KR20180051419A - Device for heat distribution in a moter vehicle and method for operating the device - Google Patents

Abstract

The present invention relates to a heat distribution device (1a, 1b) in a vehicle having one or more coolant circuits (18a, 18b) and a refrigerant flow passage (3). The coolant circuit (18a, 18b) comprises: one or more heat exchangers (17, 27b) for tampering of an electric component; and a coolant/air heat exchanger (25) to which surrounding air is supplied as a heat source for coolant or a heat sink. The refrigerant flow passage (3) formed for combined operation in a cooling device mode, in a heat pump mode, and in a reheating mode in order to cool, heat and reheat the supplied air of a passenger room and to cool and heat the electric component comprises: a compressor (4) for compressing refrigerant; a first refrigerant/air heat exchanger (5) capable of operating as an evaporator, a condenser or a gas cooler for conditioning of the supplied air; a second refrigerant/air heat exchanger (6) capable of operating as a condenser or a gas cooler; a valve device (7) for converting operation modes; one or more members (10, 11, 12) for changing a transverse section of flowing through; and one or more refrigerant/coolant heat exchangers (8, 9) for exchanging heat between the refrigerant of the refrigerant flow passage (3) and the coolant of the one or more coolant circuits (18a, 18b). The present invention also relates to a method for operating the heat distribution device.

Description

TECHNICAL FIELD [0001] The present invention relates to an in-vehicle heat distribution apparatus and a method of operating the same. BACKGROUND OF THE INVENTION < RTI ID = 0.0 >

The present invention relates to an in-vehicle heat distribution apparatus having at least one coolant circuit and a coolant passage. The coolant circuit includes at least one heat exchanger and a coolant / air heat exchanger for tempering of the electrical components. A refrigerant flow path formed for a combined operation in a cooling device mode, in a heat pump mode and in a reheat mode, the refrigerant flow path for conditioning supply air in a passenger compartment comprising a refrigerant / air A heat exchanger, and a refrigerant / coolant heat exchanger for heat exchange between the refrigerant in the refrigerant passage and the coolant in the coolant circuit.

The invention also relates to a method of operation of the device.

As an efficient energy storage device for a hybrid electric vehicle (HEV: "Hybrid Electric Vehicle") with a battery operated vehicle (BEV: "Battery Electric Vehicle") and electric drive components, It becomes. Lithium-ion battery technology allows very high output densities on very high output power, on the one hand, compared to other battery technologies, so batteries with small footprint and low weight in the vehicle can be used technically and economically. Lithium-ion batteries, on the other hand, are sensitive to changes in operating temperature that reduce battery life, draw-out and storage capacity. In particular, in a climate zone with extreme temperature values and temperature changes, the reduction of the storage capacity of the battery by thermal aging is a challenge to the technical implementation of the vehicle. At low temperatures of the battery cells, especially at temperatures up to 0 DEG C, the battery power must be reduced to prevent damage to the battery cells. It is impossible to charge the battery in the temperature range up to 0 ℃. As the operating temperature rises, the electrical efficiency of the lithium ion battery increases. However, at temperatures exceeding 40 캜, aging of the battery cell increases, and such aging can cause damage of the battery cell at temperatures exceeding 50 캜. Therefore, the lithium ion battery should be operated at the optimum temperature. In this case, on the one hand, the generated heat and the released heat must be dissipated, and the battery cells must be actively cooled, while on the other hand the heat must be supplied at too low ambient temperature of the battery, especially at startup. The battery should be pre-conditioned when the ambient temperature is low. By the thermal battery management system in which the active cooling and active heating of the battery module is performed, the operating temperature of the battery can be maintained at a temperature level in the range of about 0 ° C to 40 ° C, which minimizes thermal aging of the battery in particular.

The prior art discloses various systems for tempering the batteries of a drive train of an automobile. DE 10 2012 100 525 A1 discloses an automotive air conditioning system with a refrigerant flow path used as a cooling device for conditioning, i.e. heating, cooling and / or dehumidifying passenger compartment air in various operating modes and as a heat pump. In operation of the refrigerant passage in the heat pump circuit, the heat pump condenser, the cooling device evaporator and the heat pump evaporator and the refrigerant / coolant heat exchanger of the coolant circuit are connected in series as additional heat pump evaporators. The air conditioning system can cool the battery of the driving train of the vehicle. In this case, the battery is provided with cooled coolant or direct refrigerant in the coolant / coolant heat exchanger.

In the air conditioning and cooling system disclosed in the prior art, the battery can not be heated by the refrigerant flow path of the air conditioning system having the heat pump function, especially when the ambient temperature value is low, and thus can not be pre-conditioned, Can not be maintained within the specified range.

Due to the high heat capacity, the battery can be used as a heat reservoir to increase the limited range on the electric side of the vehicle in the operating mode of heating when the ambient temperature is low. The functions of charging the battery as a heat reservoir and heating the battery are conventionally met by additional electrical heating elements. Because the electrical heating elements have lower efficiency than the cooling apparatus operating in the heat pump mode, the system with the prior art electrical heating elements has a lower efficiency than the cooling apparatus operating in the heat pump mode.

An object of the present invention is to provide an operating method of the above-described apparatus having an in-vehicle heat distributing apparatus and a refrigerant passage and a coolant circuit having a heat pump function, wherein the heating, cooling and / With the dehumidification and cooling functions of the electrical component, and in particular of the electric drive train, the electrical component can be pre-conditioned, in particular heated. The device must include a minimum number of components. Costs for manufacturing, maintenance and operation must be minimized. The device must be capable of operating at maximum efficiency.

This problem is solved by objects having the features of the independent claim. Improvements are set forth in the dependent claims.

The above object is solved by an apparatus according to the present invention for an automobile having at least one coolant circuit and a coolant passage. The at least one coolant circuit includes at least one heat exchanger for tempering of the electrical component and a coolant / air heat exchanger through which ambient air can be provided as a heat source or heat sink for the coolant. In accordance with the inventive concept, the refrigerant flow path formed for the combined operation in the cooling device mode, the heat pump mode and the reheat mode is configured to cool, heat and reheat the feed air in the passenger compartment and to cool and heat the electrical components A first refrigerant / air heat exchanger operable as an evaporator or as a condenser / gas cooler, and a second refrigerant / air heat exchanger operable as a condenser / gas cooler, for conditioning the supply air, a compressor for compressing the refrigerant do. The refrigerant flow path also includes a valve arrangement for switching between operating modes and at least one member for varying the flow cross section for refrigerant. Inside the refrigerant passage, at least one refrigerant / coolant heat exchanger for heat exchange between the refrigerant of the refrigerant passage and the coolant of the at least one coolant circuit is integrated.

Refrigerant / air heat exchangers for conditioning the supply air in the passenger compartment are located inside the air conditioner. The first refrigerant / air heat exchanger for heat exchange between the refrigerant and the feed air to be fed to the passenger compartment is formed to be operable either as an evaporator or as a condenser / gas cooler depending on the need and the mode of operation of the device. During operation of the heat exchanger as an evaporator, the feed air is cooled and / or dehumidified. As the condenser / gas cooler, the supply air is heated during operation of the heat exchanger. In a heat exchanger operated as a condenser / gas cooler, the refrigerant is overheated and fluidized as the case may be. When the fluidization of the refrigerant is made up of, for example, refrigerant R134a in operation below the so-called critical value of the refrigerant passage, or a refrigerant R744 corresponding to carbon dioxide which is natural refrigerant in a specific ambient condition, the heat exchanger is called a condenser. Part of the heat exchange takes place at a constant temperature. During operation above the so-called critical value of the refrigerant passage or upon heat emission above the threshold value in the heat exchanger, the temperature of the refrigerant continues to drop. In this case, the heat exchanger is called a gas cooler. Operation above the threshold may occur under certain ambient conditions or under the mode of operation of the refrigerant passage with, for example, carbon dioxide, which is the refrigerant. In reheat mode, also referred to as "reheat ", air to be supplied to the passenger compartment is cooled and dehumidified, and then dehumidified air is slightly heated. In reheat mode, the reheat output required is mostly smaller than the cooling output required for air cooling and dehumidification.

The second refrigerant / air heat exchanger is preferably formed between the compressor and the valve device of the refrigerant passage.

According to an improvement of the invention, a heat exchanger for tempering an electrical component, for example for cooling and heating an electrical component, is formed as a heat source or heat sink for the coolant, and the electrical component to be tempered is formed as a battery.

According to a preferred embodiment of the invention, the at least one refrigerant / coolant heat exchanger of the device can be operated as an evaporator of the refrigerant or as a condenser / gas cooler depending on the need and the mode of operation of the device. The refrigerant / coolant heat exchanger may preferably be perfused in both directions on the refrigerant side.

The first refrigerant / coolant heat exchanger is preferably arranged to be disposed upstream or downstream of the direct valve device in accordance with the flow direction of the refrigerant in the refrigerant passage. Thus, the refrigerant flows between the valve device and the refrigerant / coolant heat exchanger without the flow of other components of the refrigerant passage.

In another preferred embodiment of the present invention, the refrigerant channels are formed separately from each other and include two flow paths through which the refrigerant can be supplied, and the flow paths each extend between the first connection point and the second connection point. The flow paths may preferably be perfused in both directions.

According to an improvement of the present invention, the first flow path includes two members and a first refrigerant / air heat exchanger that change the cross-sectional flow cross-section. In this case, one member for varying the cross-sectional flow cross-section is disposed between the first connection point and the refrigerant / air heat exchanger, and one member for varying the cross-sectional flow cross-section is disposed between the second connection point and the refrigerant / air heat exchanger. The refrigerant / air heat exchanger and the members that change the cross-sectional flow cross-section can be perfused on the refrigerant side, preferably in both directions.

The second flow path preferably includes one member for varying the cross-sectional flow cross-section and a second refrigerant / coolant heat exchanger for heat exchange between the refrigerant and the coolant. In this case, the member for varying the cross-sectional flow cross-section is disposed between the refrigerant / coolant heat exchanger and the first connection point. The refrigerant / coolant heat exchanger and the member for varying the cross-sectional flow cross-section can be perfused at the refrigerant side, preferably in both directions.

The at least one member for varying the cross-sectional flow cross-section is preferably provided as a shut-off member, in particular as a shut-off valve, or as an expansion member, in particular as an expansion valve, In particular, as a passage valve.

According to an improvement of the present invention, the refrigerant passage includes an internal heat exchanger for heat exchange between the refrigerant at the high pressure and the refrigerant at the low pressure. In this case, the internal heat exchanger is disposed on the one hand between the first refrigerant / coolant heat exchanger and the first connection point and on the other hand upstream of the compressor.

According to another preferred embodiment of the present invention, the heat exchangers of the coolant circuit are each arranged in a flow path extending between two connection points. Each heat exchanger in the coolant circuit is assigned a unique flow path. Each flow path comprising one heat exchanger preferably comprises a connection point formed as a three-way valve to open and close the flow path of the coolant circuit.

The coolant circuit preferably includes a heat exchanger for tempering, especially cooling, other electrical components, as well as a heat exchanger for cooling and heating one electrical component.

