FR3144777A1 - Temperature control system as well as battery-operated electric vehicle with such a system - Google Patents

Abstract

The invention relates to a temperature control system (1) for regulating the temperature of a passenger compartment (101) and vehicle components of a battery-operated electric vehicle (100), in particular of a vehicle. terrestrial, comprising at least one air conditioning comfort circuit (60) for air conditioning of at least one passenger compartment (101), at least one battery temperature regulation circuit (62) for regulating the temperature of at least one battery system (103) of the vehicle (100), at least one evaporator and/or at least one cooler (12, 27), in which the temperature control system (1) can operate in the heat pump mode, for which at least two heat exchangers (17, 28) on the high pressure side are provided. Figure for abstract: Fig. 3

Description

Temperature control system as well as battery-operated electric vehicle with such a system

The present invention relates to a temperature control system for regulating the temperature of a passenger compartment and vehicle components of a battery-operated electric vehicle, in particular of a land vehicle, comprising at least one air conditioning comfort circuit for air conditioning of at least one passenger compartment, at least one battery temperature regulation circuit for regulating the temperature of at least one battery system of the vehicle, at least one evaporator and/or at least one cooler, in which the temperature regulation system can operate in heat pump mode, as well as an electric vehicle operating on battery, in particular a land vehicle, comprising at least one temperature regulation system, in which the vehicle comprises at at least one passenger compartment and at least one drive unit with at least one battery system, and in which the temperature control system comprises at least one air conditioning comfort circuit for air conditioning of at least one passenger compartment, at least a battery temperature control circuit for regulating the temperature of at least one battery system, at least one evaporator and/or first cooler and can operate in heat pump mode.

Such battery-operated electric vehicles and temperature control systems are known in the state of the art. By an electric vehicle operating on a battery, we mean on the one hand a vehicle which is exclusively driven by a battery-powered electric motor, and on the other hand a hybrid vehicle which operates at least temporarily electrically. A battery system with at least one traction battery is provided for supplying power to the electric motor. The temperature regulation system of such a battery-operated electric vehicle serves to air condition or regulate the temperature on the one hand of a passenger compartment of the vehicle, on the other hand of the battery system, comprising the traction battery of the vehicle just like other vehicle components optionally, such as the electric motor and power electronics, to be maintained at a temperature level such that a high efficiency if possible is achieved and the lifespan of the vehicle components, above all of the battery system, can be maintained for as long as possible. The battery temperature control circuit is used to regulate the temperature of the battery system while the air conditioning comfort circuit is used to air condition the passenger compartment. Traction battery means an energy store for driving vehicles with electric drive. As this is subject to cyclical charging and discharging processes, accumulators are generally used, in particular an interconnection of individual cells or accumulator blocks. Compared to appliance batteries, the cells of a traction battery have a capacity many times higher. The serial interconnection of individual cells makes it possible to obtain the driving voltage or traction voltage of the traction battery. The cells of a traction battery exhibit differences in capacity and current flow due to varying internal resistance due to manufacturing as well as usage effects. The product of the traction voltage and the electrical charge or galvanic capacity of the individual cells or cells connected in parallel of the traction battery produces its energy content. As ambient temperatures decrease, electron mobility reduces, leading to the traction battery's ability to deliver high currents also reducing. In order to counter this effect and as different accumulator technologies are unusable at lower temperatures, it is known to combine traction batteries with a heater or to heat them.

We know from the document DE 10 2013 008 801 A1 for example a traction battery temperature regulation system which allows rapid and efficient heating of the traction battery, remarkable in that a first cooling device and at at least one heating device as well as a second cooling device are provided and the heating device is arranged close to the traction battery and is provided with no mass or with a less thermal mass. A vehicle provided with a drive unit, in particular an electric motor, an electric drive, a traction battery, at least two coolant circuits and at least one coolant circuit , for which the first cooling fluid circuit operates at a first temperature level and the second cooling fluid circuit at a second temperature level distinguishing from the first temperature level and the first cooling fluid circuit serves to condition the passenger compartment and/or to cool at least one unit, such as the electric motor, and the second cooling fluid circuit serves to regulate the temperature of the traction battery and the refrigerant circuit to regulate the temperature of the passenger compartment and to absorbing heat from the second cooling fluid circuit, is implemented in that the second cooling fluid circuit for regulating the temperature of the traction battery comprises a first cooling device, a second cooling device and a heating device , in which the first and second cooling apparatus and the heating apparatus of the second cooling fluid circuit can operate independently of each other. The second cooling fluid circuit can operate in three settings, a cooling mode through the first cooling apparatus, an evaporator mode through the second cooling apparatus, and a heating mode through the heater.

