle can have a third air inlet, which fluidly connects the third tube bundle heat exchanger to the outside area surrounding the motor vehicle. Alternatively or additionally, the third component to be tempered can have a normal operating temperature that is higher or lower than a normal operating temperature of the first component to be tempered and/or than a normal operating temperature of the second component to be tempered. Preferably, the normal operating temperature of the third component to be tempered is from 20°C to 30°C, from 30°C to 55°C and from 55°C to 75°C. Alternatively or additionally, the third component to be tempered can be designed as one of an electric drive unit, an inverter and a (e.g. traction) battery. Alternatively or additionally, the third tube bundle heat exchanger can be arranged adjacent to the third component to be tempered. Alternatively or additionally, the third tube bundle heat exchanger can be aligned in a horizontal or approximately horizontal installation position. Alternatively, the third tube bundle heat exchanger can be aligned in a vertical or approximately vertical installation position. The first tube bundle heat exchanger, the second tube bundle heat exchanger and the third tube bundle heat exchanger can be arranged parallel to one another. Alternatively or additionally, the third tube bundle heat exchanger can each have a tube bundle with a number of tubes ≥100, ≥ 500, ≥ 1000, ≥ 2000, ≥ 3000, ≥ 4000 or ≥ 5000 tubes. Preferably the tubes are aluminum tubes or plastic tubes.

In one embodiment, the motor vehicle may be an autonomous motor vehicle and/or a commercial vehicle. The autonomous motor vehicle can be designed as a self-driving motor vehicle that can be moved in a targeted manner without intervention by the human driver. In other words, the commercial vehicle can be a motor vehicle whose design and equipment are designed to transport people, transport goods or tow trailers. For example, the motor vehicle can be a truck, a bus and/or a tractor-trailer that is at least partially electrically driven.

The previously described preferred embodiments and features of the invention can be combined with one another in any way.

• 1 ein Kraftfahrzeug (Teildarstellung) gemäß einer Ausführungsform der vorliegenden Offenbarung in der Draufsicht (Schnittdarstellung);
• 2 das Kraftfahrzeug der Ausführungsform der 1 in der Seitenansicht (Schnittdarstellung);
• 3 das Kraftfahrzeug der Ausführungsform der 1 in der Vorderansicht;
• 4 eine Detailansicht einer Temperiervorrichtung (Teildarstellung), drei zu temperierende Komponenten und eine Abwärmenutzungseinrichtung des Kraftfahrzeugs gemäß einer Ausführungsform der vorliegenden Offenbarung;
• 5 eine Detailansicht einer Temperiervorrichtung, zwei zu temperierende Komponenten und eine Abwärmenutzungseinrichtung des Kraftfahrzeugs gemäß einer Ausführungsform der vorliegenden Offenbarung;
• 6 ein fahrerhausloses, autonomes Kraftfahrzeug gemäß einer Ausführungsform der vorliegenden Offenbarung in der Seitenansicht; und
• 7 ein fahrerhausloses, autonomes Kraftfahrzeug gemäß einer weiteren Ausführungsform in der Vorderansicht.

Details and advantages of the invention are described below with reference to the accompanying drawing. Show it:

• 1 a motor vehicle (partial view) according to an embodiment of the present disclosure in a top view (sectional view);
• 2 the motor vehicle of the embodiment of 1 in side view (sectional view);
• 3 the motor vehicle of the embodiment of 1 in front view;
• 4 a detailed view of a temperature control device (partial representation), three components to be tempered and a waste heat utilization device of the motor vehicle according to an embodiment of the present disclosure;
• 5 a detailed view of a temperature control device, two components to be tempered and a waste heat utilization device of the motor vehicle according to an embodiment of the present disclosure;
• 6 A cabless, autonomous motor vehicle according to an embodiment of the present disclosure in side view; and
• 7 a driver's cab-less, autonomous motor vehicle according to a further embodiment in the front view.

Identical or functionally equivalent elements are designated with the same reference numerals in all figures and some are not described separately.

The 1 until 3 show (partially) a motor vehicle 10 having a temperature control device 4. 4 shows a detailed view of the temperature control device 4.

The motor vehicle 10 is preferably designed as an electrically powered motor vehicle 10. It is also possible for the motor vehicle 10 to be designed as an autonomous motor vehicle 10. Alternatively or additionally, the motor vehicle 10 can be a commercial vehicle, such as a truck, a bus, a construction machine or an agricultural machine. The commercial vehicle can, for example, be designed as a so-called short nose commercial vehicle.

The motor vehicle 10 has a first component 1 to be tempered and a second component 2 to be tempered (see 4 ). Optionally, the motor vehicle 10 can have a third component 3 to be tempered (see also 4 ).

