KR102294593B1 - Thermal system of a motor vehicle and method for operating the thermal system - Google Patents

Abstract

The present invention relates to a thermal system ( 1a , 1b , 1c , 1d , 1e ) of a motor vehicle, in particular a thermal management system. The system 1a, 1b, 1c, 1d, 1e has a compressor 5, a first refrigerant-coolant heat exchanger 6 operating as a condenser/gas cooler, and a first expansion member 8 supported forward Refrigerant having a first refrigerant-air heat exchanger (7) operating as a first evaporator and a second refrigerant-coolant heat exchanger (13) operating as a second evaporator with a forwardly supported second expansion member (14) circuits 2a, 2b, 2c, 2d, 2e. The system 1a, 1b, 1c, 1d, 1e also has a first refrigerant circuit 3 with the first refrigerant-coolant heat exchanger 6 and the second refrigerant-coolant heat exchanger 13 having A second coolant circuit (4) is provided and formed. Said first coolant circuit (3) has a first coolant-air heat exchanger (35) for transferring heat from the coolant to the ambient air and a second coolant-air heat exchanger (37) for heating the incoming air for the cabin. The second coolant circuit 4, on the other hand, provides a third coolant-air heat exchanger 48 for transferring heat from the coolant to the ambient air and a fourth coolant for transferring heat between the coolant and the inlet air for the cabin. - Equipped with an air heat exchanger (53).
The invention also relates to a method of operating said thermal system 1a, 1b, 1c, 1d, 1e.

Description

THERMAL SYSTEM OF A MOTOR VEHICLE AND METHOD FOR OPERATING THE THERMAL SYSTEM

The present invention relates to a thermal system of a motor vehicle, in particular a thermal management system, having a refrigerant circuit and a first and a second coolant circuit. The invention also relates to a method of operating said thermal system.

In the case of electric driven vehicles such as an electric vehicle, abbreviated as EV, and hybrid vehicles, abbreviated as HEV, on the one hand, insufficient waste heat for heating the cabin is achieved by the drive motor, as a result of which the air conditioning of the electric drive vehicle The system has a very large influence not only on the operating efficiency of the vehicle, but also on the energy consumption of the vehicle. In order to increase the operating efficiency of a vehicle and reduce energy consumption, air conditioning systems with a heat pump function that can use a variety of heat sources are used.

Electric vehicles or hybrid vehicles, on the other hand, are mostly vehicles with pure internal combustion engine drives, due to their formation with additional components such as high voltage batteries, internal chargers, transformers, inverters and electric motors, with relatively higher cooling demands or It has an additional cooling demand. Also, in order to comply with the permissible temperature limits of high-voltage batteries, in particular in the range from 0°C to 35°C, in particular from 20°C to 35°C, preferably systems with a heat pump function are used, These systems are used for the conversion of active cooling concepts and heating concepts. For example, additional components of the electric drive train can be used as heat sources.

Conventional electrically driven vehicles thus include a coolant circuit in which the coolant circulated to dissipate the heat released from the drive components is conducted, for example through an air-cooled ambient air heat exchanger. When the ambient air heat exchanger flows through, at least a portion of the heat of the coolant may be transferred to the ambient air. In this case, heat can be dissipated from components operating at higher than ambient temperatures, such as drive motors or inverters which can operate at temperatures up to 90° C.

DE 10 2017 114 136 A1 describes a motor vehicle with a thermal system comprising a refrigerant circuit and a coolant circuit. The refrigerant circuit and the refrigerant circuit are thermally connected to each other through a heat exchanger. The refrigerant circuit is used to temper the incoming air for the cabin and to absorb heat from the coolant circuit, which is used in particular for cooling the components of an electric drive train, such as a battery of a motor vehicle.

In particular, highly autonomous or fully autonomously operated automobiles, also referred to as level 4 or 5 automobiles, also require significant computational power, especially for automated driving operation. In this case, on the one hand, the components to be cooled in order to carry out the calculations represent, on the other hand, an additional heat source for the air conditioning system.

In order for the drive system of an automobile to work properly and reliably, the system components must be operated in an acceptable temperature range in all conditions and in all possible environments. This object can be met by a thermal management system or, in particular, by a thermal management system of a motor vehicle in connection with an air conditioning system. The development of a thermal management system or thermal system or air conditioning system for an electric vehicle is a complex process because many parts with different cooling requirements or heating requirements at different temperature levels are closely related to each other.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a thermal system or an air conditioning system having sufficient cooling capacity and heating capacity, in particular for motor vehicles in which electric drive or electric drive and internal combustion engine drive are combined. By coupling the air conditioning system with electrical components, the temperature of the system components is monitored and regulated, as well as excess heat emitted from the system components is used to heat the incoming air for, for example, the cabin. In addition, manufacturing, maintenance and operating costs and the required footprint of the system must be minimized. The system and, together with it, the vehicle must be able to operate at maximum efficiency.

The above object is solved by objects and methods having the features of the independent claims. Improvements are described in the dependent claims.

The above problem is solved by a thermal system for a motor vehicle, in particular a thermal management system, according to the invention. The thermal system comprises a compressor, a first refrigerant-coolant heat exchanger operating as a condenser/gas cooler, a first refrigerant-air heat exchanger operating as a first evaporator having a first expansion member supported forward in the flow direction of the refrigerant; and a refrigerant circuit having a second refrigerant-coolant heat exchanger operating as a second evaporator having a second expansion member supported forward in the refrigerant flow direction. The thermal system also includes a first coolant circuit having the first refrigerant-to-coolant heat exchanger for transferring heat from the refrigerant to the coolant and a second coolant having the second coolant-to-coolant heat exchanger for transferring heat from the coolant to the refrigerant. It is formed with a circuit.

A heat exchanger is referred to as a condenser when the liquefaction of the refrigerant takes place, for example, in subcritical operation of the refrigerant circuit, such as when using refrigerant R134a, or in certain ambient conditions using carbon dioxide. Part of the heat transfer takes place at a constant temperature. In case of over-critical operation or the release of over-critical heat in the heat exchanger, the temperature of the refrigerant decreases constantly. In this case, the heat exchanger is also referred to as a gas cooler. Above-critical operation may occur, for example, in certain ambient conditions or mode of operation of a refrigerant circuit using carbon dioxide as the refrigerant.

According to the concept of the invention, the first coolant circuit has a first coolant-air heat exchanger for transferring heat from the coolant to the ambient air and a second coolant-air heat exchanger for heating the incoming air for the passenger compartment of the motor vehicle. . The second coolant circuit has a third coolant-air heat exchanger for transferring heat from the coolant to the ambient air and a fourth coolant-air heat exchanger for transferring heat between the coolant and the incoming air for the cabin. In this case, the fourth coolant-air heat exchanger is formed and arranged not only to transfer heat from the coolant to the inlet air for the cabin, but also to transfer heat from the incoming air for the cabin to the coolant.

According to a refinement of the invention, a first refrigerant-air heat exchanger having said first expandable member is in the first flow path of said refrigerant circuit and a second refrigerant-coolant heat exchanger having said second expandable member is of said refrigerant circuit. disposed in the second flow path. The flow paths each extend from a branch point to a merging point of the refrigerant circuit, are arranged parallel to each other, and are formed so that the refrigerant can be supplied individually or simultaneously with each other as needed.

According to a preferred embodiment of the invention, a first coolant-air heat exchanger and a second coolant-air heat exchanger of the first coolant circuit are each arranged in the flow path. The flow paths each extend from a branch point, in particular a three-way valve to a merging point, are arranged parallel to each other, and are configured so that coolant can be supplied individually or simultaneously with one another as required.

The second coolant circuit is preferably formed with a battery heat exchanger and/or a heat exchanger for conditioning the components of the drive train and/or a heat exchanger for conditioning the electronic components. In this case, the heat exchangers are preferably arranged so that the coolant can be supplied sequentially or independently of one another, if necessary.

A particular advantage of the invention is that the second coolant circuit is formed with connection points and two or more conveying devices, in particular two coolant pumps, so that the coolant circulates in two separate flow circuits as required. .

According to a preferred embodiment of the present invention, the refrigerant circuit has a second refrigerant-air heat exchanger (15) serving as a second condenser/gas cooler for heating the incoming air for the cabin. The second refrigerant-air heat exchanger is in this case arranged between the compressor and a first refrigerant-coolant heat exchanger operating as a first condenser/gas cooler.

The refrigerant circuit preferably has a third expansion member, which expansion member is arranged between the second refrigerant-air heat exchanger and the first refrigerant-coolant heat exchanger.

In addition, the refrigerant circuit may be formed with an internal heat exchanger. In this case, the internal heat exchanger means an internal heat exchanger used for heat transfer between the high-pressure side refrigerant and the low-pressure side refrigerant. In this case, for example, on the one hand the liquid refrigerant is further cooled after condensation or liquefaction, on the other hand the suction gas is superheated before the compressor.

In addition, the refrigerant circuit may be formed with a refrigerant collector disposed on the low pressure side, also referred to as an accumulator.