For heating the passenger compartment, no traditional heating device, i.e. the use of vehicle engine heat for heating the cooling water, is generally provided in electric vehicles operating purely on battery power and the low residual heat from the electric motor and other vehicle components or consumers that could be integrated here, is not enough to adequately heat the passenger compartment especially in winter at low ambient temperatures. Consequently, it is known to use so-called electric PTC heaters for additional heating of the passenger compartment for electric vehicles operating on batteries. As their operation is however to the detriment of the autonomy of the electric vehicle operating on battery, as an electric PTC heating requires relatively a lot of energy, it is also known to provide said heat pump systems in order to ensure by means of these provide additional heating of the passenger compartment. Such a heat pump system comprises in a fluid circuit (refrigerant circuit) a fan, at least one heat exchanger on the low pressure side (evaporator), at least one heat exchanger on the high pressure side (condenser or gas cooler), at least one expansion member (e.g. throttling device) for separating the high pressure side from the low pressure side, as well as fluid lines, valves, sensors among others. In order to enable heating of the passenger compartment, heat is taken or supplied with such a compression heat pump system to the refrigerant flowing therein and to the air circulating past the evaporator and the condenser. The compressor first compresses the gaseous refrigerant present there, which heats up greatly as a result and thus reaches the condenser which serves as a heat exchanger and thus as a heater. Ambient air flowing past the condenser draws heat from the refrigerant there and begins to heat up. With the hot air, the passenger compartment can subsequently be brought to a desired temperature. As the temperature of the refrigerant drops due to heat draw, it changes its state in the condenser from gas to liquid. Subsequently the refrigerant flows through a throttling device and expands there. Due to the pressure reduction, the refrigerant cools even further, it is then fed to the evaporator, in which it is still completely liquid or largely after the pressure lowering, possibly has a lower gas content, such as the point is often in the wet vapor region, and only in the evaporator is it gaseous. The enthalpy of evaporation should be used at least extensively for heat absorption. Then it enters the evaporator carrying hot air, in which a heat exchange takes place again, the air flowing into the evaporator cools, while the temperature of the refrigerant increases again. As a result, the refrigerant comes out completely in gaseous form again from the evaporator and returns to the compressor. Such a heat pump assembly or such a heat pump system thus allows heating of a passenger compartment of an electric vehicle operating on battery. A heating body can thus be used to heat the air circulating in the passenger compartment, the cooling fluid of which has previously heated in the condenser at the level of the hot refrigerant.

It is thus known that especially in winter, cold penetrates into electric vehicles and in particular into their accumulators or traction batteries, which leads to a loss of autonomy of up to 30%. The reason for this is, among other things, the higher energy expenditure due to the need for heating. Low outside temperatures also have a negative influence on the conductivity in the cells of the traction battery, so that the efficiency of the energy store in the form of the traction battery decreases. For this reason, for electric vehicles running on batteries, not only the passenger compartment but also the traction battery is heated, which further increases energy expenditure. It is therefore necessary to maintain a sufficient quantity of heat to regulate the temperature of the passenger compartment on the one hand, and of the vehicle components on the other hand, such as in particular the traction battery. For optimal efficiency of the traction battery, depending on ambient conditions, not only heating, but also cooling, thus temperature regulation is necessary or advisable. This applies on the one hand to the moment just before putting the vehicle into operation, and on the other hand also to the driving mode of the vehicle itself. In order to enable optimal temperature regulation of the traction battery or battery system, the battery temperature regulation circuit is provided. For cooling the traction battery or the battery system, it is also known to use a so-called cooler, for heating the vehicle battery an electric heater such as a PTC heater. Such electric heating reduces due to its energy requirement however the autonomy in driving mode.

The present invention now aims to improve a temperature control system for regulating the temperature of the passenger compartment and vehicle components of a battery-operated electric vehicle as well as such a battery-operated electric vehicle with at less such a temperature control system in the sense that even more efficient temperature regulation of vehicle components and the passenger compartment is enabled while lowering energy consumption and increasing the range of the vehicle.

The objective is achieved for a temperature control system for regulating the temperature of a passenger compartment and vehicle components of a battery-operated electric vehicle, in particular of a land vehicle, comprising at least one comfort circuit air conditioning for air conditioning of at least one passenger compartment, at least one battery temperature regulation circuit for regulating the temperature of at least one battery system of the vehicle, at least one evaporator and/or at least one cooler, wherein the temperature control system can operate in heat pump mode, remarkable in that in the heat pump mode, at least two high pressure side heat exchangers are provided. For an electric vehicle operating on a battery, in particular a land vehicle, comprising at least one temperature regulation system for regulating the temperature of the passenger compartment and of components of the electric vehicle operating on a battery, in which the vehicle comprises at least one passenger compartment and at least one drive unit with at least one battery system, and in which the temperature control system comprises at least one air conditioning comfort circuit for air conditioning of at least one passenger compartment, at least one control circuit of the battery temperature for regulating the temperature of at least one battery system, at least one evaporator and/or first cooler and can operate in a heat pump mode, the objective is achieved in that in the heat pump mode heat from the temperature control system, at least two heat exchangers on the high pressure side are provided. Improvements of the invention are defined in the dependent claims.