The motor vehicle 10 also has the temperature control device 4. The temperature control device 4 can be designed to cool the first component 1 to be tempered, the second component 2 to be tempered and optionally the third component 3 to be tempered. The temperature control device 4 can also be designed to heat the first component 1 to be tempered, the second component 2 to be tempered and optionally the third component 3 to be tempered.

The first component 1 to be tempered and the second component 2 to be tempered and optionally the third component 3 to be tempered can each be designed, for example, as an electric drive unit, an inverter or a (e.g. traction) battery. The first component 1 to be tempered, the second component 2 to be tempered and optionally the third component 3 to be tempered can each be designed to be operated at a specific temperature level. The respective, specific temperature levels can preferably differ. Furthermore, it is conceivable that the first component 1 to be tempered and the second component 2 to be tempered and optionally the third component 3 to be tempered each have a specific cooling requirement. However, it is also conceivable that the first component 1 to be tempered, the second component 2 to be tempered and optionally the third component 3 to be tempered have a specific heating requirement.

The temperature control device 4 has a first fluid circuit 6, a second fluid circuit 8 and optionally a third fluid circuit 26. Preferably, the first fluid circuit 6 and the second fluid circuit 8 and optionally the third fluid circuit 26 are each a cooling circuit. In 1 The representation of the fluid circuits and the components to be tempered was omitted simply for the sake of better representation.

The first fluid circuit 6 is designed to carry a first temperature control fluid. The first fluid circuit 6 can be designed as a hydraulic line system. Accordingly, the first fluid circuit 6 can be designed to circulate the first temperature control fluid. For this purpose, the first fluid circuit 6 can, for example, have at least one pipeline, seal, conveying device (e.g. pump or compressor), line routing and/or hydraulic coupling. The first fluid circuit 6 can be designed as a closed hydraulic system.

The first fluid circuit 6 is connected to the first component 1 to be tempered in a heat-transferring manner (see 4 ). The first fluid circuit 6 can therefore be thermally coupled to the first component 1 to be tempered (e.g. directly or indirectly via at least one tube bundle heat exchanger). It is conceivable that the first component 1 to be tempered z. B. on a pipeline of the first fluid circuit 6, at least partially surrounding it. However, it is also conceivable that the first component 1 to be tempered has an internal volume through which flow can pass, for example a pipeline. The internal volume through which flow can flow can be fluidly connected to the first fluid circuit 6. The first component 1 to be tempered can be flowed through at least in sections with the first tempering fluid. The first fluid circuit 6 can be designed to transport away thermal energy from the first component 1 to be tempered. The first tempering fluid can be designed to absorb the heat generated in the first component 1 to be tempered. However, it is also conceivable that thermal energy can be supplied to the first component 1 to be tempered by means of the first fluid circuit 6.

The second fluid circuit 8 is designed to carry a second temperature control fluid. The second fluid circuit 8 can be designed as a hydraulic line system. Accordingly, the second fluid circuit 8 can be designed to circulate the second temperature control fluid. For this purpose, the second fluid circuit 8 can have, for example, at least one pipeline, seal, conveying device (e.g. pump or compressor), line routing and/or hydraulic coupling. The second fluid circuit 8 can be designed as a closed hydraulic system. The second fluid circuit 8 can be designed as a hydraulic system that is separate from the first fluid circuit 6 and from the optional third fluid circuit 26. In other words, the first fluid circuit 6 can be fluidically separated from the second fluid circuit 8 and from the third fluid circuit 26.

The second fluid circuit 8 is heat-transferringly connected to the second component 2 to be tempered (e.g. directly or indirectly via at least one tube bundle heat exchanger). The second fluid circuit 8 can be thermally coupled to the second component 2 to be tempered. For example, it is conceivable that the second component 2 to be tempered rests on a pipe of the second fluid circuit 8, surrounding it at least in sections. However, it is also conceivable that the second component 2 to be tempered has an internal volume through which flow can pass, for example a pipeline. The internal volume through which flow can flow can be fluidly connected to the second fluid circuit 8. Accordingly, the second component 2 to be tempered can be flowed through at least in sections with the second tempering fluid. Furthermore, it is conceivable that the second fluid circuit 8 is designed to transport away thermal energy from the second component 2 to be tempered. The second tempering fluid can be designed to absorb the heat generated in the second component 2 to be tempered. However, it is also conceivable that thermal energy can be supplied to the second component 2 to be tempered by means of the second fluid circuit 8.

The optional third fluid circuit 26 can be designed to carry a third temperature control fluid. In general, the third fluid circuit 26 can be designed analogously to the first fluid circuit 6 or analogously to the second fluid circuit 8.