According to another preferred embodiment of the present invention, a coolant circuit is formed with a bypass extending between the flow path with the first coolant / coolant heat exchanger and the flow path with the heat exchanger for tempering the electrical component . The coolant circuit preferably includes a bypass disposed in parallel with the flow path with the coolant / air heat exchanger.

The above object is also solved by a method of operation of a heat distributor in a car in accordance with the present invention in a mode in which active cooling of an electrical component is performed. In a heat exchanger for tempering an electrical component, the heat of the electrical component is transferred to the coolant in the coolant circuit.

According to an improvement of the present invention, in operation of the device in a mode in which the active cooling of the electric component is performed in combination with the operation of the refrigerant passage in the cooling device mode or in the reheating mode, the heat of the coolant in the second refrigerant / And is transferred to the refrigerant in the refrigerant passage. In this case, the second refrigerant / coolant heat exchanger operates as an evaporator. The electrical component, in particular the battery, is preferably used as a heat source for heating the supply air of the passenger compartment in this case.

According to a first alternative embodiment of the present invention, in operation of the device in a mode in which the active cooling of the electrical component is performed in combination with the operation of the refrigerant passage in the cooling device mode, the heat of the refrigerant in the first refrigerant / And the heat of the coolant in the coolant / air heat exchanger is transferred to the ambient air. The first refrigerant / coolant heat exchanger operates as a condenser / gas cooler. In the first refrigerant / air heat exchanger, the heat of the supply air is transferred to the refrigerant as required, in which case the refrigerant / air heat exchanger operates as an evaporator, and the supply air is cooled and / or dehumidified. The ambient air is preferably used as a heat sink.

According to a second alternative embodiment of the present invention, in operation of the device in a mode in which the active cooling of the electrical component is effected in combination with the operation of the refrigerant flow path in the reheating mode, the first refrigerant / Heat is transferred to the coolant and heat from the coolant in the coolant / air heat exchanger is transferred to ambient air. In the first refrigerant / air heat exchanger, the heat of the supply air is transferred to the refrigerant as required, in which case the refrigerant / air heat exchanger operates as an evaporator, and the supply air is cooled and / or dehumidified. If necessary, the heat of the coolant is transferred to the feed air in a second coolant / air heat exchanger for heating the feed air in the passenger compartment, wherein the first coolant / coolant heat exchanger and the coolant / Gas cooler. The ambient air is preferably used as a heat sink.

According to an improvement of the present invention, in operation of the device in a mode in which the active cooling of the electric component is performed in combination with the operation of the refrigerant passage in the heat pump mode or in the reheating mode, the heat of the coolant in the first refrigerant / Is transferred to the refrigerant in the refrigerant passage, in which case the first refrigerant / refrigerant heat exchanger operates as an evaporator. All electrical components to be tempered are preferably used as a heat source to heat the feed air in the passenger compartment.

The above object can also be achieved by a method according to the present invention of a heat distributor in a vehicle in a mode in which active heating of an electric component is performed in a heat exchanger for tempering of an electric component in combination with operation of a refrigerant passage in a heat pump mode or in a reheat mode . In this case, the heat of the ambient air in the coolant / air heat exchanger is transferred to the coolant in the coolant circuit and / or in the heat exchanger for the electrical component to the coolant in the coolant circuit and to the heat of the coolant in the first coolant / coolant heat exchanger Is delivered to the refrigerant. The first refrigerant / coolant heat exchanger is operated as an evaporator. In a heat exchanger for electrical components, the heat of the coolant is transferred to the electrical component. The ambient air is used as a heat source for heating the supply air in the passenger compartment or for pre-conditioning electrical components, especially batteries.

According to the improvement of the present invention, in the mode in which the cooling of the electric component is performed in combination with the operation of the refrigerant passage in the heat pump mode, or in the operation of the apparatus in the mode in which the active heating of the electric component is performed, The heat of the refrigerant is transferred to the supply air at the refrigerant / air heat exchanger and / or at the second refrigerant / air heat exchanger. In this case, the refrigerant / air heat exchanger operates as a condenser / gas cooler and the supply air is heated.

According to the improvement of the present invention, in the mode where active cooling of the electric component is performed in combination with the operation of the refrigerant passage in the reheating mode, or in the operation of the device in the mode in which the active heating of the electric component is performed, In the air heat exchanger, the heat of the supply air is transferred to the refrigerant. In this case, the refrigerant / air heat exchanger operates as an evaporator, and the supply air is cooled and / or dehumidified. Further, the heat of the coolant is transferred to the supply air in the second refrigerant / air heat exchanger for heating the supply air of the passenger compartment, if necessary. In this case, the refrigerant / air heat exchanger operates as a condenser / gas cooler.

In particular, in operation of the refrigerant channel in the heat pump mode, the supply air of the electrical components, in particular the battery and / or the passenger compartment, is heated, in which case ambient air and / or other electrical components are used as the heat source.

According to a preferred embodiment of the present invention, the internal heat exchanger is always perfused by the refrigerant at both sides in the operation of the refrigerant passage. In this case, heat is transferred during operation in the cooler mode and during operation in the specific reheat mode, while heat is not transferred during operation in the heat pump mode and during operation in the specific reheat mode.

The above object is also solved by a method of operating an in-vehicle heat distributor in accordance with the present invention in a mode for heating supply air in a passenger compartment. In a refrigerant / air heat exchanger operating as a condenser / gas cooler, the heat of the high pressure level refrigerant is transferred to the supply air in the passenger compartment. Since the first refrigerant / coolant heat exchanger is not perfused at the coolant side, the heat of the coolant is not transferred to the coolant. The refrigerant is expanded to a low pressure level in a member that operates as an expansion valve and changes the flow cross section. In the internal heat exchanger, the heat inside the circuit is transferred from the high-pressure level refrigerant to the low-pressure level refrigerant.

In summary, the heat dispensing apparatus according to the present invention in a car has a variety of advantages:

- Simple integration in a standardized air conditioner with a known platform,

- System complexity similar to conventional heat pump systems due to low system complexity and thus prior art, while providing a large number of operating modes, but with much more functionality,

- a minimum number of expansion valves and valve devices, in particular refrigerant channels for operation in various operating modes when the valve is a control valve,

- low complexity of the refrigerant flow path by a small number of components,

- Low cost in manufacturing and maintenance,

Heat is transferred from the internal heat exchanger of the refrigerant passage in the cooling device mode and in the reheat mode while heat is not transferred from the internal heat exchanger when operating in the heat pump mode - Automatically activated in cooling device mode without formation and in reheat mode, automatically activated when operating in heat pump mode, and always perfused by refrigerant on both sides,

- a large number of refrigerant lines are always flown even during switching between the operating modes, so that the risk of oil deposits used for lubrication, cooling and sealing of the compressor is minimized and continuous circulation of oil through the refrigerant passage is ensured, Further, the amount of oil in the refrigerant passage is reduced,

- maximum efficiency of the device in operation of a vehicle with low waste heat generation, such as HEV or BEV without internal combustion engine or fuel cell operated vehicle,

- efficient cooling, heating and dehumidification of the supply air in the passenger compartment,

- to ensure and adhere to the temperature operating limits in climatic conditions with relatively lower or higher temperatures, on the one hand, by the use of heat pump functions and hence by a large increase in range and, on the other hand, By cooling, pre-conditioning of batteries, especially high-voltage batteries,

- the use of waste heat from the battery to heat the air in the passenger compartment,

- the use of ambient air as a heat source for heating the supply air of the passenger compartment or for the pre-conditioning of the battery, or

- utilization of the waste heat of the vehicle and ambient air to heat the air in the passenger compartment in operation in heat pump mode or for the pre-conditioning of the battery.

Other details, features and advantages of the present invention are set forth in the following description of the embodiments with reference to the accompanying drawings. An in-vehicle heat distribution device having a refrigerant flow path is shown.

Figures 1a-1i are circuit diagrams of a coolant circuit in which two separate coolant circuits in different operating modes, and the second coolant circuit is not connected to the coolant flow path.
Figure 1a is a circuit diagram illustrating operation in a cooling device mode and reheat mode.
1B is a circuit diagram illustrating operation in an active battery cooling mode.
1C is a circuit diagram illustrating operation in a mode in which passive battery cooling is performed.
1D is a circuit diagram illustrating operation in a cooling device mode and a reheat mode, respectively, where active battery cooling is performed;
1e is a circuit diagram illustrating operation in a hot gas mode;
1F is a circuit diagram illustrating operation in heat pump mode and reheat mode with ambient air as a heat source, respectively.
FIG. 1G is a circuit diagram illustrating operation in a heat pump mode and a reheat mode, respectively, wherein active battery cooling is performed and the battery is provided as a heat source.
1h is a circuit diagram illustrating operation in an active battery heating mode and having ambient air as a heat source.
1I is a circuit diagram illustrating operation in a heat pump mode and a reheat mode, respectively, where active battery heating is performed and ambient air is present as a heat source.
Figures 2A-2I are circuit diagrams illustrating a coolant circuit in a different operating mode.
Figure 2a is a circuit diagram illustrating operation in a cooling device mode and a reheat mode;
Figure 2b is a circuit diagram illustrating operation in a mode where active battery cooling is performed.
2C is a circuit diagram illustrating operation in a mode in which passive battery cooling is performed.
2d is a circuit diagram illustrating operation in a cooling device mode and a reheat mode, respectively, where active battery cooling is performed.
Figure 2e is a circuit diagram illustrating operation in a hot gas mode.
2f is a circuit diagram illustrating operation in a heat pump mode and a reheat mode with ambient air and / or electrical components as a heat source, respectively.
FIG. 2G is a circuit diagram illustrating operation in a heat pump mode and a reheat mode, each with active battery cooling and having electrical components and batteries as a heat source.
Figure 2h is a circuit diagram showing operation in active battery heating and with ambient air and / or electrical components as a heat source.
Figure 2i is a circuit diagram illustrating operation in a heat pump mode and reheat mode with active battery heating and ambient air and / or electrical components as a heat source.

Figs. 1A to 1I show an on-vehicle heat distributor 1a having one refrigerant passage 3 and two separately formed coolant circuits 18a, 26 in different operating modes, respectively. The first coolant circuit 18a is connected to the refrigerant passage 3 through two refrigerant / coolant heat exchangers 8, The direction of the flow of coolant and coolant inside the circuit is indicated by an arrow.

The refrigerant passage (3) includes a compressor (4) for compressing the refrigerant, a first refrigerant / air heat exchanger (5) for heat exchange between the supply air and the refrigerant in the passenger compartment, A second refrigerant / air heat exchanger (6) for heating the supply air of the passenger compartment, a valve device (7) for switching the refrigerant passage (3) between different operating modes, and a heat exchanger And a first refrigerant / coolant heat exchanger (8). Refrigerant / air heat exchangers (5, 6) are disposed inside the air conditioner (2). The supply air in the passenger compartment is guided through the air conditioner 2 and there through the heat exchange surfaces of the heat exchangers 5 and 6 and conditioned as required. The first refrigerant / coolant heat exchanger 8 can be perfused in both directions on the refrigerant side. The valve device 7 is formed, for example, as a four-way valve or a combination of four one-way valves.