Thus a temperature control system for regulating the temperature of the passenger compartment and vehicle components of a battery-operated electric vehicle, in particular a land vehicle, as well as a battery-operated electric vehicle, therefore a battery-operated electric vehicle (BEV) or a hybrid vehicle which operates at least temporarily electrically, are created with such a temperature regulation system, for which at least two heat exchangers on the high pressure side are provided. Advantageously, one of the at least two heat exchangers on the high pressure side can be thermally coupled with a coolant circuit of the temperature regulation system. Particularly preferably, at least one first heat exchanger on the high pressure side serves to transmit heat to the passenger compartment and can or could be thermally coupled with the air conditioning comfort circuit. At least one second high pressure side heat exchanger can be coupled for heat transmission to the battery temperature control circuit for temperature control of at least one battery system thermally with the temperature control circuit battery. It is thus possible for the at least one first heat exchanger on the high pressure side to be arranged for the transmission of heat to the air conditioning comfort circuit or to the passenger compartment close to it, while the at least one second high pressure side heat exchanger is associated for the transmission of heat to the battery temperature control circuit or to the at least one battery system of the vehicle in the vicinity thereof. It can thus be carried out in the heat pump mode which is used for the winter mode of the vehicle, a design adapted to the application respectively and close association of the at least two heat exchangers on the high pressure side with the different thermomanagement tasks, in particular cabin heating and battery system heating. Thus it is possible to use a vehicle heat pump system more efficiently, as well as to lower the energy consumption caused by PTC heating comparatively, and consequently to increase the autonomy of the vehicle, as the energy consumption of PTC heating can be kept low. Eventually the PTC heating may have a smaller dimension, or even be eliminated. In heat pump mode, sufficient heat is supplied by the heat pump system to provide desired heating not only to the passenger compartment, but also to the vehicle's battery system.

The at least one air conditioning comfort circuit is advantageously a refrigerant circuit. In addition, at least two cooling fluid circuits are advantageously provided, in which the battery temperature regulation circuit is one of the cooling fluid circuits. The temperature control system can thus comprise at least two coolant circuits and a refrigerant circuit, in which the second heat exchanger on the high pressure side can be coupled for temperature regulation of the battery system thermally with its coolant circuit or battery temperature regulation circuit. The heat pump function can thus be provided for the control of the battery system by providing the second heat exchanger on the high pressure side or, to the extent that cabin heating is not necessary, by providing only a heat exchanger. high pressure side heat which is associated exclusively with the battery system.

The at least one first heat exchanger on the high pressure side can also be advantageously thermally coupled with the air conditioning comfort circuit as a refrigerant circuit and one of the at least two cooling fluid circuits. The at least one second heat exchanger on the high pressure side can also be advantageously coupled with the refrigerant circuit and the battery temperature regulation circuit like the at least one second cooling fluid circuit. In the heat pump mode, heat transmission between the refrigerant circuit and a respective cooling fluid circuit is carried out via the at least two heat exchangers on the high pressure side. More advantageously, the at least two cooling fluid circuits can be circuits or partial circuits completely separated from each other in an overall circuit. In particular, the at least two cooling fluid circuits can be connected to each other and/or to other temperature regulation circuits. The partial circuits can also be linked together via at least one valve. The partial circuits are then said partial cooling fluid circuits which can be coupled.

The at least two heat exchangers on the high pressure side or two of the at least two heat exchangers on the high pressure side can advantageously be connected in series. In principle, however, it is also possible to install at least two of the at least two heat exchangers on the high pressure side or the at least two heat exchangers on the high pressure side in parallel. However, a series connection of the at least two heat exchangers on the high pressure side is preferred due to the lower complexity of the mounting structure of the temperature control system.

Advantageously, a priority assembly for the at least two heat exchangers on the high pressure side in the heat pump mode is provided. For example, in the case of parallel mounting of at least two heat exchangers on the high pressure side, this can be provided by at least one shut-off and switching valve. If at least two heat exchangers are connected in series on the high pressure side, they can be arranged so that first the battery system can be heated or is heated then the passenger compartment. It can thus be provided in the case of parallel assembly and in the case of series assembly a prioritization of the regulation of the temperature of the battery system. In the case of series assembly for heating first of the battery system and then of the passenger compartment, advantageously first the at least one second heat exchanger on the high pressure side and then the at least one first exchanger heat on the high pressure side are passed through by the heated temperature regulating fluid.

Advantageously, at least one pipe fluidly connecting a compressor and the at least one second heat exchanger on the high pressure side and/or at least one pipe connecting the at least one first and the at least one second heat exchanger on the high pressure side. high pressure can be provided with at least one outwardly insulating device for the reduction or avoidance of heat dissipation through the at least one conduit to the environment. The insulation device can be produced for example by providing the at least one conduit or fluid conduit with at least one foam envelope, in particular with at least one closed cell foam envelope or by placing a system envelope around the at least one fluid pipe. In the latter case, the structure would then be as follows: fluid pipe, air slot and exterior side the envelope system, such as at least one corrugated tube.