The third fluid circuit 26 can be heat-transferringly connected to the third component 3 to be tempered (e.g. directly or indirectly via at least one tube bundle heat exchanger). The third fluid circuit 26 can be thermally coupled to the third component 3 to be tempered. For example, it is conceivable that the third component 3 to be tempered rests on a pipe of the third fluid circuit, surrounding it at least in sections. However, it is also conceivable that the third component 3 to be tempered has an internal volume through which flow can pass, for example a pipeline. The internal volume through which flow can flow can be fluidly connected to the third fluid circuit 26. Accordingly, the third component 3 to be tempered can be flowed through at least in sections with the third tempering fluid. Furthermore, it is conceivable that the third fluid circuit 26 is designed to transport away thermal energy from the third component 3 to be tempered. The third tempering fluid can be designed to absorb the heat generated in the third component 3 to be tempered. However, it is also conceivable that thermal energy can be supplied to the third component 3 to be tempered by means of the third fluid circuit 26.

It is conceivable that the first component 1 to be tempered has a normal operating temperature that is lower than a normal operating temperature of the second component 2 to be tempered and lower than a normal operating temperature of the third component 3 to be tempered. The normal operating temperature of the first component 1 to be tempered is preferably between 20 ° C and 30 ° C, from 30 ° C to 55 ° C and from 55 ° C to 75 ° C, the normal operating temperature of the second component 2 to be tempered is in another from 20°C to 30°C, from 30°C to 55°C and from 55°C to 75°C and the normal operating temperature of the third component to be tempered nent 3 in another from 20°C to 30°C, from 30°C to 55°C and from 55°C to 75°C. For example, it is conceivable that the first component 1 to be tempered is a high-temperature component, such as. B. an electric drive unit is executed. Furthermore, it is conceivable that the second component 2 to be tempered is a medium-temperature component, such as. B. an inverter is executed. Furthermore, it is conceivable that the third component 3 to be tempered is a low-temperature component, such as. B. a battery is executed.

In one embodiment of the invention, the first temperature control fluid and the second temperature control fluid and optionally the third temperature control fluid can each be a coolant, such as. B. cooling water or an alcohol or oil based coolant. In a further embodiment, the first temperature control fluid and second temperature control fluid and optionally the third temperature control fluid can be a refrigerant, such as an organic solvent. The first temperature control fluid and second temperature control fluid and optionally the third temperature control fluid can be designed as a gaseous or liquid temperature control fluid.

The first fluid circuit 6 has a first tube bundle heat exchanger 7. The second fluid circuit 8 has a second tube bundle heat exchanger 9. The third fluid circuit 26 can have a third tube bundle heat exchanger 21. The first tube bundle heat exchanger 7 can be arranged upstream of the first component 1 to be tempered (see 45 ). The first fluid circuit 6 can be designed to supply the (heated or cooled) first temperature control fluid to the first tube bundle heat exchanger 7. The first tube bundle heat exchanger 7 can be designed to allow the first temperature control fluid to flow through it, at least in sections.

The second tube bundle heat exchanger 9 can be arranged upstream of the second component 2 to be tempered (see 4 ). The second fluid circuit 8 can be designed to supply the (heated or cooled) second temperature control fluid to the second tube bundle heat exchanger 9. The second tube bundle heat exchanger 9 can be designed to allow the second temperature control fluid to flow through it, at least in sections. The third tube bundle heat exchanger 21 can be arranged upstream of the third component 3 to be tempered (see 4 ). The third fluid circuit 26 can be designed to supply the (heated or cooled) third temperature control fluid to the third tube bundle heat exchanger 21. The third tube bundle heat exchanger 21 can be designed to allow the third temperature control fluid to flow through it, at least in sections.

In a possible embodiment, the first tube bundle heat exchanger 7 and/or the second tube bundle heat exchanger 9 and/or the third tube bundle heat exchanger 21 can each have a tube bundle with a number of tubes ≥100, ≥ 500, ≥ 1000, ≥ 2000, ≥ 3000, ≥ 4000 or ≥ 5000 pipes. The tubes are preferably aluminum tubes or plastic tubes. The tube bundle of the first tube bundle heat exchanger 7 can be fluidly connected to the first fluid circuit 6. The tube bundle of the second tube bundle heat exchanger 9 can be fluidly connected to the second fluid circuit 8. The tube bundle of the third tube bundle heat exchanger 21 can be fluidly connected to the third fluid circuit 26. The tubes can form fluid guide channels for the respective temperature control fluid. The first, second and/or third tube bundle heat exchanger 7, 9, 21 can be designed, for example, as a jacket heat exchanger. It is conceivable that the tube bundle is arranged on the lateral surface of the respective tube bundle heat exchanger 7, 9, 21. However, it is also conceivable that the tube bundle is arranged in the center of the respective tube bundle heat exchanger 7, 9, 21.