The refrigerant passage (3) includes two flow paths which can be operated by refrigerant separately from each other or simultaneously with each other and which can flow in both directions. The flow paths extend between the first connection point 15 and the second connection point 16, respectively. Wherein the first flow path includes two members (10, 11) for varying the cross-sectional flow cross-section and a first refrigerant / air heat exchanger (5), wherein each one of the members (10, 11) Are disposed upstream and downstream of the heat exchanger (5). Thus, the members 10, 11 can be arranged between one connection point 15, 16 and the heat exchanger 5, respectively, and can be perfused in the same way as the heat exchanger 5 in both directions. The second flow path includes a second refrigerant / coolant heat exchanger (9) for heat exchange between the refrigerant and the coolant. The heat exchanger 9 is assigned to a member 12 which changes the cross section of the flow passage and the member 12 is arranged between the heat exchanger 9 and the first connection point 15 and is arranged in the same way as the heat exchanger 9 in both directions Can be perfused. The members 10, 11 and 12 which change the flow cross-sectional area formed in the two flow paths arranged in parallel in the refrigerant passage 3 are preferably formed as the valves 10, 11 and 12, Pass valve or shut-off valve, respectively, depending on the operating mode of the compressor.

The refrigerant passage (3) also includes an internal heat exchanger (13). The internal heat exchanger 13 is a heat exchanger inside the circuit used for heat exchange between the refrigerant at the high pressure and the refrigerant at the low pressure. On the other hand, for example, the fluid refrigerant is further cooled or subcooled after fluidization, and on the other hand the refrigerant present as the suction gas is superheated before the inlet of the compressor 4. Therefore, the internal heat exchanger 13 is disposed before the inflow portion of the compressor 4 in the flow direction of the refrigerant at the suction gas side. A refrigerant accumulator (14) for separating the fluidic refrigerant and storing the refrigerant is disposed upstream of the internal heat exchanger (13). A refrigerant accumulator (14) is used to protect the compressor (4) from the water hammer. Also, the internal heat exchanger 13 is disposed between the first refrigerant / coolant heat exchanger 8 and the first connection point 15 and can be perfluent in both directions. The components of the refrigerant passage 3 are connected to each other through the refrigerant lines.

The heat exchangers 8 and 9 of the refrigerant passage 3 are each formed as a component of the first coolant circuit 18a so as to be connected to the first coolant such as a water / glycol mixture . The first coolant circuit 18a includes, in addition to the heat exchangers 8 and 9, a coolant / air heat exchanger 25 for heat exchange between the first coolant and the ambient air, and an electrical component of the drive train of the vehicle, And a heat exchanger (17) for conditioning the battery. The heat exchanger 17 is also referred to as a battery heat exchanger 17.

Each of the heat exchangers 8, 9, 17, 25 is disposed in a unique flow path extending between two connection points 21, 22, 23, 24, respectively. In this case, the first refrigerant / coolant heat exchanger 8 and the coolant / air heat exchanger 25 are disposed in a flow path extending between the first connection point 21 and the second connection point 22, respectively. The flow path with the coolant / air heat exchanger 25 and thus the coolant / air heat exchanger 25 can be perfluent in both directions while the flow path with the coolant / coolant heat exchanger 8 is directed in one direction Can only be operated by the coolant. A first delivery device 19 is disposed within the flow path and the delivery device 19 is disposed upstream of the heat exchanger 8 as viewed in the flow direction of the coolant. Thus, the coolant flows from the first connection point 21 to the heat exchanger 8 through the delivery device 19, and then flows to the second connection point 22. The first connection point 21 is formed as a three-way valve, while the second connection point 22 is formed as a T-member.

The second refrigerant / coolant heat exchanger 9 and the battery heat exchanger 17 are also disposed in the flow paths that extend between the third connection point 23 and the fourth connection point 24, respectively. The flow paths can be operated by the coolant only in one direction. A second delivery device 20 is disposed within the flow path with the battery heat exchanger 17 and the second delivery device 20 is disposed downstream of the battery heat exchanger 17 as viewed in the flow direction of the coolant do. Thus, the coolant flows from the third connection point 23 to the delivery device 20 via the battery heat exchanger 17, and then flows to the fourth connection point 24. The third connection point 23 is formed as a three-way valve, while the fourth connection point 24 is formed as a T-member.

The delivery devices 19, 20 for circulating the coolant are in particular formed as pumps.

The components of the first coolant circuit 18a are connected to each other through the coolant lines and the first connection point 21 is connected to the fourth connection point 24 and the second connection point 22 is connected to the third connection point 23, Hydraulic connection is made through the line.

The second coolant circuit 26 includes a heat exchanger 27a for tempering, particularly cooling, the electrical components of the vehicle's drive train, and a coolant / air heat exchanger 29 for heat exchange between the second coolant and ambient air. . A second coolant, such as a water / glycol mixture, is circulated between the heat exchangers 27a, 29 by the delivery device 28, particularly a pump. The second coolant circuit 26 can be operated irrespective of the first coolant circuit 18a so that the heat of the electric component is released in the coolant / air heat exchanger 29 regardless of the operation of the coolant passage 3 Can be delivered to the ambient air.

Fig. 1A shows the operation of the on-vehicle heat dispensing apparatus 1a in the cooling device mode M1 and in the reheating mode M2. The superheated refrigerant from the compressor 4 is guided through the refrigerant / air heat exchanger 6 and the refrigerant / air heat exchanger 6 is cooled by the inflow from the air side in operation in the cooling device mode M1 The heat of the refrigerant is not released. On the contrary, the refrigerant / air heat exchanger 6 is supplied with the supply air of the passenger compartment in operation in the reheating mode M2 and is operated as a condenser / gas cooler, in which case the refrigerant / A portion of the waste heat is transferred to the supply air in the passenger compartment as heat Q _{K, M2} of the refrigerant. The refrigerant is then guided through the valve device 7 and through the first refrigerant / coolant heat exchanger 8, which is operated as a condenser / gas cooler, and the heat Q _{K, M1} of the refrigerant in the heat exchanger 8 _{, M2} are transferred to the coolant circulating in the coolant circuit 18a. Accordingly, the operating efficiency is increased particularly when operating in the cooling device mode M1, and in particular, when the vehicle is stopped and the operating efficiency is very high during a very slow running. In order to further increase the operating efficiency of the device 1a and to increase the cooling outputs Q0 _{, M1 and M2} during the subsequent perfusion of the internal heat exchanger 13, the circuit internal rows Qi _{, M1,} To a low-pressure level refrigerant. At the first connection point (15), the refrigerant is led to the open valve (10). The valve 12 is closed. In the valve 10 operated as an expansion valve, the refrigerant is expanded to a low pressure level and thus into a two-phase zone. Upon subsequent perfusion of the refrigerant / air heat exchanger 5 operating as an evaporator, the refrigerant is evaporated. The vaporized and now gaseous refrigerant is directed to the refrigerant accumulator 14 through the valve 11 and the valve device 7 which are open and thus controlled by passage. The compressor (4) sucks the gaseous refrigerant from the refrigerant accumulator (14) through the internal heat exchanger (13), and the refrigerant in the internal heat exchanger (13) is overheated. The refrigerant flow path 3 is closed.

The refrigerant / air heat exchangers (5, 6) are arranged in turn in the direction of flow of the supply air of the passenger compartment from the air side in the air conditioner. During the evaporation of the refrigerant in the first refrigerant / air heat exchanger (5), the feed air in the passenger compartment is cooled and / or dehumidified. When operating in the cooling system mode (M1), the air is subsequently supplied to the passenger compartment without being continuously conditioned. In operation in the reheat mode M2, the cooled and / or dehumidified feed air is directed through the second refrigerant / air heat exchanger 6 before entering the passenger compartment, and is then heated. The heat transferred to the refrigerant at the time of cooling and / or dehumidifying the supply air of the passenger compartment in the first refrigerant / air heat exchanger 5 is supplied to the passenger compartment by the supply air of the passenger compartment at the time of perfusion of the second refrigerant / Can be used for heating.

The coolant circuit 18a is operated so that the coolant discharged by the first pump 19 circulates between the coolant / coolant heat exchanger 8 and the coolant / air heat exchanger 25. [ In the coolant / air heat exchanger 25, the heat Q _{K, M 1, and M 2} absorbed from the refrigerant passage 3 into the refrigerant / coolant heat exchanger 8 are transferred to the surrounding air as heat Q _{M1 and M2} . Since the valve 12 is closed, the refrigerant is not supplied to the second refrigerant / coolant heat exchanger 9 and heat is not transferred between the coolant and the refrigerant. Since the coolant flowing through the battery heat exchanger 17 and delivered by the second pump 20 is not conditioned, the battery is also not conditioned. However, in order to prevent local overheating of the battery, it is ensured that the coolant always flows through the battery heat exchanger (17).

Fig. 1B shows the operation of the in-vehicle heat distributor 1a in mode M3 in which active battery cooling is performed.

Since the superheated refrigerant from the compressor 4 is guided through the refrigerant / air heat exchanger 6 and the refrigerant / air heat exchanger 6 is not introduced from the air side, the heat of the refrigerant is released It does not. The refrigerant is then guided through the valve device 7 and through the first refrigerant / coolant heat exchanger 8, which is operated as a condenser / gas cooler, and the heat of the refrigerant _{QK, M3} Is delivered to the circulating coolant within the coolant circuit 18a. Therefore, the efficiency of operation is increased in the mode M3 in which the active battery cooling is performed, and in particular, the operation efficiency at the time of stopping of the vehicle or during a very slow running becomes high. The refrigerant / air heat exchanger 5 is also preferably not introduced at the air side. During perfusion of the internal heat exchanger 13, to increase further the operation efficiency of the device (1a) in order to increase the cooling outputs Q _{0, M3,} the circuit inside the heat Q _{i, M3} is a refrigerant of a low pressure level from a high-pressure level refrigerant Lt; / RTI > At the first connection point (15), the refrigerant is directed to the open valve (12). The valve 10 is closed. In the valve 12 operated as an expansion valve, the refrigerant is expanded to a low pressure level and accordingly into a two-phase zone. During subsequent perfusion of the second refrigerant / coolant heat exchanger 9, which operates as an evaporator, the refrigerant is evaporated. The vaporized and now gaseous refrigerant is directed to the refrigerant accumulator 14 through the valve arrangement 7. The compressor (4) sucks the gaseous refrigerant from the refrigerant accumulator (14) through the internal heat exchanger (13), and the refrigerant in the internal heat exchanger (13) is overheated. The refrigerant flow path 3 is closed.

The coolant circuit 18a is configured such that the coolant delivered by the first pump 19 is supplied between the coolant / coolant heat exchanger 8 and the coolant / air heat exchanger 25, as in the operating mode shown in FIG. And is operated to circulate. In this case, in the coolant / air heat exchanger 25, the heat Q _{K, M3} absorbed from the refrigerant passage 3 into the refrigerant / coolant heat exchanger 8 is transferred to the ambient air as the heat Q _M3 . In the second refrigerant / coolant heat exchanger 9, heat Q _{0, M 3} is transferred to the refrigerant evaporating from the coolant. The coolant that is cooled at the time of perfusion of the coolant / coolant heat exchanger 9 and delivered by the second pump 20 is guided through the battery heat exchanger 17. In this case, the heat Q _{B, M3} of the battery, Lt; / RTI > The battery is actively cooled. That is, the waste heat of the battery is transferred to the coolant and transferred from the coolant to the coolant.