The at least two heat exchangers on the high pressure side can advantageously be arranged directly where the heat is required, this particularly applies to heating the traction battery. The refrigerant line or line before the high pressure side heat exchanger(s) is preferably thermally insulated. As this/these pipe(s) is/are activated only for heating tasks, this is possible without problem. Alternatively, as in the state of the art, it could be possible to supply heat with a heat exchanger on the high pressure side to the cooling fluid circuit. This could possibly provide heat to different consumers. However, it turns out to be less judicious to equip such cooling fluid pipes with insulation devices as these pipes are used for temperature regulation, therefore in summer mode for cooling so that thermal insulation is more desired, and in winter mode for heating so that insulation would then be entirely appropriate. This would thus lead to an insoluble conflict of objectives in relation to the question of insulation of the pipe(s).

More advantageously, the at least one battery temperature control circuit for regulating the temperature of at least one battery system may include at least one second cooler and at least one PTC heater. By cooler it will be understood a special heat exchanger which is connected not only to a cooling fluid circuit, but also to a refrigerant circuit so that it is possible to influence the temperature of the cooling fluid circuit by the temperature of the refrigerant in an air conditioning installation, in particular to lower it. The temperature in the cooler is lowered by the evaporation of a refrigerant. The at least one second cooler can be used to obtain cooling of the battery system while the at least one PTC heater can be used to heat it.

More advantageously, the at least one battery temperature regulation circuit for regulating the temperature of at least one battery system further comprises, apart from the at least one second heat exchanger on the high pressure side, the at least one second cooler and the at least one PTC heater. The PTC heating can then support, in combination with the at least one second heat exchanger, the heat supply to the battery system. To this end, it can be mounted in particular in series with the at least one second heat exchanger. The temperature regulation system can thus comprise at least two coolers and the at least two heat exchangers on the high pressure side, as well as the at least one PTC heater as part of an HVAC unit (Heat Ventilation Air Conditioning – Heating unit). ventilation, Air Conditioning) for heating the passenger compartment and at least one PTC heater as another heater for heating the battery system.

The two heaters in the form of at least one second heat exchanger on the high pressure side and at least one PTC heater of the temperature control system can additionally be advantageously connected to each other in series and in parallel of the at least a second cooler as a cooling device. Rapid heat input into the battery temperature control circuit at relatively low energy consumption is possible by series connection of the two components acting as heaters of at least a second high-side heat exchanger pressure and at least one PTC heater. By connecting at least one second cooler in parallel, which acts as a cooling device, cooling of the battery system can be achieved as required via this in Air Conditioning mode (AC – Air Conditioning mode). . Thus, optimal temperature regulation of at least one battery system of the vehicle can be carried out using a heat pump assembly for the heating mode.

An exemplary embodiment of the invention is further described below for a more detailed explanation thereof using the drawings, the figures of which represent:

: a schematic diagram of a temperature regulation system according to the invention for an electric vehicle operating on battery,

: a schematic diagram of the temperature regulation system according to the in Air Conditioning mode for summer mode,

: a schematic diagram of the temperature regulation system according to the in heat pump mode for winter mode, and

: a schematic diagram of an electric vehicle operating on battery according to the invention, containing the temperature regulation system according to the invention according to the .

Figures 1 to 3 represent in outline a temperature regulation system 1 for regulating the temperature of a passenger compartment 101 and of vehicle components of an electric vehicle operating on battery 100. Such an electric vehicle operating on battery 100 is indicated on the . Outside the passenger compartment 101, the electric vehicle operating on the battery 100 comprises in the example sketched here a drive unit 102 comprising a battery system 103, an electric motor 104, power electronics 105 and a charger 106 Naturally other vehicle components can still be integrated into the circuits, including cooling and refrigerant circuits, of the vehicle. The illustrated battery system 103 includes a traction battery 107 as well as a driving system 108 for supplying and discharging temperature control fluid to regulate the temperature of the traction battery 107. The wheels 109, 110 , 111, 112 of the electric vehicle operating on battery 100 are driven by the electric motor 104 or by means of several electric motors 104. As not only the electric motor(s) 104, but also the power electronics 105 and the battery traction 107 have a temperature-dependent efficiency, the temperature regulation system 1 is designed to obtain the highest possible efficiency to optimally regulate the temperature of these vehicle components and also of the passenger compartment .