The first tube bundle heat exchanger 7, the second tube bundle heat exchanger 9 and the optional third tube bundle heat exchanger 21 can extend essentially linearly. However, it is also conceivable that the first tube bundle heat exchanger 7 and/or the second tube bundle heat exchanger 9 and/or the third tube bundle heat exchanger 21 extend at least in sections in an arcuate or curved manner.

It is conceivable that the motor vehicle 10 has a funnel-shaped first air inlet 16 and a second air inlet 17 and an optional third air inlet 23. The first air inlet 16, the second air inlet 17 and the third air inlet 23 can also have any other shape suitable for admitting outside air. For example, the first air inlet 16, the second air inlet 17 and/or the third air inlet 23 can be conical, conical, tetrahedral, pyramidal or blade-shaped.

The first air inlet 16 can fluidly connect the first tube bundle heat exchanger 7 to an outdoor area or an environment surrounding the motor vehicle 10. The second air inlet 17 can fluidly connect the second tube bundle heat exchanger 9 to an outdoor area or an environment surrounding the motor vehicle 10. The third air inlet 23 can fluidly connect the third tube bundle heat exchanger 21 to an outdoor area or an environment surrounding the motor vehicle 10. The air can pass through the first tube bundle heat exchanger 7 and the two th tube bundle heat exchanger 9 and optionally the third tube bundle heat exchanger 21 flow through in the flow direction 20.

The air inlets 16, 17 and optionally 23 can be placed on the motor vehicle 10 as desired, e.g. B. to enable the shortest possible cable lengths. For example, the air inlets 16, 17 and optionally 23 can be arranged on a front of the motor vehicle 10. Alternatively, at least one of the air inlets 16, 17 and optionally 23 can be arranged in the area of a rear axle, on a longitudinal outside, on an underbody or on an upper side of the motor vehicle 10 (not shown). It is also possible for the air inlets 16, 17 and optionally 23 to be arranged on different sides of the motor vehicle 10.

The first tube bundle heat exchanger 7, the second tube bundle heat exchanger 9 and the third tube bundle heat exchanger 21 are preferably arranged fluidly parallel to one another (see 1 and 4 ). Accordingly, it is conceivable that the motor vehicle 10 is designed to guide an air flow from an external area of the motor vehicle 10 in several fluidly parallel lines. Furthermore, it is conceivable that the fluidly parallel lines downstream of the tube bundle heat exchangers 7, 9, 21 again open into a common manifold or that separate outlets are included (not shown). The first air inlet 16, the second air inlet 17 and the third air inlet 23 can be arranged symmetrically with respect to the longitudinal axis of the motor vehicle 10 (see 1 and 7 ). However, it is also conceivable that the first air inlet 16, the second air inlet 17 and the third air inlet 23 are arranged asymmetrically with respect to the longitudinal axis of the motor vehicle 10.

The first tube bundle heat exchanger 7 is arranged for outside air to flow through. The first tube bundle heat exchanger 7 is designed for heat transfer between the outside air flowing through the first tube bundle heat exchanger 7 and the first temperature control fluid. The first tube bundle heat exchanger 7 can have an internal volume through which air can flow, for example a tube. The internal volume through which air can flow can be arranged adjacent to the internal volume through which the first temperature control fluid can flow (or adjacent to the tube bundle). The first tube bundle heat exchanger 7 can be designed to pass the first temperature control fluid past the air. Accordingly, the air flowing in the first tube bundle heat exchanger 7 can be connected in a heat-transferring manner to the first temperature control fluid flowing in the tube bundle. The first tube bundle heat exchanger 7 can be designed to remove or supply heat to the (cooled or heated) first temperature control fluid. The first tube bundle heat exchanger 7 can be designed to transfer the extracted or supplied heat to the outside air. The temperature control device 4 can be designed to transport away the (heated or cooled) outside air in the flow direction 20. The temperature control device 4 can be designed to (again) supply the first temperature control fluid tempered in this way in the first fluid circuit 6 to the first component 1 to be tempered.