1C shows the operation of the in-vehicle heat distributor 1a in mode M4 in which passive battery cooling is performed. The refrigerant flow path 3 is not operated. If the supply air in the passenger compartment does not need to be conditioned, for example, in a comfortable surrounding condition for the passenger, the device 1a is operated in mode M4 in which passive battery cooling is performed.

The coolant circuit 18a is operated so that the coolant delivered by the second pump 20 circulates between the battery heat exchanger 17 and the coolant / air heat exchanger 25, in this case the coolant / air heat exchanger 25 ), Heat Q _{B, M 4} absorbed by the battery is transferred to ambient air as heat Q _M4 . The battery is passively cooled. That is, the waste heat of the battery is transferred to the coolant and transferred to the ambient air from the coolant. The first pump 19 of the coolant circuit 18a is not operated. The first connection point 21 and the third connection point 23 formed as three-way valves respectively are connected to the flow path having the first refrigerant / coolant heat exchanger 8 and the second refrigerant / coolant heat exchanger 9, Is not provided.

Fig. 1D shows the operation of the in-vehicle heat distributor 1a in the cooling device mode M5 and the reheating mode M6, respectively, where active battery cooling is performed. The difference between the operation of the device 1a in the cooling device mode M1 according to Fig. 1a or in the reheating mode M2 is only in the way of operating the refrigerant passage 3. In this case, since the refrigerant / air heat exchanger 6 does not flow from the air side in operation in the cooling device mode M5, the heat of the refrigerant is not discharged. Alternatively, the refrigerant / air heat exchanger 6 operating as a condenser / gas cooler is provided with the supply air of the passenger compartment when operated in the reheating mode M6, and the heat Q _{K, M6} of the refrigerant is delivered to the supply air. In a first refrigerant / coolant heat exchanger (8) operated as a condenser / gas cooler, to increase the operating efficiency of the device (1a) and to increase the cooling outputs Qo _{, M5, M6} , the heat QK _{, M5, M6} Is transferred to the circulating coolant in the coolant circuit 18a, and the heat Q _{i, M5, M6} in the circuit in the internal heat exchanger 13 is transferred from the high-pressure level refrigerant to the low-pressure level refrigerant.

At the first connection point 15 the refrigerant is divided into two partial mass flows. In this case, the first partial mass flow is directed to the open valve 10 and the second partial mass flow is directed to the open valve 12. [ In the valves 10, 12, each acting as an expansion valve, the refrigerant is expanded to a low pressure level and thus into a two-phase zone. During subsequent perfusion of the refrigerant / air heat exchanger 5 operating as an evaporator, the refrigerant of the first partial mass flow is evaporated under the absorption of heat Q _0, M 5, M 6. During the perfusion of the second refrigerant / coolant heat exchanger 9, which likewise operates as an evaporator, the refrigerant of the second partial mass flow is evaporated under the absorption of heat Q _0, M 5, M 6. Partial mass flows of the refrigerant that have evaporated and are now present in the gas are mixed again at the second connection point 16 and directed to the refrigerant accumulator 14 through the valve arrangement 7. The compressor (4) sucks the gaseous refrigerant from the refrigerant accumulator (14) through the internal heat exchanger (13), and the refrigerant in the internal heat exchanger is overheated. The refrigerant flow path 3 is closed.

The coolant circuit 18a is again operated so that the coolant delivered by the first pump 19 circulates between the coolant / coolant heat exchanger 8 and the coolant / air heat exchanger 25, In the exchanger 25, the heat Q _{K, M 5, M 6} absorbed from the refrigerant passage 3 into the refrigerant / coolant heat exchanger 8 is transferred to the surrounding air as heat Q _{M5, M6} . In the second refrigerant / coolant heat exchanger 9, heat Q _{0, M 5, M 6} is transferred from the coolant to the evaporative refrigerant. The coolant that is cooled during the perfusion of the coolant / coolant heat exchanger 9 and delivered by the second pump 20 is guided through the battery heat exchanger 17. In this case, heat Q _{B, M 5,} . The heat transferred to the refrigerant at the time of cooling and / or dehumidifying the supply air of the passenger compartment in the first refrigerant / air heat exchanger 5 and the heat transferred from the battery to the refrigerant passage 3 May be used to heat the feed air in the passenger compartment during the perfusion of the second refrigerant / air heat exchanger (6).

1E shows the operation of the onboard heat distributor 1a in the hot gas mode M7, also referred to as a triangular process. The gaseous, superheated refrigerant exiting the compressor 4 is guided through a refrigerant / air heat exchanger 6, which acts as a condenser / gas cooler, and in this case a portion of the waste heat of the refrigerant passage 3 is directed to the heat Q _{K, M7} to the supply air in the passenger compartment.

Subsequently, the refrigerant is guided through the valve device 7 and through the first refrigerant / coolant heat exchanger 8, and since the first refrigerant / coolant heat exchanger 8 is not perfused at the coolant side, Is not delivered to the coolant. During subsequent perfusion of the internal heat exchanger 13, the heat Q _{i, M7} inside the circuit is transferred from the refrigerant at the high pressure level to the refrigerant at the low pressure level. At the first connection point (15), the refrigerant is led to the open valve (10). The valve 12 is closed. The refrigerant is guided through the valve 10 controlled by the passage without significant pressure fluctuations. Upon subsequent perfusion of the refrigerant / air heat exchanger 5 operating as a condenser / gas cooler, the refrigerant is further cooled or condensed under the discharge of heat Q _K, M 7. Subsequently, the refrigerant is expanded to a low pressure level by the valve 11, which is operated as an expansion valve, and is guided to the refrigerant accumulator 14 through the valve device 7. The compressor (4) sucks the gas refrigerant from the refrigerant accumulator (14) through the internal heat exchanger (13). The refrigerant present at the low pressure level in the internal heat exchanger 13 is evaporated under the absorption of the heat Q _{i, M7} and evaporated beforehand as the case may be. By evaporation of the refrigerant, it is ensured that the flowable refrigerant does not enter the compressor (4).

The refrigerant / air heat exchangers 5, 6 are preferably arranged one after the other in the direction of flow of the supply air of the passenger compartment at the air side in the air conditioner. During the perfusion of the refrigerant / air heat exchangers (5, 6), the heat Q _{K, M7} of the refrigerant, respectively _, is transferred to the supply air in the passenger compartment. In this case, the refrigerant is respectively cooled and the supply air in the passenger compartment is heated.

The first pump 19 of the coolant circuit 18a is not operated. The coolant circuit 18a is connected to the first pump 19 and to the first coolant / coolant heat exchanger 8 by way of the first connection point 21 and the third connection point 23 to the coolant / air heat exchanger 25, And is operated to close the flow path. Since the valve 12 of the refrigerant passage 3 is closed, the refrigerant is not supplied to the second refrigerant / coolant heat exchanger 9, and heat is not transferred between the refrigerant and the refrigerant. Since the coolant flowing through the battery heat exchanger 17 and discharged by the second pump 20 is not conditioned, the battery is also not conditioned. However, the coolant is guaranteed to always flow through the battery heat exchanger 17 to avoid local overheating of the battery.

The operation of the device 1a in the hot gas mode M7 is used to very quickly heat the passenger compartment to a high heating output. By virtue of the formation of the refrigerant passage 3, the compressor 4 is protected from the suction of the fluidic refrigerant in a simple structural manner and the control of the triangular process is simple. By operating in the hot gas mode M7, the auxiliary electric heating elements which support the operation of the device 1a in the heat pump mode, especially in the heating phase of the passenger compartment, can be omitted when the ambient temperature is very low. Thus, operation in the hot gas mode M7 lowers the cost of the device 1a.

By means of the internal heat exchanger 13 in the refrigerant passage 3, the operation of the device 1a in the hot gas mode can be adjusted more simply than in systems known in the prior art. The refrigerant passage 3 is connected so that the internal heat exchanger 13 is operated to stabilize the process. There is no need for auxiliary electrical heating elements to provide a sufficiently large heating output quickly and reliably by mode in the hot gas mode, especially during rapid heating for a short time. The device 1a has the same efficiency as the auxiliary electric heating element.

Fig. 1F shows the operation of the in-vehicle heat distributor 1a in the heat pump mode M8 having ambient air as a heat source and in the reheating mode M9. The gaseous, superheated refrigerant exiting the compressor (4) is guided through a second refrigerant / air heat exchanger (6) operating as a condenser / gas cooler and the second refrigerant / The supply air is provided so that a part of the waste heat Q _{K, M8} of the refrigerant passage 3 when operating in the heat pump mode M8 and the entire waste heat Q _{K, M9} of the refrigerant in the reheating mode _M9 are supplied to the supply air Lt; / RTI > In this case, the refrigerant is reduced in superheat and condensed in some cases depending on the heat transferred. The refrigerant is then directed to the valve 11 through the valve device 7 and through the connection point 16. The refrigerant is not supplied to the refrigerant / coolant heat exchanger 9 because the valve 12 is closed. In operation in the heat pump mode M8, the refrigerant is expanded from the high pressure level to the medium pressure level during the perfusion of the valve 11, which acts as an expansion valve, which can increase the operating efficiency of the device 1a, Is guided to the first refrigerant / air heat exchanger (5). In the first refrigerant / air heat exchanger 5 operated as a condenser / gas cooler, other parts of the waste heat Q _{K, M8} of the refrigerant passage 3 are transferred from the refrigerant to the supply air in the passenger compartment. In this case, the refrigerant is condensed depending on the heat to be transferred and, in some cases, supercooled. The refrigerant is then expanded into the two-phase zone at a low pressure level in the valve 10, which also operates as an expansion valve. Even when operating in the reheating mode M9, the refrigerant is expanded into the two-phase zone from the high pressure level to the medium pressure level during the perfusion of the valve 11 operated as an expansion valve and is guided to the first refrigerant / air heat exchanger 5 . A valve 11 operated as an expansion valve is used to regulate the appropriate intermediate pressure level of the refrigerant and accordingly the suitable evaporation temperature for dehumidifying the feed air in the passenger compartment. In the first refrigerant / air heat exchanger 5 operated as an evaporator, the refrigerant is evaporated under the absorption of heat Q _{0, M 9} . Subsequently, the refrigerant is expanded to a low pressure level in the valve 10, which also operates as an expansion valve. Subsequently, the refrigerant existing in the low-pressure level in the two-phase region when operating in the heat pump mode M8 and operating in the reheating mode M9 flows through the internal heat exchanger 13. In this case, heat is not transferred because the refrigerant has the same pressure level and therefore the same temperature level on both sides. Since the internal heat exchanger 13 does not operate, too high a hot gas temperature of the refrigerant at the outlet of the compressor is prevented. After exiting the internal heat exchanger 13 the refrigerant is evaporated and flowed through the refrigerant / coolant heat exchanger 8 which is operated as an evaporator and in the heat exchanger 8 the heat of the coolant circulating in the coolant circuit 18a Q _{0, M 8 and M 9} are transferred to the refrigerant. The refrigerant which has evaporated and is present in the gas is guided to the refrigerant accumulator 14 through the valve device 7. The compressor 4 sucks the gas refrigerant from the refrigerant accumulator 14 through the internal heat exchanger 13, and heat is not transferred in the heat exchanger 13. The refrigerant flow path 3 is closed.