The temperature regulation system 1 comprises a heat exchanger 10 through which a current of ambient air 11 passes which is generally arranged in the area of the front of the vehicle 113 in order to be able to optimally use the passing air and therein entering as a current of ambient air 11. In addition, the temperature regulation system 1 comprises a first cooler 12, an electric fan 13 which is driven by an electric motor 14, a PTC heater 15, a compensation container 16, a first heat exchanger 17 on the high pressure side, a first pumping device 18, a second pumping device 19, a first throttling member 20, a second throttling member 21, a third throttling member 22, a first switching valve 23, a second switching valve 24, a third switching valve 25, a fourth switching valve 26, a second cooler 27, a second heat exchanger 28 on the high pressure side, a second heater or a second heater PTC 29 as well as a number of pipes 30 to 55 connecting these components of the temperature regulation system 1 to each other. Temperature control fluid flows through lines 30 to 55 and other components of the temperature control system.

The temperature control system 1 comprises a refrigerant circuit 60, a first cooling fluid circuit or partial cooling fluid circuit 61 and a second cooling fluid circuit or partial cooling fluid circuit 62. The components mentioned previously of the temperature regulation system are part of these three circuits. For heat transmission, the refrigerant circuit 60 and the cooling fluid circuits 61 or 62 are thermally coupled via the two coolers 12, 27 and the two heat exchangers 17, 28 on the high pressure side.

The first cooler 12 and the first heater in the form of the first PTC heater 15 are grouped as a Heat Ventilation Air Conditioning unit or HVAC unit 64. The HVAC unit 64 is crossed by air 63, indicated by an arrow from the direction of the first cooler 12 towards the first PTC heater 15 in order to allow in this regard a heat exchange between the first cooler 12 and the first heater or the first PTC heater 15. The HVAC unit 64 further comprises the third throttle member 22 as it can also emerge from the or figures 2 and 3.

The first heat exchanger 17 on the high pressure side and the second heat exchanger 28 on the high pressure side serve in said heat pump mode of the temperature regulation system, therefore in winter mode thereof, to support the emission of heat at the passenger compartment 101 via the first cooling fluid circuit 61 and the emission of heat at the second cooling fluid circuit 62 which serves as a battery temperature regulation circuit to regulate the battery system temperature. The respective direction of flow of the temperature regulating fluid in the circuits of the temperature regulating system 1 or its lines 30 to 55 varies depending on operation in the Air Conditioning mode (AC – Air Conditioning mode), as well as for the summer mode of the vehicle 100, in which the vehicle components as well as the passenger compartment 101 must be generally cooled, which is shown on the , or in the heat pump mode (WP mode), as well as for the winter mode of the vehicle 100, in which the vehicle components and the passenger compartment 101 must generally be heated, which is shown on the .

In Air Conditioning mode, in short AC mode, depending on the for cooling the battery system 103, cooling fluid returns to the second cooling fluid circuit 62, therefore the battery temperature regulation circuit, via the second cooler 27, the third switching valve 25, the second pumping device 19, the line system 108 for cooling the traction battery 107 of the battery system, the fourth switching valve 26 to the second cooler 27. The second heat exchanger 28 on the high pressure side is therefore inactive as well as the second heater or the second PTC heater 29 in the Air Conditioning mode of the temperature regulation system 1. The same applies to the first heater or the first PTC heater 15 and the first heat exchanger 17 on the side high pressure as well as the first pumping device 18. For cooling the refrigerant, in particular the cooling water, which flows for cooling the battery system 103 in the second coolant circuit 62, an exchange heat is carried out between the refrigerant circuit 60 and the second cooling fluid circuit 62 in the zone of the second cooler 27. This is not only part of the second cooling fluid circuit 62, as well as of the regulation circuit of the battery temperature, but also of the refrigerant circuit 60. In the refrigerant circuit 60, the refrigerant flows through the heat exchanger 10 which is bypassed by the ambient air 11, via the first switching valve 23 not only to the first throttling member 20, but also to the second throttling member 21 and after their passage through the first cooler 12 and parallel thereto by the second cooler 27. The partial streams of refrigerant are again grouped together after the passage of the two coolers 12, 27 at the intersection point 65 and then pass through the electric compressor 13. Via the second switching valve 24, the refrigerant returns again to the heat exchanger 10. The refrigerant is evaporated after passing the first throttle member 20 or parallel to the second throttle member 21 in both coolers 12, 27 so that the evaporation of the refrigerant generates a drop in temperature which can be used for cooling on the one hand the passenger compartment 101, via the first cooler 12, on the other hand the battery system 103, through the second cooler 27. The heat exchanger 10 operates in the AC mode as a condenser since the heat of the refrigerant is discharged to the environment and the refrigerant is condensed. Therefore, this heat exchanger is a condenser. In AC mode, high pressure reigns here as the compressor supplies compressed refrigerant.