According to a refinement of the invention, the thermal system comprises an air conditioning unit with a blower for conveying incoming air for the cabin through the housing. In this case, the fourth coolant-air heat exchanger 53 of the second coolant circuit and the first coolant-air heat exchanger of the coolant circuit are arranged in series in the flow direction of the incoming air through the housing, and these heat exchangers are each preferably It is formed in such a way that it occupies the entire flow cross-sectional area of the housing.

The housing preferably has a first flow path and a second flow path, these flow paths being arranged parallel to each other and configured to be supplied with the incoming air individually or simultaneously as required. A second coolant-air heat exchanger of the first coolant circuit and a second coolant-air heat exchanger of the coolant circuit are arranged in the first flow path in the flow direction of the incoming air. In this case, the second flow path is formed as a bypass for the first flow path.

The above object of the invention is also solved by the method according to the invention of a thermal system, in particular a thermal management system, of a motor vehicle suitable for operation in the cooling system mode, the heat pump mode and the reheat mode of the cabin inlet air to be conditioned.

According to the concept of the invention, a first refrigerant-air operating as a first evaporator for absorbing heat from the incoming air when operating in the cooling device mode of the cabin inlet air and in the passive cooling mode of the components and electronic components of the drive train. Refrigerant is supplied to a first flow path of a refrigerant circuit having a heat exchanger and a second flow path of a refrigerant circuit having a refrigerant-coolant heat exchanger serving as a second evaporator. In addition, the connection points of the coolant circuit are set such that two conveying devices for circulating the coolant, in particular the coolant pump, are operated, and the coolant circuit is flowed with coolant in two independent flow circuits.

In this case the coolant conveyed from the conveying device in the first flow circuit is circulated between the refrigerant-coolant heat exchanger and the coolant-air heat exchanger as at least a partial mass flow, whereby in the coolant-air heat exchanger, inlet air for the cabin by means of a coolant The heat absorbed from the refrigerant is transferred to the refrigerant circulating in the refrigerant circuit in the refrigerant-coolant heat exchanger.

Further, in the second flow circuit the coolant conveyed from the further conveying device is a heat exchanger for discharging heat of the components of the drive train, a heat exchanger for discharging heat of the electronic components and a coolant-air for transferring heat to the ambient air. It is circulated in sequence through the heat exchanger.

According to a first alternative embodiment of the invention, the coolant conveyed in the second flow circuit is conducted in a bypass bypassing the battery heat exchanger.

In active cooling mode operation of the battery, the coolant conveyed in the first flow circuit is circulated between the refrigerant-coolant heat exchanger and the battery heat exchanger as at least a partial mass flow, whereby the coolant is absorbed from the battery by the coolant in the battery heat exchanger. Heat is transferred from the refrigerant-coolant heat exchanger to the refrigerant.

According to a second alternative embodiment of the invention, when operating in the passive cooling mode of the battery, the coolant conveyed in the second flow circuit from the battery in series with the heat exchangers for dissipating heat of the components of the drive train. It is guided through the battery heat exchanger for dissipating heat.

According to another concept of the invention, when the thermal system is operated in the heat pump mode or reheat mode of the cabin inlet air, the heat absorbed from the inlet air and/or from the second coolant circuit by the refrigerant circulating in the refrigerant circuit is transferred to the refrigerant. - from the air heat exchanger to the incoming air and/or from the refrigerant-coolant heat exchanger to the coolant of the first coolant circuit. In this case, at least part of the heat of the coolant in the first coolant circuit is transferred from the coolant-air heat exchanger to the incoming air for the cabin.

According to a preferred embodiment of the present invention, the expansion member disposed between the refrigerant-air heat exchanger and the refrigerant-coolant heat exchanger of the refrigerant circuit is such that the refrigerant passes through the expansion member without pressure loss, or the refrigerant-coolant heat exchange The refrigerant is set to expand to a pressure level in such a way that the temperature of the refrigerant at the inlet or outlet of the air is regulated.

According to a refinement of the invention, when the thermal system is operated in the reheat mode of the incoming air for the passenger compartment, the coolant conveyed from the conveying device in the first flow circuit of the second coolant circuit is at least as a partial mass flow with the refrigerant-coolant heat exchanger. By circulating between the coolant-air heat exchangers, the heat absorbed from the incoming air by the coolant in the coolant-air heat exchanger is transferred to the coolant in the coolant-coolant heat exchanger.

In a preferred embodiment of the invention, when the thermal system is operated in the active cooling mode of the electronic components and the components of the drive train, the coolant conveyed from the conveying device in the second flow circuit of the second coolant circuit cools the components of the drive train. It is circulated in succession through a heat exchanger to dissipate heat, a heat exchanger to dissipate heat of the electronic components, and a coolant-air heat exchanger to transfer heat to the ambient air.

When the thermal system operates in the active cooling mode of the battery, electronic components and components of the drive train, the coolant transported in the second coolant circuit is a heat exchanger for discharging heat of the components of the drive train, discharging the heat of the electronic components and a refrigerant-coolant heat exchanger for transferring heat to the refrigerant in the refrigerant circuit.

Further, when the heat system is operated using ambient air as a heat source, the coolant transported in the second coolant circuit is used to absorb heat from the ambient air and a coolant-air heat exchanger for transferring heat to the coolant in the coolant circuit. Refrigerant-coolant may be circulated through the heat exchanger.

Said preferred embodiment of the present invention enables the use of said thermal system as an air conditioning system of a motor vehicle for conditioning of incoming air for a passenger compartment and for conditioning of components and electronic components of a drive train.

In summary, the thermal system according to the present invention has a number of advantages:

- Lower energy consumption of the car is achieved due to the efficient thermal management system, which also leads to a higher mileage of the car,

- the maximum efficiency and minimum footprint requirements of the system during operation are met, and

- Low manufacturing and maintenance costs are achieved while operating costs are also low during operation.

Said thermal system or air conditioning system, in particular the refrigerant circuit, is designed irrespective of the refrigerant used and therefore also for R134a, R744, R1234yf or other refrigerants.

Additional details, features and advantages of embodiments of the present invention become apparent in the following description of embodiments made with reference to the associated drawings.
The drawings show a refrigerant circuit for conditioning the incoming air for the passenger compartment, respectively, and a first refrigerant circuit for absorbing heat from the refrigerant circuit and for cooling the drive components and for dissipating heat into the refrigerant circuit and, respectively, for the inlet for the passenger compartment, if necessary. A thermal system of a motor vehicle with a second coolant circuit for heating air or transferring heat to ambient air is shown:
1 shows a first refrigerant-coolant heat exchanger operating as a condenser/gas cooler and a second refrigerant-coolant heat exchanger operating as an evaporator and a first refrigerant-air heat exchanger operating as an evaporator and expansion members assigned to the evaporators A thermal system equipped with is shown,
FIG. 2 shows a thermal system with a refrigerant circuit according to FIG. 1 with a second refrigerant-air heat exchanger operating as a condenser/gas cooler and an associated expansion element, FIG.
3 shows a thermal system with a refrigerant circuit according to FIG. 2 with an internal heat exchanger,
FIG. 4 shows a thermal system with a refrigerant circuit according to FIG. 3 with an accumulator for refrigerant arranged between an internal heat exchanger and a compressor, FIG.
5 shows a thermal system with a refrigerant circuit according to FIG. 3 with an accumulator for the refrigerant arranged between the evaporators and an internal heat exchanger,
6 shows, in particular, the arrangement of the refrigerant-air heat exchangers inside the air conditioning unit and the coolant-air heat exchangers for transferring heat together with the incoming air for the cabin and the thermal system of FIG. Thermal systems can be operated in different modes of operation, i.e.
7 shows the cooling device mode of the cabin inlet air and the passive cooling mode of the components of the drive train,
8 shows an extended cooling device mode of the cabin inlet air and a passive cooling mode of the components of the drive train,
In Fig. 9 the extended cooling mode of the cabin inlet air and the active cooling mode of the battery and the passive cooling mode of the other components of the drive train are shown,
10 shows the active cooling mode of the battery and the passive cooling mode of the other components of the drive train,
11 shows an extended cooling system mode of the cabin inlet air and a passive cooling mode of the battery and other components of the drive train,
12 the reheating mode of the cabin inlet air and the passive cooling mode of the battery and other components of the drivetrain are shown;
13 shows the heat pump mode and the reheat mode of the cabin inlet air and the passive cooling mode of the components of the drive train,
14 the heat pump mode and the reheat mode of the cabin inlet air and the active cooling mode of the battery and the passive cooling mode of the other components of the drive train are shown in FIG.
15 and 16 show the heat pump mode and the reheat mode of the cabin inlet air and the active cooling mode of the battery and other components of the drive train,
17 shows the heat pump mode and the reheat mode of the cabin inlet air and the active cooling mode of the components of the drive train,
18 shows the heat pump mode and the reheat mode of the cabin inlet air including ambient air as a heat source,
19 is shown in the reheat mode of the cabin inlet air with operation of the additional heat exchanger of the second coolant circuit, and
20 is shown in the reheat mode of the battery with the operation of the additional heat exchanger in the second coolant circuit.