The second tube bundle heat exchanger 9 is arranged for outside air to flow through. The second tube bundle heat exchanger 9 is designed for heat transfer between the outside air flowing through the second tube bundle heat exchanger 9 and the second temperature control fluid. The second tube bundle heat exchanger 9 can have an internal volume through which air can flow, for example a tube. The internal volume through which air can flow can be arranged adjacent to the internal volume through which the second temperature control fluid can flow (or adjacent to the tube bundle). The second tube bundle heat exchanger 9 can be designed to pass the second temperature control fluid past the air. Accordingly, the air flowing in the second tube bundle heat exchanger 9 can be connected in a heat-transferring manner to the second temperature control fluid flowing in the tube bundle. The second tube bundle heat exchanger 9 can be designed to transfer the extracted or supplied heat to the outside air. The temperature control device 4 can be designed to transport away the air (heated or cooled) in the flow direction 20. The temperature control device 4 can be designed to (again) supply the second temperature control fluid tempered in this way in the second fluid circuit 8 to the second component 2 to be tempered.

The third tube bundle heat exchanger 21 can also be arranged for outside air to flow through. The third tube bundle heat exchanger 21 can be designed for heat transfer between the outside air flowing through the third tube bundle heat exchanger 21 and the third temperature control fluid.

The first tube bundle heat exchanger 7, the second tube bundle heat exchanger 9 and the third tube bundle heat exchanger 21 can be arranged in a front area 24 of the motor vehicle 10 (see 2 ). Furthermore, the first tube bundle heat exchanger 7, the second tube bundle heat exchanger 9 and the third tube bundle heat exchanger 23 can be aligned in a horizontal or approximately horizontal installation position (see 2 ). The temperature control device 4 can, for example, extend from the front area 24 to the axial height of the front axle. Are preferred the first tube bundle heat exchanger 7, the second tube bundle heat exchanger 9 and the third tube bundle heat exchanger 23 are arranged parallel to one another. Accordingly, the temperature control device 4 can have a relatively flat design. In an embodiment not shown, it is also conceivable that the first tube bundle heat exchanger 7 and/or the second tube bundle heat exchanger 9 is aligned in a vertical or approximately vertical installation position. The first tube bundle heat exchanger 7 and the second tube bundle heat exchanger 9 and the third tube bundle heat exchanger 21 can be arranged parallel to one another. It is also conceivable that the first tube bundle heat exchanger 7 is arranged adjacent to the first component 1 to be tempered. The second tube bundle heat exchanger 9 can also be arranged adjacent to the second component 2 to be tempered. Furthermore, the third tube bundle heat exchanger 21 can be arranged adjacent to the third component 3 to be tempered.

In a possible embodiment, the first tube bundle heat exchanger 7 and the second tube bundle heat exchanger 9 and the third tube bundle heat exchanger 21 can be arranged below a frame structure 18 (e.g. ladder frame) of the motor vehicle 10 (see 2 ). For example, the first tube bundle heat exchanger 7 and the second tube bundle heat exchanger 9 and the third tube bundle heat exchanger 21 can be arranged in the area of the underbody of the motor vehicle 10. Alternatively, for example, an arrangement at the level of the frame of the motor vehicle 10 is also possible, e.g. B. between the two main longitudinal members of a ladder frame of the motor vehicle 10.

The motor vehicle 10 can have a first air conveying device 13 for conveying the outside air. This can be arranged downstream of the first tube bundle heat exchanger 7 (see 1 and 4 ). However, it is also conceivable that the first air conveying device 13 is arranged upstream of the first tube bundle heat exchanger 7.

Furthermore, the motor vehicle 10 can have a second air conveying device 14 for conveying the outside air. This can be arranged downstream of the second tube bundle heat exchanger 9 (see 1 and 4 ). However, it is also conceivable that the second air conveying device 14 is arranged upstream of the second tube bundle heat exchanger 9.

Furthermore, the motor vehicle 10 can have a third air conveying device 22 for conveying the outside air. This can be arranged downstream of the third tube bundle heat exchanger 21 (see 1 and 4 ). However, it is also conceivable that the third air conveying device 22 is arranged upstream of the third tube bundle heat exchanger 21.

The first air conveying device 13, the second air conveying device 14 and the third air conveying device 22 can be designed as a blower, compressor, compressor or fan only by way of example.

Optionally, the motor vehicle 10 can have a waste heat utilization device 5. The waste heat utilization device 5 can be arranged downstream of the first tube bundle heat exchanger 7 with respect to the outside air flowing through the first tube bundle heat exchanger 7. The waste heat utilization device 5 can also be arranged downstream of the second tube bundle heat exchanger 9 with respect to the outside air flowing through the second tube bundle heat exchanger 9. The waste heat utilization device 5 can be designed to utilize waste heat from the heat given off to the outside air by the first, second and/or third tube bundle heat exchanger 7, 9, 21. For example, the waste heat utilization device 5 can be fluidly connected to the first tube bundle heat exchanger 7, the second tube bundle heat exchanger 9 and/or the third tube bundle heat exchanger 21 (see 1 and 4 ). The waste heat utilization device 5 is preferably designed for interior heating. However, it is also conceivable that the waste heat utilization device 5 is designed as a battery temperature control device or as a temperature control device for components of an electric drive or an internal combustion engine.