The refrigerant / air heat exchangers (5, 6) are preferably arranged one after the other in the flow direction of the supply air of the passenger compartment at the air side in the air conditioner. In operation in the heat pump mode M8, the feed air in the passenger compartment is heated during overflow of the first refrigerant / air heat exchanger (5) and overflow of the second refrigerant / air heat exchanger (6). The heating of the feed air in the passenger compartment in two stages increases the efficiency of the device 1a when operating in heat pump mode M8. In operation in the reheating mode M9, the feed air in the passenger compartment is cooled and / or dehumidified in the overflow of the first refrigerant / air heat exchanger 5, and in the overflow of the second refrigerant / It is heated before entering the chamber. The heat transferred to the refrigerant at the time of cooling and / or dehumidifying the supply air of the passenger compartment in the first refrigerant / air heat exchanger (5) heats the supply air in the passenger compartment during the perfusion of the second refrigerant / Lt; / RTI >

The coolant circuit 18a is operated such that the coolant discharged by the first pump 19 is circulated between the first coolant / coolant heat exchanger 8 and the coolant / air heat exchanger 25. [ In the first refrigerant / coolant heat exchanger 8, the heat Q _{M8, M9} absorbed by the coolant / air heat exchanger 25 from the surrounding air is transferred as a refrigerant as heat Q _{0, M8, M9} . The second refrigerant / coolant heat exchanger 9 is not provided with the refrigerant. No heat is transferred between the coolant and the refrigerant. Since the coolant flowing through the battery heat exchanger 17 and delivered by the second pump 20 is not conditioned, the battery is also not conditioned. However, it is ensured that the coolant always flows through the battery heat exchanger 17 to prevent local overheating of the battery.

Fig. 1G shows the operation of the in-vehicle heat distributor 1a in the heat pump mode M10 and the reheating mode M11 in which the active battery cooling is performed and the battery is provided as a heat source, respectively. The difference between operation of the device 1 in the heat pump mode M8 according to Figure 1f and in the reheating mode M9 is in the use of the battery instead of ambient air as the heat source and thus in active battery cooling. The operation of the refrigerant passage 3 is respectively indicated by the operation of the device 1a in the heat pump mode M8 or the reheating mode M9 according to Fig. 1F. The heat Q _{K, M10} of the refrigerant at the time of operation in the heat pump mode M10, at the time of the overflow of the first refrigerant / air heat exchanger 5 and the overflow of the second refrigerant / air heat exchanger 6, And is delivered to the supply air. In operation in the reheating mode M11, the feed air in the passenger compartment is cooled and / or dehumidified in the overflow of the first refrigerant / air heat exchanger 5, in which case the heat _{Q0, M11} is transferred to the refrigerant, And is then heated prior to entry into the passenger compartment during the overflow of the second refrigerant / air heat exchanger 6, in which case the heat Q _{K, M 11} of the refrigerant is transferred to the supply air.

The coolant circuit 18a is configured to selectively circulate the coolant dispensed by the first pump 19 or by the second pump 20 between the first coolant / coolant heat exchanger 8 and the battery heat exchanger 17 . In the first refrigerant / coolant heat exchanger 8, the heat Q _{B, M 10, M 11} absorbed by the battery heat exchanger 17 from the battery is transferred as the refrigerant as heat Q _{0, M 10, M 11} . The battery is actively cooled and the waste heat of the battery is used to heat the supply air in the passenger compartment. The first connection point 21 and the third connection point 23 formed as respective three-way valves are provided with coolant in the flow paths having the coolant / air heat exchanger 25 and the second coolant / coolant heat exchanger 9 .

Fig. 1 (h) shows the operation of the in-vehicle heat distributor 1a in the mode in which active battery heating M12 is performed and ambient air is present as a heat source. Since the gaseous superheated refrigerant coming out of the compressor 4 is guided through the refrigerant / air heat exchanger 6 and the heat exchanger 6 is not introduced from the air side, no heat is released from the refrigerant. The refrigerant is then guided through a valve device 7 and through a second refrigerant / coolant heat exchanger 9, which is operated as a condenser / gas cooler, and the heat of the refrigerant Q _{K, M 12} Is transferred to the circulating coolant in the coolant circuit 18a. In this case, the refrigerant is superheated according to the heat to be delivered, at least partially condensed, and in some cases, supercooled. Since the valve 11 is closed, no refrigerant is provided to the refrigerant / air heat exchanger 5. Heat is not transferred in the refrigerant / air heat exchangers 5 and 6, respectively. During perfusion of the valve 12 operated as an expansion valve, the refrigerant expands into a two-phase zone from a high pressure level to a low pressure level. Subsequently, the refrigerant is guided through the internal heat exchanger 13 without transferring heat. After exiting the internal heat exchanger 13 the refrigerant flows and evaporates through a refrigerant-coolant heat exchanger 8 which is operated as an evaporator and in the heat exchanger 8 the heat of the coolant circulating in the coolant circuit 18a Q _{0 and M2} are transferred to the refrigerant. The refrigerant which has evaporated and is present in the gas is guided to the refrigerant accumulator 14 through the valve device 7. The compressor 4 sucks the gas refrigerant from the refrigerant accumulator 14 through the internal heat exchanger 13, and heat is not transferred in the heat exchanger 13. The refrigerant flow path 3 is closed.

The coolant circuit 18a is operated so that the coolant discharged by the first pump 19 circulates between the first coolant / coolant heat exchanger 8 and the coolant / air heat exchanger 25. [ In the first refrigerant / coolant heat exchanger 8, the heat Q _M12 absorbed from the ambient air into the coolant / air heat exchanger 25 is transferred to the refrigerant as heat Q _{0, M12} . In the second coolant / coolant heat exchanger 9, the heat Q _{K, M 12} of the coolant is transferred to the coolant. The refrigerant heated by the refrigerant / coolant heat exchanger 9 and heated by the second pump 20 is guided through the battery heat exchanger 17. In this case, the heat Q _{B and M 12 of the} coolant are discharged to the battery do. The battery is actively heated. That is, the waste heat of the refrigerant passage 3 is transferred to the battery.

The operation of the device 1a using the heat pump function in the mode in which the active battery heating is performed has a great advantage for a vehicle with a battery, especially a high voltage battery, in the electric drive train. When the temperature of outside air or ambient air is low, the operating temperature of the battery can be preheated to the allowed temperature value as a minimum without the use of an additional electric heater. The battery can also be used as a heat reservoir for heat pump function. When the ambient air temperature is low, the battery can be preheated to the maximum allowed operating temperature while the car is connected to the electrical network. During a subsequent run, the heat stored in the battery is transferred from the battery to the feed air in the passenger compartment by a heat exchanger operated as an evaporator. By heating the feed air in the passenger compartment by the heat stored in the battery, a very high heating output and a very high output value of the heat pump system are given compared to systems known in the prior art. With the present device 1a having the heat pump function, the electric range of BEV and HEV can be increased up to 60%.

Fig. 1 (i) shows the operation of the onboard heat distributor 1a in the heat pump mode M13 and the reheating mode M14, respectively, in which active battery heating is performed and ambient air as a heat source. The gaseous, superheated refrigerant exiting the compressor (4) is guided through a second refrigerant / air heat exchanger (6) operating as a condenser / gas cooler, and the heat exchanger (6) A part of the waste heat Q _{K, M13} of the refrigerant passage 3 and the entire waste heat Q _{K, M14} of the refrigerant in the reheating mode _M14 are transferred to the supply air of the color-growing chamber when operating in the heat pump mode M13. In this case, the refrigerant is reduced in superheat and condensed in some cases depending on the transmitted heat. Then, the refrigerant is guided to the second connection point 16 through the valve device 7. At the second connection point 16, the refrigerant is divided into two partial mass flows. In this case, the first partial mass flow is directed to the valve 11 and the second partial mass flow to the second refrigerant / coolant heat exchanger 9. In operation in the heat pump mode M13, the first partial mass flow of refrigerant is expanded from a high pressure level to a medium pressure level upon perfusion of the valve 11 operated as an expansion valve, which increases the operating efficiency of the device 1a And the first partial mass flow is directed to the first refrigerant / air heat exchanger (5). In the first refrigerant / air heat exchanger 5 operated as a condenser / gas cooler, other parts of the waste heat Q _{K, M13} of the refrigerant passage 3 are transferred from the refrigerant to the supply air in the passenger compartment. In this case, the refrigerant is condensed depending on the heat to be transferred and, in some cases, supercooled. The refrigerant is then expanded into the two-phase zone at a low pressure level in the valve 10, which also operates as an expansion valve. The first partial mass flow of the refrigerant is expanded into the two-phase zone from the high pressure level to the intermediate pressure level during the perfusion of the valve 11 operated as the expansion valve, and the first partial mass flow of the refrigerant is expanded into the first refrigerant / (5). A valve 11 operated as an expansion valve is used to regulate the appropriate intermediate pressure level of the refrigerant and accordingly the suitable evaporation temperature for dehumidifying the feed air in the passenger compartment. In the first refrigerant / air heat exchanger 5 operated as an evaporator, the refrigerant evaporates under the absorption of heat Q _{0, M 14} . Subsequently, the refrigerant is expanded to a low pressure level in the valve 10, which also operates as an expansion valve. The second partial mass flow of the refrigerant is guided through a second refrigerant / coolant heat exchanger (9) operating in heat pump mode (M13) and operating as a condenser / gas cooler in operation in reheating mode (M14) The heat Q _{K, M 13, M 14} of the refrigerant in the exchanger 9 is transferred to the coolant circulating in the coolant circuit 18a. In this case, the refrigerant is reduced in superheat according to the heat to be delivered, at least partially condensed and, in some cases, supercooled. During perfusion of the valve 12 operated as an expansion valve, the refrigerant expands into a two-phase zone from a high pressure level to a low pressure level. The two partial mass flows of the refrigerant, which are each expanded to the low pressure level and are now in the two-phase zone, are again mixed at the first connection point 15. Subsequently, the refrigerant is guided through the internal heat exchanger (13). After discharge from the internal heat exchanger 13, the refrigerant flows and evaporates through the refrigerant / coolant heat exchanger 8, which is operated as an evaporator, and in the heat exchanger 8, the heat Q ₀ of the coolant circulating in the coolant circuit 18a _{, M13 and M14} are transferred to the refrigerant. The refrigerant which has evaporated and is present in the gas is guided to the refrigerant accumulator 14 through the valve device 7. The compressor 4 sucks the gas refrigerant from the refrigerant accumulator 14 through the internal heat exchanger 13, and heat is not transferred in the heat exchanger 13. The refrigerant flow path 3 is closed.