In the heat pump mode sketched on the or WP mode for the winter mode of the electric vehicle operating on battery 100, the components of the two coolers 12, 27 as well as the first and second throttle member 20, 21 are inactive while all the other components are active. The refrigerant flows in the refrigerant circuit 60 relative to the flow direction in the Air Conditioning mode according to the in the opposite direction to this one. In the WP mode, the heat exchanger 10 is used as an evaporator as heat is absorbed by the refrigerant and evaporated. Heat is taken from the ambient air. The condenser operating in this mode as an evaporator is now on the low pressure side upstream of the compressor. In AC mode, the heat exchanger 10 is on the high pressure side behind the compressor which condenses refrigerant, i.e. it functions as a condenser. In WP mode, however, the heat exchanger 10 is on the low pressure side in front of the fan, which evaporates refrigerant, the heat exchanger 10 functions as an evaporator. Depending on the refrigerant and its thermodynamic material properties, condensation may not even occur, but “supercritical” gas cooling, i.e. above the critical point, may take place. The heat exchanger 10 would then be designated a gas cooler. Depending on the mode of operation, the heat exchanger 10 thus functions as a condenser (or gas cooler) or as an evaporator.

The heat exchanger 10 in the refrigerant circuit 60 is also passed through in the WP mode by the ambient air flow 11. After the passage of the heat exchanger 10, the refrigerant flows through the electric fan 13 , is conducted via the second switching valve 24 towards the second heat exchanger 28 on the high pressure side which now represents the interface between the refrigerant circuit 60 and the second cooling fluid circuit 62 or temperature control circuit. battery temperature. After passing the second heat exchanger 28 on the high pressure side, the refrigerant flows towards the first heat exchanger 17 on the high pressure side, passes through it and returns in the direction of flow behind it through the third throttle member 22 and the first switching valve 23 to the heat exchanger 10. The first heat exchanger 17 on the high pressure side now represents the interface between the refrigerant circuit 60 and the first partial cooling fluid circuit 61 In the latter, the refrigerant returns through the first heat exchanger 17 on the high pressure side, the first pumping device 18 and the first heater or the first PTC heater 15 to the first heat exchanger 17 on the high pressure side. For pressure compensation, the compensation container 16 is provided in the first cooling fluid circuit 61.

In the second cooling fluid circuit 62, therefore the battery temperature regulation circuit, the cooling fluid returns, as is also apparent from the , in the flow direction through the second heat exchanger 28 on the high pressure side, the second heater or the second PTC heater 29, the third switching valve 25, the second pumping device 19, the pipeline system 108 for regulating the temperature of the traction battery 107 of the battery system 103 as well as the fourth switching valve 26 to the second heat exchanger 28 on the high pressure side. Heat is generated in the electric compressor 13 during the compression of the refrigerant. Heat can be taken from the refrigerant circuit in heat pump mode depending on the through the second high-pressure side heat exchanger 28 next in the flow direction behind it and the first high-pressure side heat exchanger 17 next in the flow direction again behind it.

The two heat exchangers 17, 28 on the high pressure side are connected in series for the alternative embodiment according to the . It is also possible in principle to mount the two in parallel, with series mounting being preferred. The high pressure side in the refrigerant circuit 60 comprises the components located in the direction of flow behind the electric fan 13 between it and the third throttle member 22 of the two heat exchangers 17 and 28 on the high pressure side. The low pressure side is in the flow direction before the electric compressor 13 and therefore comprises the first switching valve 23 as well as the heat exchanger 10. In contrast, the low pressure side comprises in the Air Conditioning mode according to there due to the reverse flow direction of the refrigerant in the refrigerant circuit 60 the two coolers 12, 27 which are in the flow direction before the electric fan 13, while the high pressure side is in the Air Conditioning mode according to in the flow direction again behind the electric fan 13 and now includes the components of the heat exchanger 10, the first switching valve 23 as well as the two throttle members 20, 21. In Air Conditioning mode according to , the two coolers 12, 27 are used to supply cold, while in the heat pump mode according to the the two heat exchangers 17, 28 on the high pressure side serve to supply heat for the two cooling fluid circuits 61, 62.

The cooling fluid circuit 61 and the cooling fluid circuit 62 may be independent circuits. In addition, these can be connected or are connected together for example by means of at least one valve, for example in zone 74 or 75, in which the pipes or fluid pipes 70, 71, 72, 73 respectively represented in dotted lines bifurcate. In the latter case, these are partial cooling fluid circuits that can be coupled. Other partial circuits can be provided in addition to the partial cooling fluid circuits 61 and 62. Likewise, these can also be connected or are connected to each other and/or to the cooling fluid or partial circuits for regulating the temperature 61, 62. A connection with such other partial circuits can also be made in zones 74, 75 characterized by respectively dotted lines. The zones 74, 75 characterized by the dotted lines and the pipes 70, 71, 72, 73 thus mean that other components and also bifurcations to the partial circuits can be contained there or introduced into the two cooling fluid circuits 61 , 62. Thus variants to the embodiments shown in Figures 1 to 3 of the cooling fluid circuits 61, 62 can precisely be created or provided by modification in the zones 74, 75.