1 shows a first refrigerant circuit 2a and a first refrigerant circuit 3 for absorbing heat from this refrigerant circuit 2a and for cooling the components of the drive train and for dissipating heat into the refrigerant circuit 2a and a thermal system 1a for conditioning the components of the drivetrain and the cabin intake air of the motor vehicle, respectively, with a second coolant circuit 4 for heating the cabin intake air if necessary or for transferring heat to the ambient air, respectively. . The thermal system 1a comprises a first refrigerant-coolant heat exchanger 6 operating as a condenser/gas cooler and a second refrigerant-coolant heat exchanger 13 operating as an evaporator and a first refrigerant-air heat exchanger operating as an evaporator. It is formed with an expander (7) and expandable members (8, 14) assigned to the evaporators. In this case, the refrigerant circuit (2a) has a compressor (5), a first refrigerant-coolant heat exchanger (6) and evaporators (7, 13) arranged parallel to each other in the flow direction of the refrigerant and to which refrigerant can be supplied, , wherein the first refrigerant-coolant heat exchanger 6 thermally connects the refrigerant circuit 2a with the first refrigerant circuit 3 and transfers heat from the refrigerant circuit 2a to the first refrigerant circuit 3 It is designed to be transmitted to

A first evaporator 7 is arranged in a first flow path 9 with an expandable member 8 supported forward, said first flow path extending from a branch point 10 to a confluence point 11 . . The first evaporator 7 , which is designed as a refrigerant-air heat exchanger, is designed for conditioning, in particular cooling and/or dehumidifying, the incoming air for the cabin.

A second evaporator (13) is arranged in a second flow path (12) with an expandable member (14) supported forward, said second flow path (12) also extending from a branch point (10) to a point of confluence (11) , thus running parallel to the first flow path 9 . The second evaporator 13 formed as a refrigerant-coolant heat exchanger of the refrigerant circuit 2a is configured to transfer heat from the second refrigerant circuit 4 to the refrigerant circuit 2a, in which case the second evaporator is The refrigerant circuit (2a) is thermally connected with the second refrigerant circuit (4).

The expansion elements 8 , 14 are designed in particular as expansion valves, by means of which the mass flow of refrigerant can be divided into partial mass flows passing through the flow paths 9 , 12 . In this case the mass flow through the evaporators 7 and 13 can be set continuously in the range of 0% to 100%. The partial mass flows merge at the point of confluence 11 .

The compressor 5 draws refrigerant from the flow paths 9 and 12 depending on the operating mode of the system 1a and the refrigerant circuit 2a. The refrigerant circuit 2a is closed.

The two coolant circuits 3 , 4 operable independently of each other and not coupled to each other in fluid technology are thermally connected to each other only via the coolant circuit 2a .

The first coolant circuit 3, in addition to the first refrigerant-coolant heat exchanger 6 acting as a condenser/gas cooler for the refrigerant, in particular a first conveying device 30 of the coolant pump and to transfer heat from the coolant to the ambient air It is formed with a first coolant-air heat exchanger (35) for The first coolant-air heat exchanger 35 is disposed in a first flow path 32 as a first ambient air heat exchanger of the system 1a , wherein the first flow path joins at a branch point 31 . It extends to point 34 .

A second coolant-air heat exchanger 37 is arranged in the second flow path 33 of the first coolant circuit 3 , which likewise extends from the branch 31 to the confluence 34 . Said second coolant-air heat exchanger 37 , acting as a heating heat exchanger, is configured to transfer heat from the coolant to the incoming air for the cabin.

The branching point 31 of the flow paths 32 , 33 is designed in particular as a three-way valve, by means of which the mass flow of coolant passes through the flow paths 32 , 33 partial mass flows. can be divided into In this case the mass flow through the coolant-air heat exchangers 35 , 37 can be set in the range of 0% to 100% continuously. The partial mass streams merge at a confluence point 34 .

During operation of the first coolant circuit 3 , in the coolant-cooled first refrigerant-coolant heat exchanger 6 , the heat transferred from the refrigerant to the coolant is transferred from the coolant to the cabin in the first heating heat exchanger 37 as required. inlet air, or in the first ambient air heat exchanger 35 from the coolant to the ambient air. The first coolant-air heat exchanger 35 is supplied with ambient air in the flow direction 35 .

A second coolant circuit 4 connects the plurality of heat sources and heat sinks to each other. The second coolant circuit 4 is therefore, in addition to the second coolant-coolant heat exchanger 13 acting as an evaporator for the coolant, in particular a second conveying device 40 of the coolant pump and a further heating heat exchanger for transferring heat to the coolant. (41) is provided and formed. The additional heating heat exchanger 41 , the refrigerant-coolant heat exchanger 13 and the conveying device 40 are arranged in the coolant circuit 4 so that the coolant can be continuously supplied. By means of said additional heating heat exchanger 41 , in particular an electrical auxiliary heater such as a resistance heater, the heat dissipated from the coolant and, if insufficient heat is required, ambient air or components of the drive train and Additional heat can be provided from the electronic components and the lack of heat demand can be compensated for.

The second coolant circuit 4 has a battery heat exchanger 42 for cooling the components of the drive train, which is arranged in the first flow path 43 . A first flow path 43 of the second coolant circuit 4 extends from a first connection point 44 to a second connection point 45 . The battery heat exchanger 42 is configured such that the heat of the coolant flowing through the heat exchanger is transferred directly by the battery, in particular the high voltage battery. In addition to the battery heat exchanger 42 , the second coolant circuit 4 comprises one or more heat exchangers 46 for conditioning the components of the drive train and one or more heat exchangers 46 for conditioning the electronic components of the autonomous drive, for example. 47) is provided.

Heat transferred to the coolant, for example the components of the drive train and the battery or electronic components, can likewise be transferred to the ambient air. The second coolant circuit 4 has a third coolant-air heat exchanger 48 which also operates as a second ambient air heat exchanger 35 of the system 1a. The first ambient air heat exchanger 35 of the first coolant circuit 3 and the second ambient air heat exchanger 48 of the second coolant circuit 4 are in series in the flow direction 36 of the ambient air and thus They are arranged so that ambient air can be supplied one after the other in a specified order.

In the first flow path 43 are arranged two connection points 49 , 50 formed as four-way valves, in which case the first connection point 49 is a connection point 44 and a battery heat exchanger 42 . Between and a second connection point 50 is formed between the battery heat exchanger 42 and the connection point 45 . Between the four-way valves 49 , 50 , on the one hand, a second flow path 51 is provided as a bypass bypassing the battery heat exchanger 42 . On the other hand in another flow path extending between the four-way valves 49 , 50 heat exchangers 46 , 47 for conditioning the components and electronic components of the drive train and a second ambient air heat exchanger (48) is arranged, said heat exchangers (46, 47) and the second ambient air heat exchanger (48) in succession one after another through which coolant can flow.

A third flow path 52 is formed parallel to the first flow path 43 of the second coolant circuit 4 , said third flow path likewise running from the first connection point 44 to the second connection point ( 45) is extended. A fourth coolant-air heat exchanger 53 is arranged in the third flow path 52 for heat transfer between the inlet air for the cabin and the coolant in the second coolant circuit 4 .

In order to realize the different flow-through possibilities and, in addition, the different operability of the heat exchanger as heat sink or heat source, the second coolant circuit 4 also has a third conveying device 54 , in particular a coolant pump, a further connection point 55 , 57 , 59 ) and additional flow paths 56 , 58 . A connection point 55 , formed in this case as a three-way valve, is between the components of the drive train and heat exchangers 46 , 47 for conditioning electronic components and a connection point 57 , formed as a three-way valve, of the drive train It is disposed between a heat exchanger 46 for conditioning the components and a second ambient air heat exchanger 48 . A fourth flow path 56 is formed between the connection point 45 on the one hand and the connection point 55 on the other hand. A fifth flow path 58 extends from the connection point 57 to the connection point 59 , which in turn is arranged in the fourth flow path 56 .

The second coolant circuit 4 thus has a plurality of flow paths formed as a closed loop, these flow paths can be connected and interrupted as necessary and the coolant can be fed jointly, by doing so together with various heat exchangers. Several heat sources and heat sinks may be used. The variable flow paths are switched by the position of the connection points 44 , 49 , 50 , 55 , 57 formed as a three-way valve or a four-way valve.

In particular, the coolant circulating in the second coolant circuit 4 for conditioning, in particular cooling, the components and electronic components of the drive train is actively cooled or when flowing through the second coolant-coolant heat exchanger 13 . It is tempered or passively cooled or tempered as it flows through the third coolant-air heat exchanger 48 .

The thermal system 1a enables operation as above, for example in a reheat mode or a heat pump mode, in which operation it is removed from the components of the drive train and the electronic components by means of the coolant in the second coolant circuit 4 . The absorbed waste heat is provided as evaporation heat for the refrigerant in the second refrigerant-coolant heat exchanger 13 . The heat recovery function helps to improve the overall energy efficiency and thermal efficiency of the vehicle.

FIG. 2 shows a motor vehicle with a second refrigerant circuit 2b and a first coolant circuit 3 and a second coolant circuit 4 for conditioning the incoming air for the cabin according to the first thermal system 1a of FIG. 1 . shows a second thermal system 1b of The coolant circuits 3, 4 of the systems 1a, 1b are identical. Identical components of systems 1a, 1b have been provided with identical reference numerals.