The refrigerant / air heat exchangers (5, 6) are preferably arranged one after the other in the flow direction of the supply air of the passenger compartment at the air side in the air conditioner. In operation in heat pump mode M13, the feed air in the passenger compartment is heated during overflow of the first refrigerant / air heat exchanger 5 and overflow of the second refrigerant / air heat exchanger 6. The heating of the feed air in the passenger compartment in two stages increases the operating efficiency of the device 1a during operation in the heat pump mode M13. In operation in the reheating mode M9, the supply air in the passenger compartment is cooled and / or dehumidified during the overflow of the first refrigerant / air heat exchanger 5, and during the overflow of the second refrigerant / It is heated before entering the chamber. The heat transferred to the refrigerant at the time of cooling and / or dehumidifying the supply air of the passenger compartment in the first refrigerant / air heat exchanger (5) flows through the supply air in the passenger compartment / RTI >

The coolant circuit 18a is operated so that the coolant discharged by the first pump 19 circulates between the first coolant / coolant heat exchanger 8 and the coolant / air heat exchanger 25. [ In the first refrigerant / coolant heat exchanger 8, the heat Q _{M13, M14} absorbed by the coolant / air heat exchanger 25 from ambient air is transferred as a refrigerant as heat Q _{0, M 13, M 14} . In the second refrigerant / coolant heat exchanger 9, the heat Q _{K, M 13, M 14} of the refrigerant is transferred to the coolant. The coolant, which is heated during the perfusion of the coolant / coolant heat exchanger 9 and is sent out by the second pump 20, is guided through the battery heat exchanger 17. In this case, the heat Q _{B, M 13,} . The battery is actively heated. That is, the waste heat of the refrigerant passage 3 is transferred to the battery.

The coolant circuit 18a of the air conditioning system 1a includes a minimum number of three-way valves and pumps 19, 20 for delivering the coolant.

Figs. 2A to 2I each show an in-vehicle heat distributor 1b having a refrigerant passage 3 and a coolant circuit 18b in different operating modes. The coolant circuit 18b is connected to the coolant passage 3 through two coolant / coolant heat exchangers 8, 9. The flow directions of refrigerant and coolant in the circuit are indicated by arrows. The formation of the refrigerant passage 3 of the device 1b corresponds to the formation of the refrigerant passage 3 of the device 1a according to Figs. 1A to 1I, and therefore, the above description is referred to.

 The heat exchangers 8 and 9 of the refrigerant passage 3 are each formed as a component of the coolant circuit 18a and on the other hand by a refrigerant and on the other hand by a coolant such as a water / do. The coolant circuit 18b includes, in addition to the heat exchangers 8 and 9, a coolant / air heat exchanger 25 for heat exchange between the coolant and the ambient air, an electrical component of the drive train of the vehicle, A heat exchanger 17, and a heat exchanger 27b for tempering, in particular cooling, of the electrical components of the drive train of the motor vehicle. The coolant circuit 18b of the air conditioning system 1b includes an additional pump 30 and an additional three-way valve compared to the coolant circuit 18a of the air conditioning system 1a. Unlike the device 1a shown in FIGS. 1A-1I, the heat exchanger 27b is not incorporated in the second coolant circuit but is incorporated into the single coolant circuit 18b. The coolant / air heat exchanger 29 for heat transfer between the second coolant and the ambient air is omitted. Only one coolant / air heat exchanger 25 is required. The coolant circuit 18b comprises two additional bypasses 33 and 36 as compared to the coolant circuit 18a of the device 1a shown in Figures 1a to 1i, Each extending between two additional connection points 34,35, 37,38. In this case, the connection points 35 and 38 of the bypasses 33 and 36, respectively, are formed as three-way valves and the connection points 34 and 37 of the bypasses 33 and 36, respectively, are formed as T-members.

For the flow path with the first refrigerant / coolant heat exchanger 8 and the coolant / air heat exchanger 25 of the coolant circuits 18a and 18b, two additional flow paths are arranged for the coolant circuit 18b . The additional flow paths are connected to the flow paths of the coolant / air heat exchanger 25 and the first coolant / coolant heat exchanger 8 in parallel with one another. In this case, one of the flow paths extending between the fifth connection point 31 and the sixth connection point 32 of the coolant circuit 18b includes a heat exchanger 27b for tempering of the electrical component. The third delivery device 30 and the seventh connection point 34 are disposed in the flow path and the third delivery device 30 is disposed upstream of the heat exchanger 27b in the flow direction of the coolant . The third delivery device 30 for circulating the coolant is particularly formed as a pump. The seventh connecting point 34 is disposed downstream of the heat exchanger 27b when viewed in the flow direction of the coolant. Thus, the coolant flows from the fifth connection point 31 to the seventh connection point 34 via the pump 30 and the heat exchanger 27b. A bypass 33 extends from the seventh connecting point 34 to the eighth connecting point 35 and the eighth connecting point 35 is formed inside the flow path with the first refrigerant / do. The eighth connection point 35 is disposed between the delivery device 19 and the refrigerant / coolant heat exchanger 8. For a flow path with a first refrigerant / coolant heat exchanger 8, a heat exchanger 27b for electrical components and a coolant / air heat exchanger 25, the ninth connection point 37 to the tenth connection point 38 An extending bypass 36 is formed. The seventh connecting point 34 and the tenth connecting point 38 are each formed as a three-way valve, while the eighth connecting point 35 and the ninth connecting point 37 are formed as T-members, respectively.

Each heat exchanger 8, 9, 17, 25, 27b is in this case positioned in its own flow path extending between two connection points 22, 23, 24, 31, 34, 35, 37, do. The flow path with the coolant / air heat exchanger 25 and thus the coolant / air heat exchanger 25 can be bifurcated in both directions, while the coolant / coolant heat exchanger 8, 9 and the battery heat exchanger, The refrigerant / coolant heat exchangers 8, 9 and the heat exchangers 17, 27b with the heat exchangers 17, 27b and the heat exchanger for the electrical components can be operated by the coolant only in one direction.

The components of the coolant circuit 18b interconnected through the coolant lines may be connected to electrical components of the vehicle, such as a transformer, an inverter, a motor, or a charging device incorporated within the vehicle, for heating the supply air in the passenger compartment or for pre- Allow to use waste heat.

Before describing the individual modes of the device 1b in the following, it is pointed out that the functions substantially correspond to the functions of the device 1a shown in Figs. 1A to 1I. Further, since the refrigerant passage 3 is formed in the same manner, the difference from the operating mode of the device 1a is explained below.

Fig. 2A shows the operation of the in-vehicle heat distributor 1b in the cooling device mode M1 and the reheating mode M2. The electrical components are cooled by a heat exchanger 27b and the heat exchanger 27b is formed in the same coolant circuit 18b as the heat exchangers 8 and 25 for the heat release of the coolant channel 3. [ The coolant circuit 18b is operated so that the coolant discharged by the first pump 19 circulates between the coolant / coolant heat exchanger 8 and the coolant / air heat exchanger 25. [ In the coolant / air heat exchanger 25, the heat Q _{K, M 1, and M 2} absorbed by the refrigerant / coolant heat exchanger 8 from the refrigerant passage 3 are transferred to ambient air as at least a part of the heat Q _{M 1, M 2} . The connection points 34, 38 formed as three-way valves are connected so that the bypasses 33, 36 are closed. The heat exchanger 27b for absorbing the heat components _{QeK, M1, M2} of the electrical component can be operated independently of the entire system if necessary and can be supplied with a partial mass flow of the coolant, in particular the coolant. During operation of the pump 30, at least one partial mass flow of coolant flows from the connection point 31 to the connection point 32 via the heat exchanger 27b. The coolant is divided into two partial mass flows at the connection point 31 as needed, and the division is 0 to 100%. At junction 32, the partial mass flows are mixed again and directed to the coolant / air heat exchanger 25.

2B shows the operation of the in-vehicle heat distributor 1b in mode M3 in which active battery cooling is performed. The coolant circuit 18b is configured such that the coolant delivered by the first pump 19, such as in the operating mode shown in Figure 2a, is circulated between the coolant / coolant heat exchanger 8 and the coolant / air heat exchanger 25 In which case the heat Q _{K, M3} absorbed in the refrigerant / coolant heat exchanger 8 from the refrigerant passage 3 is transferred to ambient air as at least part of the heat Q _{M3 in} the coolant / air heat exchanger 25 . During operation of the pump 30, at least one partial mass flow of the coolant flows from the connection point 31 to the connection point 32 via the heat exchanger 27b. The coolant is divided into two partial mass flows at the connection point 31, if necessary, and the division is 0 to 100%. At junction 32, the partial mass flows are mixed again and directed to the coolant / air heat exchanger 25. The connection points 34, 38 formed as three-way valves are connected so that the bypasses 33, 36 are closed.

In the second refrigerant / coolant heat exchanger 9, the heat Q _{0, M 3} of the coolant is transferred to the evaporating refrigerant. The coolant that is cooled during the perfusion of the coolant / coolant heat exchanger 9 and delivered by the second pump 20 is guided through the battery heat exchanger 17, where the heat Q _{B, M3} of the battery is released to the coolant . The battery is actively cooled. That is, the waste heat of the battery is transferred to the coolant and transferred from the coolant to the coolant.

FIG. 2C shows the operation of the in-vehicle heat distributor 1b in mode M4 in which passive battery cooling is performed. The refrigerant flow path 3 is not operated. The coolant circuit 18b is operated so that the coolant discharged by the second pump 20 circulates between the battery heat exchanger 17 and the coolant / air heat exchanger 25. [ In this case, the heat Q _{B, M4} absorbed by the coolant / air heat exchanger 25 from the battery is transferred to ambient air as heat Q _M4 . The battery is passively cooled. That is, the waste heat of the battery is transferred to the coolant and transferred to the surrounding air from the coolant. The first pump 19 of the coolant circuit 18b is not operated. The connection points 21, 23, 34 and 35 formed as respective three-way valves are connected to the flow path with the first refrigerant / coolant heat exchanger 8 and the second refrigerant / coolant heat exchanger 9, , 36) can not be perfused by the coolant. The heat exchanger 27b for absorbing the heat components _{Qk, M4} of the electrical components is provided with a partial mass flow of the coolant as required. In operation of the third pump 30, the coolant heated to the waste heat of the battery is divided into two partial mass flows at the connection point 31. [ The partial mass flow through the coolant / air heat exchanger 25 and the partial mass flow through the heat exchanger 27b. Partial mass flow of coolant flowing through the coolant / air heat exchanger 25 is cooled upon delivery of heat Q _M4 to ambient air. Partial mass flow of the coolant flowing through the heat exchanger 27b is further heated upon transfer of heat Q _{eK, M4 to} the coolant. Thus, the electrical components have a higher temperature than the battery. Partial mass flows of coolant at different temperatures at the junction 32 are mixed again and directed to the battery heat exchanger 17. The partial mass flow guided through the heat exchanger 27b is controlled by the pump 30 such that the coolant mixed with the partial mass flows at the connection point 32 is more likely to deliver heat Q _{B, M4} of the battery to the coolant than the battery It is adjusted to have a low temperature.