5 shows a modified embodiment.

In this embodiment, the second tube bundle heat exchanger 9 can be arranged downstream of the first tube bundle heat exchanger 7 with respect to the outside air flow. The first tube bundle heat exchanger 7 and the second tube bundle heat exchanger 9 can be fluidically connected in series in series. The first tube bundle heat exchanger 7 and the second tube bundle heat exchanger 9 are preferably fluidly connected by means of an air duct 11 for the outside air. However, it is also conceivable that the first tube bundle heat exchanger 7 and the second tube bundle heat exchanger 9 are fluidly connected to one another directly next to one another. Furthermore, the optional third tube bundle heat exchanger can be arranged downstream of the second tube bundle heat exchanger 9 (not shown). The The first tube bundle heat exchanger 7, the second tube bundle heat exchanger 9 and the optional third tube bundle heat exchanger can, viewed in the flow direction 20, have different length dimensions adapted to the respective cooling requirements of the component to be cooled. Preferably, the second tube bundle heat exchanger 9 and the optional third tube bundle heat exchanger can be fluidly connected by means of an air duct for the outside air.

The motor vehicle 10 can have a common air inlet 15 (see 5 ). The common air inlet 15 is preferably funnel-shaped. The common air inlet 15 can also have any other shape suitable for admitting outside air. For example, the common air inlet 15 can be conical, conical, tetrahedral, pyramidal or blade-shaped. The common air inlet 15 can fluidly connect both the first tube bundle heat exchanger 7 and the second tube bundle heat exchanger 9 and optionally the third tube bundle heat exchanger to an outdoor area surrounding the motor vehicle 10.

It is conceivable that the common air inlet 15 is arranged, for example, on a front of the motor vehicle 10.

According to the in 5 In the embodiment shown, the first tube bundle heat exchanger 7, the second tube bundle heat exchanger 9 and the optional third tube bundle heat exchanger (not shown) can be arranged one behind the other in the longitudinal direction of the motor vehicle. Especially in the in 5 In the embodiment shown, a larger amount of heat can be extracted from the first temperature control fluid by means of the first tube bundle heat exchanger 7 arranged upstream of the second tube bundle heat exchanger 9 than from the second temperature control fluid by means of the second tube bundle heat exchanger 9.

The 6 and 7 show further, modified exemplary embodiments of the invention.

The motor vehicle 10 can be designed here as a driverless, autonomous motor vehicle 10. Preferably, the first tube bundle heat exchanger 7, the second tube bundle heat exchanger 9 and the optional third tube bundle heat exchanger 21 are then arranged essentially at the same height as the frame structure 18. The driver's cab-less, autonomous motor vehicle 10 can have a windshield 19 attached to a front area of the motor vehicle 10. The windshield 19 can be designed to aerodynamically redirect the wind over a trailer (not shown) of the motor vehicle 10.

In a possible embodiment, the first air inlet 16, the second air inlet 17 and the third air inlet 23 can be arranged on a front of the motor vehicle 10 (see 7 ). In a further possible embodiment, a common air inlet 15 can also be arranged in the area of the rear axle of the motor vehicle (see 6 ). Alternatively or additionally, it is also conceivable that at least one of the air inlets 16, 17, 23 is arranged on a longitudinal outside of the motor vehicle 10 (see 6 ). Furthermore, at least one of the air inlets 15, 16, 17, 23 can alternatively or additionally be arranged on an underbody and/or an upper side of the motor vehicle 10 (not shown).

It is also conceivable that the first tube bundle heat exchanger 7, the second tube bundle heat exchanger 9 and the third tube bundle heat exchanger 21 are arranged below or essentially at the same height as a chassis or a lead frame of the motor vehicle 10. In principle, it is also possible to install the tube bundle heat exchangers 7, 9, 21 above the frame structure 18.

Although the invention has been described with reference to specific embodiments, it will be apparent to those skilled in the art that various changes may be made and equivalents substituted without departing from the scope of the invention. Accordingly, the invention is not intended to be limited to the embodiments disclosed, but is intended to include all embodiments that fall within the scope of the appended claims. In particular, the invention also claims protection for the subject matter and features of the subclaims, regardless of the claims referred to. All range information herein is to be understood to be disclosed in such a way that all values falling within the respective range are disclosed individually, e.g. B. also as preferred narrower external boundaries of the respective area.