The difference between the systems 1a, 1b lies in the formation of the refrigerant circuits 2a, 2b. Compared with the refrigerant circuit 2a of the system 1a of FIG. 1 , the refrigerant circuit 2b of the system 1b comprises a further second refrigerant-air heat exchanger 15 operating as a condenser/gas cooler and this second It is formed with a third expansion member 16 disposed after the refrigerant-air heat exchanger 15 . Said second refrigerant-air heat exchanger 15 and associated therewith a third expansion member 16 formed as an expansion valve is provided between the compressor 5 and the first refrigerant-coolant heat exchanger 6 acting as a condenser/gas cooler. is placed in

By means of a first refrigerant-coolant heat exchanger 6 and a second refrigerant-air heat exchanger 15 , each acting as a condenser/gas cooler, the heat of the refrigerant at a high pressure level is transferred to the inlet air for the cabin and/or to the first It can be delivered to the coolant in the coolant circuit 3 . In order to pass the refrigerant without significant pressure loss, the expansion member 16 disposed between the heat exchangers and formed as expansion member can in this case be fully open, or between the high-pressure level and the low-pressure level of the refrigerant circuit 2b. can be set to adjust the intermediate pressure level. Thus, the amount of heat transferred to the inlet air for the cabin and to the coolant in the first coolant circuit 3 can be adjusted as desired.

3 shows a third refrigerant circuit 2c for conditioning the incoming air for the cabin according to the thermal systems 1a, 1b of FIG. 1 and a first refrigerant circuit 3 and a second refrigerant circuit 4 A third thermal system 1c of the motor vehicle is shown. The coolant circuits 3 , 4 of the systems 1a , 1b , 1c are identical. Identical components of systems 1a, 1b, 1c have been provided with identical reference numerals.

The difference between the systems 1a, 1b, 1c lies in the formation of the refrigerant circuits 2a, 2b, 2c. Compared with the refrigerant circuit 2a of the system 1b of FIG. 2 , the refrigerant circuit 2c of the system 1c is formed with an additional internal heat exchanger 17 .

The internal heat exchanger 17 is arranged between a first refrigerant-coolant heat exchanger 6 operating as a condenser/gas cooler on the high pressure side and a branch point 10 and with it the expansion elements 8 , 14 and on the low pressure side. It is arranged between the confluence point 11 and with it the heat exchangers 7 , 13 acting as evaporators and the compressor 5 . The internal heat exchanger 17 allows heat to be transferred from the high-pressure side refrigerant of the refrigerant circuit 2c to the low-pressure side refrigerant of the refrigerant circuit 2c, which operates the refrigerant circuit 2c as well as the system 1c. It further increases the efficiency.

4 and 5 show a fourth thermal system 1d of a motor vehicle with a fourth refrigerant circuit 2c for conditioning the incoming air for the passenger compartment according to the thermal systems 1a, 1b, 1c of FIGS. 1 to 3 . ) and a fifth thermal system 1e are shown. The coolant circuits 3, 4 of the systems 1a, 1b, 1c, 1d, 1e are identical. Identical components of systems 1a, 1b, 1c, 1d, 1e have been provided with identical reference numerals.

The difference between the systems 1a, 1b, 1c of FIGS. 1 to 3 on the one hand and the thermal systems 1d, 1e of FIGS. 4 and 5 on the other hand is that the refrigerant circuits 2a, 2b, 2c, 2d, 2e in their formation. Compared with the refrigerant circuit 2c of the system 1c of FIG. 3, the refrigerant circuits 2d, 2e of the systems 1d, 1e are provided with accumulators 18d and 18e for separating and collecting the liquid refrigerant, respectively. is formed The accumulators 18d and 18e are provided on the low-pressure side of the refrigerant circuits 2d and 2e, respectively.

In this case, the accumulator 18d of the fourth refrigerant circuit 2d according to FIG. 4 is arranged between the internal heat exchanger 17 and the compressor 5, whereas the fifth refrigerant circuit 2e according to FIG. An accumulator 18e is arranged between the confluence point 11 and the internal heat exchanger 17 and the heat exchangers 7 , 13 which also act as evaporators.

Starting from the thermal system 1a with the refrigerant circuit 2a according to FIG. 1 , firstly the formation of a further second refrigerant-air heat exchanger 15 and its associated third expansion element 16 , two The mentioned components, including the respective different components of the refrigerant circuits 2b, 2c, 2d, 2e, such as the formation and arrangement of the second internal heat exchanger 17 and thirdly the accumulators 18d, 18e, are different combinations can also be combined. For example, the refrigerant circuit may be formed with an accumulator without an internal heat exchanger.

6 shows the arrangement of the refrigerant-air heat exchangers 7 , 15 inside the air conditioning unit 60 and the coolant-air heat exchangers 37 , 53 for transferring heat together with the incoming air for the cabin.

The air conditioning unit (60) comprises a housing (61) having an inlet (63) for recirculation air in the cabin and an inlet (64) for ambient fresh air. The inlets 63 , 64 are opened or closed as required by the air guiding device 65 , in which case the flow cross-sectional area of the inlets 63 , 64 is continuously blocked or opened in the range of 0% to 100%. can be

The air mass flow drawn by the blower 62 through at least one of the inlets 63 , 64 first passes through the fourth coolant-air heat exchanger 53 of the second coolant circuit 4 and then It is guided through the first evaporator 7 of the refrigerant circuits 2a, 2b, 2c, 2d, 2e. Depending on the need and depending on the position of the air conduction device 67 , in particular the temperature flap, the temperature-controlled air flowing through the heat exchangers 7 , 53 can on the one hand flow into the first flow path, wherein as a heating heat exchanger The second refrigerant-air of the refrigerant circuit ( 2a , 2b , 2c , 2d , 2e ) passing through the second refrigerant-air heat exchanger ( 37 ) of the operating first refrigerant circuit ( 3 ) and then acting as a condenser/gas cooler It can be heated by passing through the heat exchanger (15). On the other hand, the temperature-controlled air flowing through the heat exchangers 7 , 53 can be guided to a second flow path formed as a bypass to the first flow path, and thus guided past the sides of the heat exchangers 15 , 37 . can be The flow cross-sectional area of the flow paths may be continuously closed or open in the range of 0% to 100%. Subsequent mass flows of incoming air guided through the flow paths are directed into the cabin in flow direction 66 , either mixed or unmixed depending on the mode of operation.

Depending on the operating mode of the thermal system 1a, 1b, 1c, 1d, 1e, the fourth coolant-air heat exchanger 53 of the second coolant circuit 4 is expanded for cooling or heating the incoming air entering the cabin. It can be used as a refrigerant-based cooling heat exchanger or a heating heat exchanger.

7-20 show several modes of operation of the thermal system 1e of FIG. 5 . Components of the refrigerant circuit 2e to which the refrigerant is supplied, in particular the corresponding refrigerant lines, are indicated by double lines. The components of the coolant circuits 3 , 4 to which coolant is supplied, in particular the corresponding coolant lines, are indicated by thick lines compared to the components to which coolant is not supplied, which are indicated by thin lines.

7 shows the thermal system 1e according to FIG. 5 when operating in the cooling device mode of the cabin inlet air and in the passive cooling mode of the components and electronic components of the drive train.

The incoming air for the cabin, guided through the air conditioning unit 60, is cooled when it overflows the heat transfer area of the first refrigerant-air heat exchanger 7 operating as an evaporator. No inlet air is supplied to the second refrigerant-air heat exchanger 15 , which is guided bypassing the heat exchangers 15 , 37 through a second flow path. Therefore, heat is not transferred in the second refrigerant-air heat exchanger 15 .

The expandable member 16 disposed between the second refrigerant-air heat exchanger 15 and the first refrigerant-coolant heat exchanger 6 acting as a condenser/gas cooler is fully open, as a result of which said expandable member 16 ) of refrigerant passes through without pressure loss. The heat discharged from the refrigerant circuit 2e by the refrigerant is completely transferred to the refrigerant circulating in the first refrigerant circuit 3 . In the first expansion member 8 of the first evaporator 7 , the refrigerant expands to a low pressure level and evaporates while absorbing heat during flow through the first evaporator 7 . The second expandable member 14 of the second evaporator 13 is closed. No refrigerant is supplied to the second evaporator 13 .

By virtue of the position of the branch point 31 , which is formed as a three-way valve, in the first coolant circuit 3 the coolant is guided entirely through the first flow path 32 and with it the first ambient air heat exchanger 35 , , as a result of which the heat absorbed by the coolant in the coolant-coolant heat exchanger 6 is completely released into the surrounding air. The second flow path 33 is closed.

The coolant circulating in the second coolant circuit 4 is from the third transfer device 54 a heat exchanger 46 for conditioning the components of the drive train, a heat exchanger 47 for conditioning the electronic components and the ambient air heat exchange. Guided through the flag (48). In this case, the heat of the components of the drive train and of the electronic components, respectively, is dissipated, and this heat is dissipated completely into the ambient air in the second ambient air heat exchanger 48 . The coolant is guided through the second flow path 51 and with it bypassing the battery heat exchanger 42 . The second transfer device 40 is in an idle state.