Fig. 2 (d) shows the operation of the in-vehicle heat distributor 1b in the cooling device mode M5 and reheating mode M6, respectively, where active battery cooling is performed. The difference in operation of the device 1b in the cooling device mode M1 according to FIG. 2a or in the reheating mode M2 is only in the manner of operating the refrigerant passage 3, in which case the description of FIGS. 1a and 1d .

Figure 2e shows the operation of the in-vehicle heat distributor 1b in the hot gas mode M7, also known as the triangular process. The first pump 19 of the coolant circuit 18b is not operated. The coolant circuit 18b is configured such that the first connection point 21 and the third connection point 23 face the second connection point 22 and toward the fourth connection point 24, 1 < / RTI > refrigerant / coolant heat exchanger (8). The electrical components are cooled by a heat exchanger 27b. The coolant delivered by the third pump 30 is directed to the connection point 32 to absorb heat Q _{eK, M7} from the connection point 31 through the heat exchanger 27b and subsequently to transfer heat Q _M7 to ambient air / RTI > heat exchanger 25 to < / RTI > The connection points 34, 38 formed as three-way valves are connected so that the bypasses 33, 36 are closed.

Fig. 2f shows the operation of the on-vehicle heat distributor Ib in the heat pump mode (M8, M15) and in the reheating mode (M9, M16), respectively, having ambient air and / or electrical components as a heat source.

In the heat pump mode M8 having ambient air and electrical components as the heat source and in the operation of the device 1b in the reheating mode M9 the coolant circuit 18b is arranged such that the coolant delivered by the third pump 30 The first coolant / coolant heat exchanger 8, the coolant / air heat exchanger 25 and the heat exchanger 27b for electrical components. In this case, the connection points 21, 34, and 38 formed as three-way valves are connected such that the flow path including the first pump 19 and the bypass 36 is closed and the bypass 33 is open. The first pump 19 is not operated. In the first refrigerant / coolant heat exchanger 8, heat Q _{M8, M9} absorbed in the coolant / air heat exchanger 25 from ambient air and heat Q _{eK, M8, M9} absorbed in the heat exchanger 27b of the electrical component Are transferred to the refrigerant as heat Q _{0, M8, and M9} .

In the heat pump mode M15 having only electrical components as the heat source and in the operation of the device 1b in the reheating mode M16 the coolant circuit 18b is arranged such that the coolant delivered by the third pump 30 is supplied to the first refrigerant / Coolant heat exchanger 8 and the heat exchanger 27b for the electric component. In this case, the connection points 21, 34 and 38 formed as three-way valves are closed by the flow path with the first pump 19 and the coolant / air heat exchanger 25 being closed and the bypasses 33, 36 are connected so as to be open, and these are indicated by broken lines and arrows. The first pump 19 is not operated. In the first refrigerant / coolant heat exchanger 8, the heat Q _{eK, M15, M16} absorbed by the heat exchanger 27b of the electrical component is transferred as refrigerant as heat _{Q0, M15, M16} .

In the heat pump mode having only ambient air as the heat source and in the unillustrated operation of the device 1b in the reheating mode, the coolant circuit 18b is configured such that the coolant delivered by the first pump 19 flows into the first coolant / Exchanger (8) and the coolant / air heat exchanger (25). In this case, the connection points 21, 34 and 38 formed as three-way valves are opened when the flow path having the first pump 19 and the coolant / air heat exchanger 25 is opened and the bypasses 33, 36 and the third pump 30 are closed. The third pump 30 is not operated. In the first refrigerant / coolant heat exchanger (8), the heat absorbed in the coolant / air heat exchanger (15) from ambient air is transferred to the refrigerant.

Fig. 2g shows the operation of the in-vehicle heat distributor Ib in the heat pump mode M10 and the reheating mode M11, respectively, in which the active battery cooling is performed and the battery and the electric components are used as the heat source. The difference in operation of the device 1b in the heat pump mode M8 according to figure 2f and in the reheating mode M9 is in the use of the battery instead of ambient air as the heat source and therefore in the active battery cooling.

The coolant circuit 18b may be configured such that the coolant selectively delivered by the second pump 20 or by the third pump 30 is supplied to the first coolant / coolant heat exchanger 8, the battery heat exchanger 17, And is operated to circulate between the heat exchanger 27b. In the first refrigerant / coolant heat exchanger 8, the heat Q _{eK, M10, M11} absorbed by the heat exchangers 27b of the electrical components and the heat Q _{B, M10, M11} absorbed by the battery heat exchanger 17 of the battery The heat is transferred to the refrigerant as heat _{Q0, M10, and M11} . The battery is actively cooled, and the waste heat of the battery and the waste heat of the electrical components are used to heat the supply air in the passenger compartment. In this case, the connection points 21, 23, 34, and 38 formed as three-way valves include a flow path having a first pump 19, a flow path having a coolant / air heat exchanger 25, The flow path having the exchanger 9 and the bypass 36 are closed and the flow path having the bypass 33 and the third pump is opened to open. The first pump 19 is not operated.

Figure 2h shows the operation of the in-vehicle heat distributor Ib in mode M12 with active battery heating and ambient air and / or electrical components as a heat source. The coolant circuit 18b is operated to transfer the heat Q _{K, M 12, M} 17 of the refrigerant to the coolant in the second coolant / coolant heat exchanger 9. The coolant, which is heated during the perfusion of the coolant / coolant heat exchanger 9 and is delivered by the second pump 20, is guided through the battery heat exchanger 17. In this case, the heat Q _{B, M 12,} . The battery is actively heated. That is, the waste heat of the refrigerant passage 3 is transferred to the battery.

During operation of the device 1b in mode 12 with ambient air and electrical components as a heat source, the coolant circuit 18b causes the coolant delivered by the third pump 30 to flow through the first coolant / coolant heat exchanger 8 ), The coolant / air heat exchanger 25 and the heat exchanger 27b for electrical components. In this case, the connection points 21, 34 and 38 formed as three-way valves are connected such that the flow path having the first pump 19 and the bypass 36 are closed and the bypass 33 is open. The first pump 19 is not operated. In the first refrigerant / coolant heat exchanger 8, the heat Q _M12 absorbed by the coolant / air heat exchanger 25 from the surrounding air and the heat Q _{eK, M12} absorbed by the heat exchanger 27b of the electric component are _stored in the heat Q _{0 , M12} as refrigerant.

During operation of the device 1b in a mode M17 having only electrical components as a heat source, the coolant circuit 18b is configured such that the coolant delivered by the third pump 30 is supplied to the first coolant / coolant heat exchanger 8, Component heat exchanger 27b. In this case, the connection points 21, 34, 38 formed as three-way valves are closed when the flow path with the first pump 19 and the coolant / air heat exchanger 25 is closed and the bypasses 33, 36 are opened so that they are indicated by broken lines and arrows. The first pump 19 is not operated. In the first refrigerant / coolant heat exchanger 8, the heat Q _{eK, M17} absorbed in the heat exchanger 27b of the electrical component is transferred to the refrigerant as heat _{Q0, M17} .

In an unillustrated operation of the device 1b in a mode having only ambient air as a heat source, the coolant circuit 18b is configured such that the coolant delivered by the first pump 19 flows through the first coolant / coolant heat exchanger 8 and the coolant / Air heat exchanger (25). In this case, the connection points 21, 34 and 38 formed as three-way valves are opened when the flow path having the first pump 19 and the coolant / air heat exchanger 25 is opened and the bypasses 33, 36 and the third pump 30 are closed. The third pump 30 is not operated. In the first refrigerant / coolant heat exchanger 8, the heat absorbed in the coolant / air heat exchanger 25 from ambient air is transferred to the refrigerant.

Figure 2i shows the operation of the in-vehicle heat distributor Ib in the heat pump mode (M13, M18) and in the reheating mode (M14, M19), respectively, where active battery heating is performed and ambient air and / Respectively.

In the heat pump mode M13 having ambient air and electrical components as the heat source and in the operation of the device 1b in the reheating mode M14 the coolant circuit 18b is configured such that the coolant delivered by the third pump 30 The first coolant / coolant heat exchanger 8, the coolant / air heat exchanger 25 and the heat exchanger 27b for electrical components. In this case, the connection points 21, 34 and 38 formed as three-way valves are connected such that the flow path with the first pump 19 and the bypass 36 are closed and the bypass 33 is open. The first pump 19 is not operated. In the first refrigerant / coolant heat exchanger 8, heat Q _{M13, M14} absorbed by the coolant / air heat exchanger 25 from ambient air and heat Q _{eK, M13, M14} absorbed by the heat exchanger 27b of the electrical component Is transferred as a refrigerant as heat _{Q0, M13, M14} .

In the heat pump mode M18 having only electrical components as the heat source and in the operation of the device 1b in the reheating mode M19 the coolant circuit 18b is arranged such that the coolant delivered by the third pump 30 is supplied to the first refrigerant / Coolant heat exchanger 8 and the heat exchanger 27b for the electric component. In this case, the connection points 21, 34, 38 formed as three-way valves are closed when the flow path with the first pump 19 and the coolant / air heat exchanger 25 is closed and the bypasses 33, 36 are open so as to be opened, as indicated by broken lines and arrows. The first pump is not operated. In the first refrigerant / coolant heat exchanger 8, the heat Q _{eK, M18, M19} absorbed by the heat exchanger 27b of the electrical component is transferred to the refrigerant as heat _{Q0 , M18, M19} .

In the heat pump mode having only ambient air as the heat source and in the unillustrated operation of the device 1b in the reheating mode, the coolant circuit 18b is configured such that the coolant delivered by the first pump 19 flows into the first coolant / Exchanger (8) and the coolant / air heat exchanger (25). In this case, the connection points 21, 34 and 38 formed as three-way valves are opened when the flow path having the first pump 19 and the coolant / air heat exchanger 25 is opened and the bypasses 33, 36 and the third pump 30 are closed. The third pump 30 is not operated. In the first refrigerant / coolant heat exchanger 8, the heat absorbed in the coolant / air heat exchanger 25 from ambient air is transferred to the refrigerant.

The coolant circuit 18b of the air conditioning system 1b absorbs the waste heat of the electric components in the heat exchanger 27b as compared with the coolant circuit 18a of the air conditioning system 1a to be used for heating the supply air of the passenger compartment Which increases the output of the device and also minimizes the risk of freezing of the coolant / air heat exchanger 25 used for heat transfer from ambient air to the coolant when operating in heat pump mode. The freezing of the coolant / air heat exchanger 25 will result in deterioration of air-side heat transfer and consequently deterioration of the heating output and efficiency of the entire device 1b. When the refrigerant flow path is continuously operated during icing of the heat exchanger 25, the compressor 4 may also be irreversibly damaged.

The above-described connection variations and operating modes can be applied to various refrigerants that transition from a liquid phase to a gaseous phase on the low-pressure side to absorb heat. On the high pressure side, the refrigerant re-radiates the heat absorbed by the superheat reduction or gas cooling and subsequent condensation or fluidization and, if appropriate, the supercooling, back to the heat sink. As suitable refrigerants, for example, natural materials such as R744, and chemical materials such as R134a, R152a, R1234yf can be used.