Reference symbol list

1

first component to be tempered

2

second component to be tempered

3

third component to be tempered

4

Temperature control device

5

Waste heat utilization device

6

first fluid circuit

7

first tube bundle heat exchanger

8th

second fluid circuit

9

second tube bundle heat exchanger

10

motor vehicle

11

Air duct

12

Air conveying device

13

first air conveying device

14

second air conveyor

15

common air inlet

16

first air intake

17

second air inlet

18

Frame construction

19

Windshield

20

Direction of flow of outside air

21

third tube bundle heat exchanger

22

third air delivery device

23

third air inlet

24

Front area of the motor vehicle

25

Rear area of the motor vehicle

26

third fluid circuit

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• EP 2206638 A1 [0003]

Claims (15)

Motor vehicle (10), preferably electrically powered motor vehicle and/or commercial vehicle, comprising: a first component (1) to be tempered; a second component (2) to be tempered; and a temperature control device (4), comprising: - a first fluid circuit (6), preferably a first cooling circuit, for conducting a first temperature control fluid, comprising a first tube bundle heat exchanger (7), which is arranged for outside air to flow through and is designed for heat transfer between the outside air flowing through the first tube bundle heat exchanger (7) and the first temperature control fluid is, wherein the first fluid circuit (6) is connected to the first component (1) to be tempered in a heat-transferring manner; and - a second fluid circuit (8), preferably a second cooling circuit, for guiding a second temperature control fluid, comprising a second tube bundle heat exchanger (9), which is arranged for outside air to flow through and is designed for heat transfer between the outside air flowing through the second tube bundle heat exchanger (9) and the second temperature control fluid is, wherein the second fluid circuit (8) is connected to the second component (2) to be tempered in a heat-transferring manner. Motor vehicle (10). Claim 1 , wherein: the second tube bundle heat exchanger (9) is arranged downstream of the first tube bundle heat exchanger (7), wherein preferably the first tube bundle heat exchanger (7) and the second tube bundle heat exchanger (9) are fluidly connected by means of an air duct (11); and/or the motor vehicle (10) further has an air conveying device (12) for conveying the outside air, wherein preferably the air conveying device (12) is arranged upstream of the first tube bundle heat exchanger (7) or downstream of the second tube bundle heat exchanger (9). Motor vehicle (10). Claim 2 , further comprising: a common, preferably funnel-shaped, air inlet (15), which fluidly connects both the first tube bundle heat exchanger (7) and the second tube bundle heat exchanger (9) to an external area surrounding the motor vehicle (10). Motor vehicle (10). Claim 1 , further comprising: a first, preferably funnel-shaped, air inlet (16), which fluidly connects the first tube bundle heat exchanger (7) to an external area surrounding the motor vehicle (10); and a second, preferably funnel-shaped, air inlet (17), which fluidly connects the second tube bundle heat exchanger (9) to the outside area surrounding the motor vehicle (10), wherein preferably the first tube bundle heat exchanger (7) and the second tube bundle heat exchanger (9) are fluidly arranged parallel to one another are. Motor vehicle (10). Claim 4 , further comprising: a first air conveying device (13) for conveying the outside air flowing through the first tube bundle heat exchanger (7), which is preferably arranged upstream or downstream of the first tube bundle heat exchanger (7); and/or a second air conveying device (14) for conveying the outside air flowing through the second tube bundle heat exchanger (7), which is preferably arranged upstream or downstream of the second tube bundle heat exchanger (9). Motor vehicle (10) according to one of the Claims 3 until 5 , wherein the common air inlet (15) or the first air inlet (16) and / or the second air inlet (17): at a front or rear of the motor vehicle (10); and/or on a longitudinal outside of the motor vehicle (10); and/or on an underbody of the motor vehicle (10); and/or is arranged on a top side of the motor vehicle (10). Motor vehicle (10) according to one of the preceding claims, comprising a waste heat utilization device (5), preferably for interior heating, which: is arranged downstream of the first tube bundle heat exchanger (7) with respect to the outside air flowing through the first tube bundle heat exchanger (7) and optionally downstream of the second tube bundle heat exchanger (9) with respect to the outside air flowing through the second tube bundle heat exchanger (9); and for the use of waste heat, the heat given off to the outside air by the first tube bundle heat exchanger (7) and/or by the second tube bundle heat exchanger (9) is designed. Motor vehicle (10) according to one of the preceding claims, wherein the first component (1) to be tempered has a normal operating temperature which is higher or lower than a normal operating temperature of the second component (2) to be tempered, preferably: - the normal operating temperature of the first tempering component (1) in a temperature of 20 ° C to 30°C, from 30°C to 55°C and from 55°C to 75°C, and - the normal operating temperature of the second component (2) to be tempered is in another from 20°C to 30°C, from 30 °C to 55°C and from 55°C to 75°C. Motor vehicle (10) according to one of the preceding claims, wherein the first component (1) to be tempered is designed as one of an electric drive unit, an inverter and a battery, preferably a traction battery; and the second component (2) to be tempered is designed as a different one from the electric drive unit, the inverter and the battery, preferably traction battery. Motor vehicle (10) according to one of the preceding claims, wherein: the first tube bundle heat exchanger (7) is arranged adjacent to the first component (1) to be tempered and/or the second tube bundle heat exchanger (9) is arranged adjacent to the second component (2) to be tempered; and or the first tube bundle heat exchanger (7) and/or the second tube bundle heat exchanger (9) is arranged below or essentially at the same height as a frame structure (18), a chassis or a ladder frame of the motor vehicle (10). Motor vehicle (10) according to one of the preceding claims, wherein the first tube bundle heat exchanger (7) and/or the second tube bundle heat exchanger (9) are arranged in a front region (24) of the motor vehicle (10); whereby: the first tube bundle heat exchanger (7) and/or the second tube bundle heat exchanger (9) is aligned in a horizontal or approximately horizontal installation position, wherein preferably the first tube bundle heat exchanger (7) and the second tube bundle heat exchanger (9) are arranged parallel to one another; or the first tube bundle heat exchanger (7) and/or the second tube bundle heat exchanger (9) is aligned in a vertical or approximately vertical installation position, wherein preferably the first tube bundle heat exchanger (7) and the second tube bundle heat exchanger (9) are arranged parallel to one another. Motor vehicle (10) according to one of the preceding claims, wherein: the motor vehicle (10) is designed as a driverless, autonomous motor vehicle (10), preferably having a windshield (19) mounted in a front area (24) of the motor vehicle (10). Motor vehicle (10) according to one of the preceding claims, wherein the first tube bundle heat exchanger (7) and/or the second tube bundle heat exchanger (9) each has a tube bundle with a number of tubes ≥100, ≥ 500, ≥ 1000, ≥ 2000, ≥ 3000, ≥ 4000 or ≥ 5000 pipes, which are preferably aluminum pipes or plastic pipes. Motor vehicle (10) according to one of the preceding claims, further comprising a third component (3) to be tempered; wherein the temperature control device (4) further comprises a third fluid circuit (26), preferably a cooling circuit, for guiding a third temperature control fluid, having a third tube bundle heat exchanger (21), which is arranged for outside air to flow through and for heat transfer between the third tube bundle heat exchanger (21). Outside air and the third temperature control fluid is formed, the third fluid circuit (26) being heat-transferringly connected to the third component (3) to be tempered. motor vehicle Claim 14 , wherein at least one of the following features is fulfilled: the third tube bundle heat exchanger (21) is arranged downstream of the second tube bundle heat exchanger (9) and is preferably fluidly connected to the second tube bundle heat exchanger (9) by means of an air duct; the motor vehicle has a third air inlet (23) which fluidly connects the third tube bundle heat exchanger (21) to an external area surrounding the motor vehicle (10); the motor vehicle has a third air conveying device (22), which is arranged upstream or downstream of the third tube bundle heat exchanger (9) with respect to the outside air flowing through the third tube bundle heat exchanger (21); the third component (3) to be tempered has a normal operating temperature which is higher or lower than a normal operating temperature of the first component (1) to be tempered and/or than a normal operating temperature of the second component (2) to be tempered, preferably the normal operating temperature the third component (3) to be tempered is in another range from 20°C to 30°C, from 30°C to 55°C and from 55°C to 75°C; the third component (3) to be tempered is designed as one of an electric drive unit, an inverter and a battery; the third tube bundle heat exchanger (21) is arranged adjacent to the third component (3) to be tempered; the third tube bundle heat exchanger (21) is in a horizontal or approximately horizontal position aligned in the installation position, or the third tube bundle heat exchanger (21) is aligned in a vertical or approximately vertical installation position; the first tube bundle heat exchanger (7), the second tube bundle heat exchanger (9) and the third tube bundle heat exchanger (21) are arranged parallel to one another; and the third tube bundle heat exchanger (21) has a tube bundle with a number of tubes ≥100, ≥ 500, ≥ 1000, ≥ 2000, ≥ 3000, ≥ 4000 or ≥ 5000 tubes, which are preferably aluminum tubes or plastic tubes.

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