FIG. 8 shows the thermal system 1e of FIG. 5 when operating in an extended cooling device mode of cabin inlet air, and passive cooling of the electronic components and components of the drive train, similar to the mode of operation shown in FIG. 7 ; .

In contrast to the mode of operation according to FIG. 7 , the second conveying device 40 of the second coolant circuit 4 is also in operation, as a result of which the second coolant circuit 4 is flowed through with coolant in two independent flow circuits. do. By virtue of the position of the connection point 44 , which is formed as a three-way valve, the coolant conveyed from the second conveying device 40 completely passes through the third flow path 52 and with it the fourth coolant-air heat exchanger 53 . guided The coolant is circulated only between the fourth coolant-air heat exchanger 53 and the second coolant-coolant heat exchanger 13 acting as an evaporator of the coolant circuit 2e, as a result of which the coolant-air heat exchanger 53 in the cabin The heat absorbed by the coolant discharged from the inlet air is completely discharged to the coolant in the coolant-coolant heat exchanger (13).

The inlet air for the cabin, guided through the air conditioning unit 60, is cooled upon overflow of the heat transfer area and the coolant-air heat exchanger 53 and the first refrigerant-air heat exchanger 7 acting as an evaporator. In this case, the inflow air is pre-cooled during the overflow of the heat transfer area of the coolant-air heat exchanger 53 before being introduced into the evaporator 7 .

In contrast to the mode of operation according to FIG. 7 , not only the first expansion member 8 of the first evaporator 7 but also the second expansion member 14 of the second evaporator 13 are open, as a result of which the mass flow of refrigerant It is divided into a partial mass flow passing through the first flow path 9 and a partial mass flow passing through the second flow path 12 and each expands to a low pressure level. The refrigerant is evaporated while absorbing heat during flow through the evaporators 7 and 13, respectively. The partial mass flows passing through the flow paths 9 , 12 mix at the point of confluence 11 .

FIG. 9 shows the heat of FIG. 5 when operating in the extended cooling device mode of the cabin inlet air and the active cooling mode of the battery, and the passive cooling mode of other components and electronic components of the drive train similar to the operating mode shown in FIG. A system 1e is shown.

In contrast to the mode of operation according to FIG. 8 , by virtue of the position of the connection point 44 , which is formed as a three-way valve, the coolant conveyed from the second conveying device 40 can be transported in the first flow path 43 and together with the battery heat exchanger ( It is divided into a first partial mass flow through 42 and a second partial mass flow through a third flow path 52 and also through a fourth coolant-air heat exchanger 53 . The coolant circulates between the second refrigerant-coolant heat exchanger 13 operating on the one hand as an evaporator of the refrigerant circuit 2e and on the other hand between the battery heat exchanger 42 and the fourth coolant-air heat exchanger 53 . As a result, the heat absorbed by the coolant not only from the battery in the battery heat exchanger 42 but also from the incoming air for the cabin in the coolant-air heat exchanger 53 is completely cooled in the coolant-coolant heat exchanger 13 . is emitted with Partial mass flows of coolant are mixed at connection point 45 .

The refrigerant-coolant heat exchanger 13 operates in such a way that it provides cooling capacity for both the incoming air for the cabin and for cooling the battery.

FIG. 10 shows the thermal system 1e of FIG. 5 when operating in an active cooling mode of the battery, and passive cooling of the electronic components and components of the drive train, similar to the mode of operation shown in FIG. 7 .

In contrast to the mode of operation according to FIG. 7 , the second conveying device 40 of the second coolant circuit 4 is also in operation, as a result of which the second coolant circuit 4 receives coolant in two independent flow circuits. perfused by By virtue of the position of the connection point 44 , which is formed as a three-way valve, the coolant conveyed from the second conveying device 40 is guided through the first flow path 43 and also through the battery heat exchanger 42 . The coolant circulates only between the battery heat exchanger 42 and the second refrigerant-coolant heat exchanger 13 acting as an evaporator in the refrigerant circuit 2e, as a result of which it is discharged from the battery in the battery heat exchanger 42 and is removed by the coolant The absorbed heat is completely discharged to the refrigerant in the refrigerant-coolant heat exchanger (13).

Unlike the operating mode according to FIG. 7 , the first expandable member of the first evaporator 7 is closed and the second expandable member of the second evaporator 13 is open, as a result of which the The refrigerant expands to a low pressure level in the second expansion member 14 , and is evaporated while absorbing heat during flow through the second evaporator 13 . No refrigerant is supplied to the first evaporator 13 . Air for the cabin is not guided through the air conditioning unit 60 .

According to an alternative operating mode not shown in the figure, both the first expandable member 8 of the first evaporator 7 and the second expandable member 14 of the second evaporator 13 are open, as a result of which the refrigerant is divided into a partial mass flow through the first flow path 9 and a partial mass flow through the second flow path 12, and evaporates while absorbing heat during flow through the evaporators 7 and 13, respectively. . The partial mass flows passing through the flow paths 9 , 12 mix at the point of confluence 11 .

The incoming air for the cabin, guided through the air conditioning unit 60, is cooled upon overflow of the heat transfer area of the first refrigerant-air heat exchanger 7 operating as an evaporator.

FIG. 11 shows the thermal system 1e of FIG. 5 when operating in an extended cooling device mode of cabin inlet air, and passive cooling of the battery, drivetrain components and electronic components similar to the operating mode shown in FIG. 8 . is shown.

In contrast to the mode of operation according to FIG. 8 , the coolant circulating in the second coolant circuit 4 is supplied from the third conveying device 54 to a heat exchanger 46 for conditioning the components of the drive train, for conditioning the electronic components. It is guided through a heat exchanger (47), a second ambient air heat exchanger (48) and a battery heat exchanger (42). In this case, the heat of the components of the drive train, the electronic components and the battery, respectively, is dissipated, and this heat is dissipated completely into the ambient air in the second ambient air heat exchanger 48 . Consequently, the difference from the operating mode according to FIG. 8 is that the coolant is guided not through the second flow path 51 , but through the first flow path 43 and with it the battery heat exchanger 42 .

FIG. 12 shows the thermal system 1e of FIG. 5 when operating in a reheat mode of cabin inlet air and passive cooling of the battery, components of the drive train and electronic components.

The incoming air for the cabin, guided through the air conditioning unit 60, is cooled and/or dehumidified upon overflow of the heat transfer area of the first refrigerant-air heat exchanger 7 operating as an evaporator. Upon overflow of the first refrigerant-air heat exchanger 7 in both the second refrigerant-air heat exchanger 37 and the second refrigerant-air heat exchanger 15 of the first refrigerant circuit 3 , which act as a heating heat exchanger A temperature-controlled inlet air is supplied, which is guided through the first flow path. The second flow path formed as a bypass bypassing the heat exchangers 15 , 37 is at least partially closed. The incoming air entering the cabin is cooled and/or dehumidified and then heated to a desired temperature. The expandable member 16 disposed between the second refrigerant-air heat exchanger 15 and the first refrigerant-coolant heat exchanger 6 acting as a condenser/gas cooler is fully opened so that the refrigerant in the expandable member 16 is discharged. It passes without pressure loss, or is controlled such that an intermediate pressure level or desired temperature is established at the inlet or outlet of the first refrigerant-coolant heat exchanger 6 . The heat discharged from the refrigerant circuit 2e by the refrigerant is completely transferred to the refrigerant circulating in the first refrigerant circuit 3 . In the first expansion member 8 of the first evaporator 7 , the refrigerant expands to a low pressure level, and evaporates while absorbing heat during flow through the first evaporator 7 . The second expandable member 14 of the second evaporator 13 is closed. No refrigerant is supplied to the second evaporator 13 .

By virtue of the position of the branch point 31 , which is formed as a three-way valve, in the first coolant circuit 3 the coolant passes through the first flow path 32 and with it the first ambient air heat exchanger 35 . It is divided into a partial mass flow and a second partial mass flow passing through the second flow path 33 and also through the second coolant-air heat exchanger 37 , as a result of which in the refrigerant-coolant heat exchanger 6 it is The absorbed heat is dissipated as necessary not only to the ambient air but also to the incoming air for the cabin.

The coolant circulating in the second coolant circuit 4 is from the third transfer device 54 a heat exchanger 46 for conditioning the components of the drive train, a heat exchanger 47 for conditioning the electronic components and a second periphery. It is guided through an air heat exchanger 48 and a battery heat exchanger 42 . In this case, the heat of the components of the drive train, the electronic components and the battery, respectively, is dissipated, and this heat is dissipated completely into the ambient air in the second ambient air heat exchanger 48 . The coolant is guided entirely through the first flow path 43 and with it the battery heat exchanger 42 . The second transfer device 40 is in an idle state.

FIG. 13 shows the thermal system 1e of FIG. 5 when operating in a heat pump mode and a reheat mode of the cabin inlet air and a passive cooling mode of the components and electronic components of the drive train.