As is also apparent from Figures 1 to 3, the components serving in the heat pump mode for supplying heat from the second heat exchanger 28 on the high pressure side and from the second heater or from the second PTC heater 29 are respectively connected in series , while the second cooler 27 is mounted in parallel for operation as a cooler or cooling device, thus the Air Conditioning mode in summer mode of the vehicle, as shown on the . Therefore, the choice for winter mode is the heat pump mode and for summer mode the Air Conditioning mode for the battery system 103 can be achieved by means of these three components and the battery system can be regulated in temperature accordingly. . As precisely for winter mode, therefore heat pump mode the second heat exchanger 28 on the high pressure side draws heat from the refrigerant circuit 60, the energy consumption can be lowered for heating or warming the battery system 103 like this should not be completely made available by the PTC heater, thus a heater consuming a large amount of energy. The heater in the form of the second PTC heater 29 can therefore have a smaller dimension or possibly even be eliminated altogether, if sufficient heat can be made available via the second heat exchanger 128 on the side. high pressure for the battery temperature regulation circuit or second cooling fluid circuit 62 and therefore the battery system 103 and the traction battery 107.

The pipes 34 and 35 fluidly connecting the electric compressor 13 and the second heat exchanger 28 on the high pressure side and the pipe 46 interconnecting the first and the second heat exchanger 17, 28 on the high pressure side can be provided towards the outside with at least one insulation device 80 for reducing or avoiding heat dissipation through the conduits 34, 35, 46 to the environment. They can thus be isolated pipes 34, 35, 46. Such insulation can be carried out by wrapping the respective pipe 34, 35, 46 or fluid pipe with a foam envelope, in particular a closed-cell foam envelope or by an envelope system around the pipe 34, 35 , 46. In the latter case, an insulating air slot can be provided between the pipe 34, 35, 46 or the fluid pipe and the outer side casing system, such as a corrugated tube. The insulation apparatus 80 surrounding or enveloping the insulated pipes 34, 35, 46 is only indicated in the figures.

It is thus possible to optimize an operating efficiency of the battery system 103 and consequently also of the entire battery-operated electric vehicle 100 and due to the lower energy consumption compared to solutions of the state of the art which use PTC heaters for heating the battery system, to increase the autonomy of the vehicle. As can be seen from Figures 1 to 4, the two heat exchangers 17, 28 on the high pressure side are respectively arranged also near one side of the passenger compartment 101, on the other side of the battery system 103 or associated with these in order to allow optimal heating of the passenger compartment 101 using the first heat exchanger 17 on the high pressure side and of the battery system 103 using the second heat exchanger 28 on the high pressure side.

In addition to the variant embodiments described above and shown in the figures of temperature control systems for regulating the temperature of the passenger compartment and vehicle components of an electric vehicle operating on battery, numerous other variants can be provided, in in particular also any combinations of the characteristics mentioned above, in which respectively at least two heat exchangers on the high pressure side are provided. The at least one first heat exchanger on the high pressure side then serves to transmit heat to the air conditioning comfort circuit for the air conditioning of at least one passenger compartment and is therefore thermally coupled with the latter, while the other at least one second heat exchanger serves to transmit heat to the battery temperature regulation circuit and thus is or can be thermally coupled therewith.

List of encrypted references:

1 Temperature control system

10 Heat exchanger

11 Ambient air flow

12 First cooler

13 Electric compressor

14 Electric motor

15 First heater/first PTC heater

16 Compensation container

17 First high pressure side heat exchanger

18 First pumping device

19 Second pumping device

20 First throttle member

21 Second throttle member

22 Third throttle member

23 First switching valve

24 Second switching valve

25 Third switching valve

26 Fourth switching valve

27 Second cooler

28 Second high pressure side heat exchanger

29 Second heater/second PTC heater

30 Driving

31 Driving

32 Driving

33 Driving

34 Pipe/Insulated pipe

35 Pipe/Insulated pipe

36 Driving

37 Driving

38 Driving

39 Driving

40 Driving

41 Driving

42 Driving

43 Driving

44 Driving

45 Driving

46 Pipe/Insulated pipe

47 Driving

48 Driving

49 Driving

50 Driving

51 Driving

52 Driving

53 Driving

54 Driving

55 Driving

60 Refrigerant circuit/Air conditioning comfort circuit

61 First refrigerant circuit/Partial refrigerant circuit

62 Second refrigerant circuit/Partial refrigerant circuit/Battery temperature control circuit

63 Air

64 HVAC unit

65 Intersection point

70 Driving

71 Driving

72 Driving

73 Driving

74 Area

75 Area

80 Insulation device

100 Battery-powered electric vehicle

101 Interior

102 Drive unit

103 Battery system

104 Electric motor

105 Power electronics

106 Charger

107 Traction battery

108 Driving system

109 Wheel

110 Wheel

111 Wheel

112 Wheel

113 Front of vehicle

Claims (15)