1a, 1b heat distributor
2 Air-conditioning
3 refrigerant flow path
4 compressor
5 heat exchanger, a first refrigerant / air heat exchanger
6 heat exchanger, a second refrigerant / air heat exchanger
7 valve device
8 heat exchanger, a first refrigerant / coolant heat exchanger
9 heat exchanger, a second refrigerant / coolant heat exchanger
10,11,12 Members that change the cross section of the perfusion, valves
13 Internal heat exchanger
14 Refrigerant accumulator
15 First connection point of the refrigerant passage (3)
16 The second connecting point of the refrigerant passage (3)
17 Heat Exchanger, Battery Heat Exchanger
18a, 18b (first) coolant circuit
19 First delivery device of the coolant circuits 18a, 18b, pump
The second delivery device of the 20 coolant circuits (18a, 18b), the pump
21 coolant circuit 18a, 18b,
22 coolant circuit 18a, 18b,
23 The third connection point of the coolant circuits 18a, 18b
The fourth connection point of the 24 coolant circuits 18a,
25 heat exchanger, coolant / air heat exchanger
26 second coolant circuit
27a, 27b Heat exchanger for electrical components
28 delivery device of the second coolant circuit 26, pump
29 Heat exchanger, coolant / air heat exchanger
30 third delivery device of the coolant circuit 18b, pump
31 The fifth connection point of the coolant circuit 18b
The sixth connection point of the 32 coolant circuit 18b
33 Bypass of the coolant circuit 18b
34 The seventh connecting point of the coolant circuit 18b
35 of the coolant circuit 18b,
36 Bypass of the coolant circuit 18b
The ninth connection point of the coolant circuit 18b
38th connection point of the coolant circuit 18b
Q column
0 Evaporation, cooling
B battery
eK electrical component
K condensation, fluidization
M1-M19 operating mode

Claims (23)

An in-vehicle heat distribution device (1a, 1b)
At least one heat exchanger (17, 27b) for tempering of the electrical components and at least one cooler circuit (25) having a coolant / air heat exchanger (25) which can be provided with ambient air as a heat source or heat sink for the coolant 18a, 18b), and
- a refrigerant passage (3) formed for a combined operation in a cooling device mode, in a heat pump mode and in a reheating mode, the refrigerant passage (3) for cooling, heating and reheating the feed air in the passenger compartment and for cooling And a refrigerant flow path (3), wherein the refrigerant flow path (3)
A compressor (4) for compressing the refrigerant,
A first refrigerant / air heat exchanger (5) operable as an evaporator or as a condenser / gas cooler, for conditioning the feed air, and a second refrigerant / air heat exchanger (6) operable as a condenser / gas cooler,
A valve device (7) for switching between operating modes,
- at least one member (10, 11, 12) for varying the cross-sectional flow cross-section, and
- at least one refrigerant / coolant heat exchanger (8, 9) for heat exchange between the refrigerant of said refrigerant channel (3) and the coolant of said at least one coolant circuit (18a, 18b) Devices 1a and 1b. 2. The heat dissipating device according to claim 1, characterized in that the heat exchanger (17) for cooling and heating the electrical component is formed as a heat source or heat sink for the coolant and the tempered electrical component is formed as a battery 1a, 1b). The refrigerant / coolant heat exchanger according to claim 1, characterized in that the refrigerant / coolant heat exchanger (8, 9) is operatively formed as an evaporator or a condenser / gas cooler of the refrigerant according to the operating mode of the device (1a, 1b) (1a, 1b). The heat distributor (1a) according to claim 1, characterized in that the second refrigerant / air heat exchanger (6) is formed between the compressor (4) of the refrigerant passage (3) , 1b). The refrigerant circuit according to claim 1, characterized in that the first refrigerant / coolant heat exchanger (8) is arranged upstream or downstream of the valve device (7) according to the flow direction of the refrigerant in the refrigerant passage (3) Heat distributor (1a, 1b). The refrigerant circuit according to claim 1, wherein the refrigerant passage (3) comprises two flow paths separated from each other and capable of supplying refrigerant, and the flow paths are connected to a first connection point (15) and a second connection point 16. The heat distributor as claimed in claim 1, 7. The apparatus according to claim 6, wherein the first flow path includes two members (10, 11) for varying the cross-sectional flow cross-section and the first refrigerant / air heat exchanger (5) 15) and the refrigerant / air heat exchanger (5), and the member (11) is disposed between the second connection point (16) and the refrigerant / air heat exchanger (5) (1a, 1b). 7. The system of claim 6, wherein the second flow path comprises a member (12) for varying the cross-sectional flow cross-section and a second refrigerant / coolant heat exchanger (9) for heat exchange between the refrigerant and the coolant, ) Is arranged between said refrigerant / coolant heat exchanger (9) and said first connection point (15). The device according to claim 1, characterized in that at least one member (10, 11, 12) for varying the cross-sectional flow cross-section is operated as a blocking member or as an expansion member, (1a, 1b). The refrigerant circuit according to claim 1, wherein the refrigerant passage (3) includes an internal heat exchanger (13) for heat exchange between a high-pressure refrigerant and a low-pressure refrigerant, and the heat exchanger (13) Is arranged between the heat exchanger (8) and the first connection point (15) and on the other hand upstream of the compressor (4). The heat exchanger according to claim 1, characterized in that the heat exchangers (8, 9, 17, 25, 27b) are each connected to two coolant circuits (21, 22, 23, 24, 34, 35, 37, (18a, 18b). ≪ / RTI > 3. The heat exchanger according to claim 2, characterized in that the coolant circuit (18b) comprises the heat exchanger (17) for cooling and heating of the electrical component and a heat exchanger (27b) for tempering of the other electrical component Devices 1a and 1b. 13. The system according to claim 12, wherein said coolant circuit (18b) comprises a bypass (33), said bypass (33) comprising a flow path having said first coolant / coolant heat exchanger (8) (27a, 27b) for said heat exchanger (27). A method of operating an on-vehicle heat dispensing apparatus (1a, 1b) according to any one of claims 1 to 13 in modes (M3, M5, M6, M10, M11) (Q _{B, M} 3 _{, M 5, M 6, M 10, M} 11) of the electrical components are transferred to the coolant of the coolant circuit (3) in the exchanger (17). 15. The method of claim 14, as the operation and method of operation which combines the cooling system mode (M5) the refrigerant flow path 3 or from the re-heating mode (M6) in the second refrigerant / coolant heat exchanger 9, heat of the coolant (Q ₀ in _{, M3, M5 and M6} are transferred to the refrigerant in the refrigerant passage (3), and the second refrigerant / coolant heat exchanger (9) is operated as an evaporator. The method according to claim 15, characterized in that in combination with the operation of the refrigerant passage (3) in the cooling device mode (M5), the heat of the refrigerant (Q _{K, M5} ) in the first refrigerant / And heat (Q _M5 ) of coolant in the coolant / air heat exchanger (25) is transferred to ambient air, and the first coolant / coolant heat exchanger (8) is operated as a condenser / gas cooler, In the refrigerant / air heat exchanger 5, the heat (Q _{0, M} 5) of the feed air is transferred to the refrigerant, the refrigerant / air heat exchanger 5 is operated as an evaporator and the supply air is cooled and / Characterized in that the operating method. The method of claim 15, wherein the re-heating mode (M6) as the operation and method of operation that combines the coolant passage 3, as needed, the heat of the refrigerant in the first refrigerant / coolant heat exchanger (8), (Q _K, at _M6 Heat Q _M6 of the coolant is transferred to the surrounding air and the heat of the supply air Q _{0 in} the first refrigerant / air heat exchanger 5, if necessary, in the coolant / air heat exchanger 25, _{, M6} ) are delivered to the refrigerant, the refrigerant / air heat exchanger (5) is operated as an evaporator, the supply air is cooled and / or dehumidified and, if necessary, / Heat exchanger 6 and the heat of the coolant QK _{and M6} are transferred to the feed air in the second heat exchanger 6 and the first heat exchanger 8 and the heat exchanger 6 are connected to the condenser / Lt; RTI ID = 0.0 > cooler. ≪ / RTI > The method of claim 14, wherein the heat pump mode as the operation and method of operation that combines the coolant passage 3 in or re-heating mode (M11) in (M10), second (Q ₀ of the coolant column in the first refrigerant / coolant heat exchanger (8) _{, M10 and M11} are transferred to the refrigerant in the refrigerant passage (3), and the first refrigerant / coolant heat exchanger (8) is operated as an evaporator. In the modes M12 and M17 in which the active heating of the electric component is performed in the heat exchanger 17 combined with the operation of the refrigerant passage 3 in the heat pump mode M13 and 18 or in the reheating mode M14 and M19, 14. A method of operating an in-vehicle heat distributor (1a, 1b) according to any one of claims 1 to 13,
Heat of the ambient air from the coolant / air heat exchanger (25) (Q _{M12, M13, M14),} the coolant heat of the electrical components, the coolant circuit 3 from the coolant to and / or heat exchanger (27b) of the circuit (3) _{M12, M13, M14, M17, M18 and M19} of the coolant are transferred to the coolant in the first coolant / coolant heat exchanger 8 and the first coolant / coolant heat exchanger 8 (Q _{B, M 12, M 13, M} 14) in the heat exchanger (17) are transferred to the electrical component. Method according to claim 18 or 19 in combination with operation of the refrigerant passage (3) in the heat pump mode (M10, M13, M18), in a first refrigerant / air heat exchanger (5) Heat exchangers (5, 6) are connected to the condenser / gas cooler / heat exchanger (6) and / or the heat of the refrigerant (Q _{K, M10, M13, M18} ) And the supply air is heated. A method of operating in combination with operation of the refrigerant passage (3) in reheating modes (M11, M14, M19) according to claim 18 or 19, characterized in that the first refrigerant / air heat exchanger (5) Air heat exchanger 5 is operated as an evaporator and the supply air is cooled and / or dehumidified and, if necessary, the supply of the passenger compartment ( _{Q0, M11, M14, M19} ) The heat of the coolant ( _{QK, M11, M14, M19} ) is transferred to the feed air in the second coolant / air heat exchanger 6 for heating the air, and the coolant / air heat exchanger 6 is connected to the condenser / ≪ / RTI > A method of operating an in-vehicle heat dispensing apparatus (1a, 1b) according to any one of claims 10 to 13, wherein the internal heat exchanger (13) (Qi _{, M3, M5, M6} ) are conveyed in the cooling device mode (M3, M5) and in the reheating mode (M6) M12, M13, M17, M18) and in the reheating mode (M11, M14, M19). A method of operating an on-vehicle heat dispensing apparatus (1a, 1b) according to any one of claims 10 to 13 in a mode (M7) for heating supply air in a passenger compartment, characterized in that it is operated as a condenser / In the refrigerant / air heat exchangers 5 and 6, the heat of the high-pressure refrigerant (Q _{K, M7} ) is transferred to the air in the passenger compartment, and the first refrigerant / And the heat of the refrigerant is not transferred to the coolant, the refrigerant expands to the low pressure level in the member 11 acting as the expansion valve, and the heat (Q _{i, M7} ) inside the circuit in the internal heat exchanger 13 _flows into the high- To a low-pressure level refrigerant.

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