The inlet air for the cabin, guided through the air conditioning unit 60 , is cooled upon overflow of the heat transfer area of the fourth coolant-air heat exchanger 53 of the second coolant circuit 4 . Upon overflow flow of the fourth coolant-air heat exchanger 53 in the second coolant-air heat exchanger 15 as well as the second coolant-air heat exchanger 37 of the first coolant circuit 3 , acting as a heating heat exchanger Cooled inlet air is supplied, which is guided through the first flow path. The flow path formed as a bypass bypassing the heat exchangers 15 , 37 is at least partially closed. The inlet air entering the cabin is cooled and then heated to a desired temperature.

The expandable member 16 disposed between the second refrigerant-air heat exchanger 15 and the first refrigerant-coolant heat exchanger 6 acting as a condenser/gas cooler can be fully opened, as a result of which the expandable member ( It is controlled such that the refrigerant of 16) passes without pressure loss, or an intermediate pressure level or desired temperature is established at the inlet or outlet of the first refrigerant-coolant heat exchanger 6 . The heat discharged from the refrigerant circuit 2e by the refrigerant is completely transferred to the refrigerant circulating in the first refrigerant circuit 3 . In the second expansion member 14 of the second evaporator 13 , the refrigerant expands to a low pressure level, and evaporates while absorbing heat during flow through the second evaporator 13 . The first expandable member 8 of the first evaporator 7 is closed. No refrigerant is supplied to the first evaporator 7 .

By virtue of the position of the branching point 31 , which is formed as a three-way valve, the coolant in the first coolant circuit 3 completely flows into the second flow path 33 and with it the second coolant-air in the first coolant circuit 3 . It is guided through the heat exchanger 37 , as a result of which the heat absorbed by the coolant in the refrigerant-coolant heat exchanger 6 is completely discharged also into the incoming air for the cabin. The first flow path 32 with the ambient air heat exchanger 35 is closed.

The coolant circulating in the second coolant circuit 4 is from the third transfer device 54 a heat exchanger 46 for conditioning the components of the drive train, a heat exchanger 47 for conditioning the electronic components and a second periphery. It is guided through an air heat exchanger (48). In this case, the heat of the components of the drive train and of the electronic components, respectively, is dissipated, and this heat is dissipated completely into the ambient air in the second ambient air heat exchanger 48 . The coolant passes through the second flow path 51 and is thus guided bypassing the battery heat exchanger 42 .

The second conveying device 40 of the second coolant circuit 4 is also in operation, as a result of which the second coolant circuit 4 is flowed by coolant into two independent flow circuits. By virtue of the position of the thermal connection point 44 , which is formed as a three-way valve, the coolant conveyed from the second conveying device 40 completely passes through the third flow path 52 and with it the fourth coolant-air heat exchanger 53 . guided The coolant is circulated only between the fourth coolant-air heat exchanger 53 and the second coolant-coolant heat exchanger 13 operating as an evaporator of the coolant circuit 2e, so that in said coolant-air heat exchanger 53 it is The heat exhausted from the inlet air and absorbed by the coolant is completely discharged to the coolant in the coolant-coolant heat exchanger 13 . The inlet air for the cabin is used as a heat source for the coolant in the second coolant circuit 4 and also as a heat source for the coolant and coolant in the first coolant circuit 3 .

Further, an additional heating heat exchanger 41 may be operated as needed to transfer additional heat to the coolant, such additional heat is subsequently provided to the refrigerant circulating in the refrigerant circuit 2e as additional heat of evaporation .

FIG. 14 shows the thermal system of FIG. 5 when operating in a heat pump mode and reheat mode of the cabin inlet air, an active cooling mode of the battery and a passive cooling mode of the electronic components and components of the drive train, similar to the operating mode shown in FIG. 13 ; (1e) is shown.

In contrast to the operating mode according to FIG. 13 , by virtue of the position of the connection point 44 of the second coolant circuit 4 , which is formed as a three-way valve, the coolant delivered from the second transport device 40 completely flows through the first flow path. (43) and with it the battery heat exchanger (42). The coolant is subsequently circulated between the battery heat exchanger 42 and the second refrigerant-coolant heat exchanger 13 acting as an evaporator, as a result of which it is discharged from the battery in the battery heat exchanger 42 and absorbed by the coolant. The heat is completely discharged to the refrigerant in the refrigerant-coolant heat exchanger (13). The battery serves as a heat source for the coolant in the second coolant circuit 4 and also as a heat source for the coolant and coolant in the first coolant circuit 3 .

According to an alternative operating mode not shown in the figure, by virtue of the position of the connection point 44 , which is formed as a three-way valve, the coolant conveyed from the second conveying device 44 can be transferred to the first flow path 43 and to the battery along with the first flow path 43 . It is divided into a first partial mass flow through the heat exchanger 42 and a second partial mass flow through a third flow path 52 and also through a fourth coolant-air heat exchanger 53 . The coolant circulates between the second refrigerant-coolant heat exchanger 13 operating on the one hand as an evaporator of the refrigerant circuit 2e and on the other hand between the battery heat exchanger 42 and the fourth coolant-air heat exchanger 53 . The heat absorbed by the coolant from the battery in the battery heat exchanger (42) as well as from the incoming air for the cabin in the coolant-air heat exchanger (53) is completely converted into the refrigerant in the coolant-coolant heat exchanger (13). emitted

The partial mass flows of the coolant are mixed at the connection point 45 . In addition to the inlet air for the cabin, the battery is used as a heat source for the coolant in the second coolant circuit 4 and also as a heat source for the coolant and coolant in the first coolant circuit 3 .

15 and 16 show the heat pump mode and reheat mode of the cabin inlet air, respectively, and the heat of FIG. 5 when operating in the active cooling mode of the battery and other components of the drive train and electronic components similar to the operating mode shown in FIG. 13 , respectively. Systems 1e are each shown. As in the operating mode shown in Fig. 13, not only the refrigerant circuit 2e but also the first refrigerant circuit 3 are operated.

Unlike the operating mode according to FIG. 13 , only the second conveying device 40 of the respective second coolant circuit 4 is activated, while the third conveying device is in the idle state. By virtue of the position of the connection point 44 formed as a three-way valve and the position of the connection point 49 formed as a first four-way valve, the coolant conveyed from the second conveying device is completely transferred into the first flow path 43 and therewith It is guided through the battery heat exchanger 42 . Furthermore, the connection point 50 , which is formed as a second four-way valve, is set so that the coolant is guided through a heat exchanger 47 for conditioning the electronic components.

In the operating mode according to FIG. 15 , at the connection point 55 , which is formed as a three-way valve, the coolant passes through a fourth flow path 56 and then via the connection point 45 to the refrigerant-coolant heat exchanger 13 . . As a result, the coolant is circulated between the battery heat exchanger 42 , the heat exchanger 47 for conditioning the electronic components and the second refrigerant-coolant heat exchanger 13 , which acts as an evaporator of the refrigerant circuit 2e , as a result of which The heat exhausted from the battery in the battery heat exchanger 42 and from the electronic components in the heat exchanger 47 and respectively absorbed by the coolant is completely discharged as the coolant in the refrigerant-coolant heat exchanger 13 . The battery and electronic components serve as heat sources for the coolant in the second coolant circuit 4 , as well as heat sources for the coolant and coolant in the first coolant circuit 3 .

In the operating mode according to FIG. 16 , compared to the operating mode according to FIG. 15 , the coolant is guided through a heat exchanger 46 for conditioning the components of the drive train at the connection point 55 , which is formed as a three-way valve. At the connection point 57 , which is then formed as a three-way valve, the coolant flows through the fifth flow path 58 to the connection point 59 of the fourth flow path 56 and via the connection point 45 to the refrigerant-coolant heat exchanger. (13) is guided. As a result, the coolant is a battery heat exchanger 42, a heat exchanger 47 for conditioning the electronic components, a heat exchanger 46 for conditioning the components of the drive train and a second refrigerant circuit 2e acting as an evaporator. 2 Refrigerant-coolant is circulated between the heat exchangers 13 , so that the coolant is discharged from the battery in the battery heat exchanger 42 , from the electronic components in the heat exchanger 47 and from the drive train in the heat exchanger 46 , respectively. The heat absorbed by the refrigerant is completely discharged to the refrigerant in the refrigerant-coolant heat exchanger (13). The battery, electronic components and components of the drive train serve as heat sources for the coolant in the second coolant circuit 4 , as well as heat sources for the coolant and coolant in the first coolant circuit 3 .

In the operating mode according to FIG. 16 , on the one hand the second transport device 40 or the third transport device 54 can be operated, and on the other hand both transport devices 40 , 54 can be operated .

FIG. 17 shows the thermal system 1a of FIG. 5 when operating in a heat pump mode and reheat mode of the cabin inlet air and an active cooling mode of the electronic components and components of the drive train, similar to the mode of operation shown in FIG. 16 . .

In contrast to the operating mode according to FIG. 16 , by virtue of the position of the connection point 44 , which is formed as a three-way valve and the connection point 49 , which is formed as a first four-way valve, the coolant conveyed from the second conveying device 40 is completely The second flow path 51 and with it the bypass are guided bypassing the battery heat exchanger 42 . Also, the connection point 50 , which is formed as a second four-way valve, is configured such that the coolant is delivered through a heat exchanger 47 for conditioning the electronic components.