Temperature control system (1) for regulating the temperature of a passenger compartment (101) and vehicle components of a battery-powered electric vehicle (100), in particular of a land vehicle, comprising at least one circuit air conditioning comfort system (60) for air conditioning of at least one passenger compartment (101), at least one battery temperature regulation circuit (52) for regulating the temperature of at least one battery system (103) of the vehicle (100), at least one evaporator and/or at least one cooler (12, 27), in which the temperature regulation system (1) can operate in heat pump mode,
characterized in that
at least two heat exchangers (17, 28) on the high pressure side are provided in heat pump mode. Temperature regulation system (1) according to claim 1,
characterized in that
the at least one air conditioning comfort circuit (60) is a refrigerant circuit and at least two refrigerant circuits (61, 62) are provided, in which the battery temperature regulation circuit (62) is one of the at least two refrigerant circuits (61, 62). Temperature regulation system (1) according to claim 2,
characterized in that
the at least one first heat exchanger (17) on the high pressure side is or can be thermally coupled with the air conditioning comfort circuit (60) as a refrigerant circuit and one of the at least two refrigerant circuits (61, 62) and the at least one second heat exchanger (28) on the high pressure side is or can be thermally coupled with the refrigerant circuit (60) and the battery temperature regulation circuit (62) as the at least one second circuit of refrigerant. Temperature regulation system (1) according to claim 2 or 3,
characterized in that
the at least two refrigerant circuits (61, 62) are circuits or partial circuits completely separated from each other in an overall circuit, in particular the at least two refrigerant circuits (61, 62) are or can be connected to each other and/or to other temperature regulation circuits. Temperature regulation system (1) according to one of the preceding claims,
characterized in that the at least two heat exchangers (17, 28) on the high pressure side are connected in series. Battery-operated electric vehicle (100), in particular land vehicle, comprising at least one temperature control system (1) for regulating the temperature of the passenger compartment and of components of the battery-operated electric vehicle, in which the vehicle ( 100) comprises at least one passenger compartment (101) and at least one drive unit (102) with at least one battery system (103), and in which the temperature control system (1) comprises at least one circuit air conditioning comfort (60) for air conditioning of at least one passenger compartment (101), at least one battery temperature regulation circuit (32) for regulating the temperature of at least one battery system (103), at least one evaporator and/or first cooler (12, 27) and can operate in a heat pump mode,
characterized in that
at least two heat exchangers (17, 28) on the high pressure side are provided in the heat pump mode of the temperature control system. Electric vehicle operating on battery (100) according to claim 6,
characterized in that
at least two of the at least two heat exchangers (17, 28) on the high pressure side are connected in series. Electric vehicle operating on battery (100) according to claim 6,
characterized in that
at least two of the at least two heat exchangers (17, 28) on the high pressure side are mounted in parallel. Electric vehicle operating on battery (100) according to any one of claims 6 to 8,
characterized in that
one of the at least two heat exchangers (17, 28) on the high pressure side is or can be thermally coupled with a refrigerant circuit (61, 62) of the temperature control system (1). Electric vehicle operating on battery (100) according to claim 9,
characterized in that
at least one first heat exchanger (17) on the high pressure side serves for the transmission of heat to the passenger compartment (101) and is or can be thermally coupled with the air conditioning comfort circuit and at least one second heat exchanger (28 ) on the high pressure side is or can be thermally coupled with the battery temperature control circuit (62) to regulate the temperature of at least one battery system (103). Electric vehicle operating on battery (100) according to any one of claims 6 to 10,
characterized in that
the at least one battery temperature regulation circuit (62) for regulating the temperature of at least one battery system (103) comprises at least one second cooler (27) and at least one PTC heater (29). Electric vehicle operating on battery (100) according to one of claims 6 to 10,
characterized in that
the at least one battery temperature regulation circuit (62) for regulating the temperature of at least one battery system (103) comprises at least one second cooler (27), at least one PTC heater (29) and the at least one second heat exchanger (28) on the high pressure side. Electric vehicle operating on battery (100) according to claim 12,
characterized in that
the heaters are connected in series with each other in the form of at least one second heat exchanger (28) on the high pressure side and at least one PTC heater (29) and are connected parallel to the at least one second cooler (27) as a cooling device. Electric vehicle operating on battery (100) according to any one of claims 7 to 13,
characterized in that
a priority circuit for the at least two heat exchangers (17, 28) on the high pressure side is provided in the heat pump mode, in particular in the case of parallel connection of the at least two heat exchangers (17, 28) on the high side pressure, this is provided by at least one shut-off and switching valve or in the case of series connection of the at least two heat exchangers (17, 28) on the high pressure side, these are arranged so that first of all the battery system (103) can be heated and then the passenger compartment (101). Electric vehicle operating on battery (100) according to any one of claims 6 to 14,
characterized in that
at least one pipe (34, 35) fluidly connecting a compressor (13) and the at least one second heat exchanger (28) on the high pressure side and/or at least one pipe (46) interconnecting the at least one first and the at least one second heat exchanger (17, 28) on the high pressure side is or can be provided towards the outside with at least one insulation device for the reduction or avoidance of heat dissipation by through at least one conduit to the environment.