As a result, the coolant is a heat exchanger 47 for conditioning the electronic components, a heat exchanger 46 for conditioning the components of the drive train and a second refrigerant-coolant heat exchanger 13 acting as an evaporator of the refrigerant circuit 2e. The heat absorbed by the coolant, circulated between is emitted with Electrical components and components of the drive train serve as heat sources for the coolant in the second coolant circuit 4 , as well as heat sources for the coolant and coolant in the first coolant circuit 3 .

FIG. 18 shows the thermal system 1e of FIG. 5 when operating in a heat pump mode and a reheat mode of cabin inlet air comprising ambient air as a heat source. Both the refrigerant circuit 2e and the first refrigerant circuit 3 operate as in the operating mode shown in FIG. 13 .

In contrast to the operating mode according to FIG. 13 , only the second conveying device 40 of the second coolant circuit 4 is in operation, while the third conveying device 54 is in the idle state. By virtue of the position of the connection point 44 formed as a three-way valve and the connection point 49 formed as a first four-way valve, the coolant conveyed from the second conveying device 40 operates entirely as an ambient air heat exchanger. It is guided through a coolant-air heat exchanger (48). The coolant is then guided from the connection point 57 formed as a three-way valve to the connection point 59 of the fourth flow path 56 via the fifth flow path 58 and then via the connection point 45 to the refrigerant- The coolant is led to a heat exchanger (13). The coolant is thus circulated between the ambient air heat exchanger 48 and the second refrigerant-coolant heat exchanger 13 acting as an evaporator of the refrigerant circuit 2e, as a result of which the coolant from the ambient air in the ambient air heat exchanger 48 is The heat absorbed in the refrigerant is completely discharged to the refrigerant in the refrigerant-coolant heat exchanger (13). Ambient air is used as a heat source for the coolant in the second coolant circuit 4 and also as a heat source for the coolant and coolant in the first coolant circuit 3 .

The thermal system 1e preferentially operates in the mode of operation according to FIG. 18 , for example, when the vehicle is stopped outside for a long time in a cold environment so that the components have the same temperature as the ambient air temperature and thus cannot use the waste heat of the components works with

FIG. 19 shows the thermal system 1e of FIG. 5 in operation in the reheat mode of the cabin inlet air with operation of the additional heat exchanger 41 of the second coolant circuit 4 . The compressor 5 of the refrigerant circuit 2e and the conveying device 30 of the first refrigerant circuit 3 are in an idle state. Since the refrigerant is not circulated in the refrigerant circuit 2e and the refrigerant is not circulated in the first refrigerant circuit 3, heat is not transmitted, respectively.

The inlet air for the cabin, guided through the air conditioning unit 60 , is heated upon overflow of the heat transfer area of the fourth coolant-air heat exchanger 53 of the second coolant circuit 4 .

The coolant circulating in the second coolant circuit 4 is circulated by the second conveying device 40 . By virtue of the position of the connection point 44 , which is formed as a three-way valve, the coolant is guided entirely through the third flow path 52 and with it the fourth coolant-air heat exchanger 53 . The coolant then flows through a further heating heat exchanger 41 to absorb the heat. Since no refrigerant is supplied to the second refrigerant-coolant heat exchanger (13), no heat is transferred in the refrigerant-coolant heat exchanger (13), and as a result, the heat absorbed from the coolant in the additional heating heat exchanger (41) is removed. 4 In the coolant-air heat exchanger (53) it is passed completely to the inlet air for the cabin. A further heating heat exchanger 41 serves as a heat source for the inlet air for the cabin. The coolant-air heat exchanger 53 operates as a heating heat exchanger of the incoming air.

The thermal system 1e may preferentially be in the operating mode according to FIG. 19 , and in addition to the preliminary conditioning mode, in order to heat the air in the cabin, for example while the car's battery is connected to an electrical socket and charged while the car is stationary. works with However, such a mode of operation may likewise be used to quickly heat the cabin air when the operating energy efficiency of the system 1e is not critical on a weekly basis.

FIG. 20 shows the thermal system 1e of FIG. 5 when operating in the reheat mode of the battery with operation of the additional heat exchanger 41 of the second coolant circuit 4 similar to the mode of operation shown in FIG. 19 . . The compressor 50 of the refrigerant circuit 2e and the conveying device 30 of the first refrigerant circuit 3 are in an idle state. The refrigerant is not circulated in the refrigerant circuit 2e and the refrigerant is not circulated in the first refrigerant circuit 3 As a result, heat is not transferred to each other.

In contrast to the operating mode according to FIG. 19 , the incoming air for the cabin, guided through the air-conditioning unit 60 , is not air-conditioned and/or the blower 62 of the air-conditioning unit 60 is idle.

The coolant circulating in the second coolant circuit 4 is circulated by the second conveying device 40 . By virtue of the position of the connection point 44 , which is formed as a three-way valve, the coolant is guided completely through the first flow path 43 and also through the battery heat exchanger 42 . The connection point 50 , which is formed as a four-way valve, is set so that the coolant subsequently flows through the further heating heat exchanger 41 to absorb the heat. Since no refrigerant is supplied to the second refrigerant-coolant heat exchanger (13), no heat is transferred within the refrigerant-coolant heat exchanger (13), as a result, the heat absorbed by the coolant in the additional heat exchanger (41) is transferred to the battery. In the heat exchanger 42 it is completely transferred to the battery. A further heating heat exchanger 41 is used as a heat source for the battery.

The thermal system 1e preferentially in the cooling mode according to FIG. 20 and thus in the pre-conditioning mode, for example in order to directly heat the battery while the vehicle's battery is connected to an electrical socket and the vehicle is being charged in a stationary state. It works. Such an operation mode needs to be maintained within a predetermined temperature range, especially when the ambient temperature is low. In addition, the battery can be used as a regenerator, in particular due to its large thermal mass. The stored heat can subsequently be used as a heat source for evaporating the refrigerant, for example when operating in heat pump mode.

The thermal systems 1b, 1c, 1d of FIGS. 2 to 4 can also be operated in the operating mode shown in FIGS. 7 to 20 of the thermal system 1e of FIG. 5 . Also, the thermal system 1a of FIG. 1 can be operated in the operating modes shown in FIGS. 7-11 and 19 and 20 of the thermal system 1a of FIG. 5 .

1a - 1e: system
2a - 2e: refrigerant circuit
3: first coolant circuit
4: Second coolant circuit
5: Compressor in the refrigerant circuit
6: first refrigerant-coolant heat exchanger, condenser/gas cooler
7: first refrigerant-air heat exchanger, first evaporator
8: first expandable member
9: first flow path
10: branch point
11: Confluence point
12: second flow path
13: second refrigerant-coolant heat exchanger, second evaporator
14: second expandable member
15: second refrigerant-air heat exchanger, condenser/gas cooler
16: third expandable member
17: internal heat exchanger
18d, 18e: Accumulator
30: first conveying device of the first coolant circuit (3)
31: branch point
32: first flow path
33: second flow path
34: confluence point
35: first coolant-air heat exchanger, ambient air heat exchanger
36: flow direction of ambient air
37: second coolant-air heat exchanger, heating heat exchanger
40: the second conveying device of the second coolant circuit (4)
41: additional heating heat exchanger
42: battery heat exchanger
43: first flow path
44, 55, 57: connection point, 3-way valve
45, 59: connection point
46: heat exchanger of drive train components
47: Heat exchanger of autonomous drive electronics
48: third coolant-air heat exchanger, ambient air heat exchanger
49: connection point, first 4-way valve
50: connection point, second 4-way valve
51: second flow path
52: third flow path
53: fourth coolant-air heat exchanger
54: the third conveying device of the second coolant circuit (4)
56: fourth flow path
58: fifth flow path
60: air conditioning unit
61: housing
62: blower
63: recirculation air inlet
64: fresh air inlet
65: air guide device
66: flow direction of incoming air
67: air guide device

Claims (20)

A thermal system for a motor vehicle (1b, 1c, 1d, 1e), comprising:
- a compressor (5), a first refrigerant-coolant heat exchanger (6) operating as a condenser or gas cooler, a first evaporator with a first expansion member (8) supported in the front and between the refrigerant and the incoming air for the cabin Refrigerant having a first refrigerant-air heat exchanger (7) for transferring heat from circuits 2b, 2c, 2d, 2e, and
- a first coolant circuit (3) with said first refrigerant-coolant heat exchanger (6) and a second coolant circuit (4) with said second refrigerant-coolant heat exchanger (13);
- said first coolant circuit (3) comprises a first coolant-air heat exchanger (35) for transferring heat from the coolant to the ambient air and a second coolant-air heat exchanger (37) for heating the inlet air for the cabin. provided, and
- said second coolant circuit 4 comprises a third coolant-air heat exchanger 48 for transferring heat from the coolant to the ambient air and a fourth coolant-air heat exchanger for transferring heat between the coolant and the inlet air for the cabin. having a group (53),
The refrigerant circuit (2b, 2c, 2d, 2e) further comprises a second refrigerant-air heat exchanger (15) operating as a second condenser or gas cooler for heating the inlet air for the cabin,
said second refrigerant-air heat exchanger is arranged between said compressor (5) and a first refrigerant-coolant heat exchanger (6) operating as a first condenser or gas cooler,
The second coolant circuit (4) is formed with a battery heat exchanger (42) and a heat exchanger (46) for conditioning the components of the drive train and a heat exchanger (47) for conditioning the electronic components, the heat exchange The groups 42 , 46 , 47 are arranged in such a way that the coolant can be supplied in succession one after the other or independently of one another,
The second coolant circuit (4) extends between the first connection point (44) and the second connection point (45), and the second refrigerant-coolant heat exchanger (13) and the second conveying device (40) a flow path provided; a first flow path (43) extending from the first connection point (44) to the second connection point (45) parallel to the flow path and provided with the battery heat exchanger (42); the battery heat exchanger 42 and the second connection point from a connection point 49 arranged between the first connection point 44 and the battery heat exchanger 42 to bypass the battery heat exchanger 42 45) a second flow path 51 extending to a connection point 50 disposed therebetween; A third flow path (52) extending from the first connection point (44) to the second connection point (45) parallel to the first flow path and in which the fourth coolant-air heat exchanger (53) is arranged. ; a second connection point (45) and a connection point (55) disposed between a heat exchanger (46) for conditioning the components of the drive train and a heat exchanger (47) for conditioning the electronic components 4 flow path 56; a connection point disposed in the fourth flow path 56 from a connection point 57 disposed between the third coolant-air heat exchanger 48 and a heat exchanger 46 for conditioning the components of the drive train a fifth flow path 58 extending to 59); A heat exchanger 46 for conditioning the components of the drive train from a connection point 55 disposed between a heat exchanger 46 for conditioning the components of the drive train and a heat exchanger 47 for conditioning the electronic components ) and a third conveying device (54) provided in the flow path extending to a connection point (57) arranged between the third coolant-air heat exchanger (48); , 1c, 1d, 1e). According to claim 1,
A first refrigerant-air heat exchanger (7) with the first expandable member (8) is disposed in the first flow path (9) of the refrigerant circuit (2b, 2c, 2d, 2e) and the second expandable member (14) A second refrigerant-coolant heat exchanger 13 having Thermal systems (1b, 1c, 1d, 1e), characterized in that they extend to the point of confluence (11), are arranged parallel to each other, and are formed so that the refrigerant can be supplied individually or simultaneously with each other. According to claim 1,
A first coolant-air heat exchanger 35 and a second coolant-air heat exchanger 37 of the first coolant circuit 3 are arranged in flow paths 32 and 33, respectively, and these flow paths are respectively branched Thermal systems (1b, 1c, 1d, 1e). delete delete delete According to claim 1,
The refrigerant circuit (2b, 2c, 2d, 2e) has a third expansion member (16), the third expansion member comprising the second refrigerant-air heat exchanger (15) and the first refrigerant-coolant heat exchanger ( 6) a thermal system (1b, 1c, 1d, 1e), characterized in that it is arranged between them. According to claim 1,
The air conditioning unit (60) is formed with a blower (62) for conveying the inlet air for the guest room through the housing (61), 4 Thermal system (1b, 1c, 1d, 1e), characterized in that the coolant-air heat exchanger (53) and the first refrigerant-air heat exchanger (7) are arranged in series. 9. The method of claim 8,
The housing (61) has a first flow path and a second flow path, which flow paths are arranged parallel to each other and are configured such that the incoming air is supplied individually or simultaneously with one another by means of an air guide device (67); , a second coolant-air heat exchanger 37 and a second coolant-air heat exchanger 15 are arranged in the flow direction 66 of the inlet air in the first flow path, and the second flow path is Thermal system (1b, 1c, 1d, 1e), characterized in that it is configured as a bypass to said first flow path. 10. Thermal system (1b, 1c, 1d, 1e) of a motor vehicle according to any one of claims 1, 7 to 9 for operation in cooling mode, heat pump mode and reheat mode of the cabin inlet air to be conditioned As a method of operation of
Having a first refrigerant-air heat exchanger (7) operating as a first evaporator for absorbing heat from the inlet air when operating in the cooling device mode of the cabin inlet air and in the passive cooling mode of the components and electronic components of the drive train; A second of the refrigerant circuits 2b, 2c, 2d, 2e having a first flow path 9 of the refrigerant circuits 2b, 2c, 2d, 2e and a refrigerant-coolant heat exchanger 13 acting as a second evaporator The flow path 12 is supplied with refrigerant, and the two conveying devices 40 , 54 for circulating the coolant are operated, and the coolant circuit 4 is flowed through by the coolant in two independent flow circuits. Connection points 44, 45, 49, 50, 55, 57 of the coolant circuit 4 are established,
- the coolant conveyed from the conveying device 40 in a first flow circuit is circulated between the refrigerant-coolant heat exchanger 13 and the refrigerant-air heat exchanger 53 as at least a partial mass flow, the coolant-air heat exchanger In (53), the heat absorbed from the incoming air by the coolant is transferred to the coolant in the coolant-coolant heat exchanger (13), and
- the coolant conveyed from the conveying device 54 in the second flow circuit is heated with a heat exchanger 46 for discharging the heat of the components of the drive train, a heat exchanger 47 for discharging the heat of the electronic components and into the ambient air A method of operating a thermal system, characterized in that it is continuously circulated in sequence through a coolant-air heat exchanger (48) for delivering 11. The method of claim 10,
A method of operating a thermal system, characterized in that the coolant conveyed in the second flow circuit is guided in a bypass bypassing the battery heat exchanger (42). 11. The method of claim 10,
In active cooling mode operation of the battery, the coolant conveyed in the first flow circuit is circulated between the refrigerant-coolant heat exchanger 13 and the battery heat exchanger 42 as at least a partial mass flow, whereby the battery heat exchanger (42) ), wherein the heat absorbed from the battery by the coolant is transferred to the coolant in the coolant-coolant heat exchanger (13). 11. The method of claim 10,
When the battery is operated in passive cooling mode, the coolant conveyed in the second flow circuit is guided through the battery heat exchanger 42 for dissipating heat from the battery in series with the heat exchangers 46 , 47 , 48 . being, how the thermal system works. 10. A thermal system (1b, 1c; 1d, 1e) method of operation, comprising:
When the cabin inlet air is operated in the heat pump mode or the reheat mode, heat absorbed from at least one of the inlet air and the second coolant circuit 4 by the refrigerant in the refrigerant circuits 2b, 2c, 2d, 2e is exchanged between refrigerant and air. at least one of the inlet air in the unit 15 and the coolant in the first coolant circuit 3 in the refrigerant-coolant heat exchanger 6 , at least part of the heat of the coolant in the first coolant circuit 3 being transferred to the coolant - a method of operating a thermal system, characterized in that it is transferred from an air heat exchanger (37) to the inlet air. 15. The method of claim 14,
The expansion member 16 disposed between the refrigerant-air heat exchanger 15 and the refrigerant-coolant heat exchanger 6 of the refrigerant circuits 2b, 2c, 2d, 2e allows the refrigerant to pass through the expansion member ( 16) or at the inlet or outlet of the refrigerant-coolant heat exchanger (6), characterized in that the refrigerant is set to expand to a pressure level in such a way that the temperature of the refrigerant is regulated. 15. The method of claim 14,
When operating in the reheat mode of the incoming air, the coolant conveyed from the conveying device 40 in the first flow circuit of the second coolant circuit 4 is at least a partial mass flow in the refrigerant-coolant heat exchanger 13 and the coolant-air heat exchange. Heat, characterized in that by being circulated over the group (53), the heat absorbed from the incoming air by the coolant in the fourth coolant-air heat exchanger (53) is transferred to the coolant in the coolant-coolant heat exchanger (13). How the system works. 15. The method of claim 14,
During active cooling mode operation of the electronic components and components of the drive train, the coolant conveyed from the conveying device 54 in the second flow circuit of the second coolant circuit 4 is a heat exchanger for discharging heat of the components of the drive train. (46) operation of a thermal system, characterized in that it is circulated in succession through a heat exchanger (47) for discharging the heat of the electronic components and a coolant-air heat exchanger (48) for transferring heat to the ambient air Way. 15. The method of claim 14,
During active cooling mode operation of the battery, electronic components and components of the drive train, the coolant conveyed in the second coolant circuit 4 heats up the heat exchanger 46 for discharging the heat of the components of the drive train, the heat of the electronic components Heat, characterized in that it circulates in succession through a heat exchanger (47) for discharging and a refrigerant-coolant heat exchanger (13) for transferring heat to the refrigerant in the refrigerant circuit (2b, 2c, 2d, 2e) How the system works. 15. The method of claim 14,
A coolant-air heat exchanger 48 and said refrigerant circuits 2b, 2c, 2d, 2e for absorbing heat from the ambient air by the coolant conveyed in the second coolant circuit 4 when operated with ambient air as a heat source A method of operating a thermal system, characterized in that it is circulated through a refrigerant-coolant heat exchanger (13) for transferring heat to the refrigerant of 10. The electronic component according to any one of claims 1 to 3, 7 to 9, wherein the thermal system (1b, 1c, 1d, 1e) is used for conditioning of the inlet air for the cabin and components of the drive train and electronic components. A thermal system for use as an air conditioning system in automobiles for conditioning of

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