KR20200130114A - Heat pump arrangement for vehicles with a vehicle cabin heating circuit and a battery heating circuit - Google Patents

Abstract

The present invention relates to a heat pump apparatus for an electric vehicle having a vehicle cabin heating circuit and a battery heating circuit. An objective of the present invention is to satisfy the demand for a vehicle cabin and a battery at low additional device costs. The vehicle cabin heating circuit of the heat pump apparatus includes a heating heat exchanger (19), a 4/2-way valve (35), a coolant pump (17), and a heating device (23) for directly heating vehicle cabin air in the flow direction of a heat carrier. A warm side of a coolant-coolant heat exchanger (37) is connected to the vehicle cabin heating circuit through the 4/2-way valve (35) for indirect heating of the battery heating circuit. The battery heating circuit includes a battery heat exchanger (25), a coolant pump (22), and a coolant-coolant heat exchanger (37). A cold side of the coolant-coolant heat exchanger (37) is integrated in the battery heating circuit.

Description

Vehicle heat pump device equipped with vehicle cabin heating circuit and battery heating circuit {HEAT PUMP ARRANGEMENT FOR VEHICLES WITH A VEHICLE CABIN HEATING CIRCUIT AND A BATTERY HEATING CIRCUIT}

The present invention relates to a heat pump device, in particular for an electric vehicle or a plug-in hybrid, comprising a vehicle cabin heating circuit and a battery heating circuit as part of the vehicle's thermal system.

Further, the present invention relates to a method for direct heating of a vehicle cabin by a heating device independent of a heat pump system, and a method for indirect heating of a battery by a heating device independent of a heat pump system.

In a broader sense, the invention relates to the concept of a thermal system for an electric vehicle, a hybrid drive vehicle or a fuel cell vehicle operated by a so-called high voltage battery or accumulator.

The aforementioned highly electrified vehicles are often equipped with thermal management systems, realizing the rapid rapidity of electric energy storage, allowing efficient cooling of the battery for this purpose, and also allowing the vehicle's cabin under certain operating situations. Allows for efficient heating and heating of the battery to an optimum operating temperature.

From the perspective of the driver and user of battery electric vehicles, the main drawback is that, along with the too long charging time of the high voltage battery, the comfort is poor when heating the vehicle cabin at cooler ambient temperatures.

Therefore, an important prerequisite for increasing the acceptance of electric vehicles is to improve comfort by means of optimized heating of the vehicle cabin on the one hand, and on the other hand to provide optimal operating conditions for charging and discharging the battery.

In the case of a direct refrigerant-cooled system for battery cooling, the refrigerant circuit on the low pressure side absorbs waste heat from the high-pressure battery or vehicle cabin by evaporating the refrigerant in the evaporator. The evaporated refrigerant is compressed by a compressor to a higher pressure level. Additional heat is supplied to the refrigerant by the compression operation. At the outlet of the compressor, the refrigerant flows into the condenser as a high-temperature, high-pressure gas. In the condenser, the heat of vaporization and compression previously absorbed is transferred to air in the case of an air-cooled condenser or to the coolant in the case of a water-cooled condenser, for example. The refrigerant leaves the condenser in liquid form under still high pressure before entering the expansion element. The refrigerant flowing through the expansion element expands from high pressure to low pressure level. Therefore, the temperature of the refrigerant drops to a level suitable for absorbing waste heat. The cool, liquid refrigerant enters the evaporator and can absorb heat again upon evaporation, closing the refrigerant circuit.

Various heat pump devices are known in the prior art for battery cooling and battery heating in order to provide an optimum operating temperature for the heating of vehicle cabins and for the energy storage of battery electric vehicles.

However, in the event of a failure of the refrigerant circuit of the heat pump device, the supply of heat to the vehicle cabin and the battery is not guaranteed, or this operating situation is only guaranteed with the use of a high-level device that entails a high cost.

An object of the present invention is to meet the demands of vehicle cabins and batteries with as low an additional device cost as possible as the demand for a vehicle thermal management system increases.

This problem is solved by a heat pump device for an electric vehicle with a vehicle cabin heating circuit and a battery heating circuit and by a method of operating the heat pump device, having the features of the independent claims. Examples of improvements are presented in the dependent claims.

The object of the present invention is particularly solved by a heat pump device for an electric vehicle having a vehicle cabin heating circuit and a battery heating circuit, which thermally couples the vehicle cabin heating circuit and the battery heating circuit to each other.

The vehicle cabin heating circuit switches a heating heat exchanger for heating the vehicle cabin air, direct heating of the vehicle cabin air, and indirect heating of the battery heating circuit in the flow direction of a heat carrier, also called a coolant, depending on the function and heat transfer task. A 4/2-way valve for heating, a coolant pump for pumping the heat carrier through the vehicle cabin heating circuit, and a heating device for heating the heat carrier are designed to be arranged.

Liquids for heat transfer are generally considered heat carriers or coolants. For example, water-glycol mixtures are widely used in automotive coolant circuits.

In the meaning of the present invention, direct heating of the vehicle cabin air means that the heat carrier of the vehicle cabin heating circuit heated by the heating device heats the vehicle cabin air directly from the heating heat exchanger of the air conditioning system or the ventilator of the vehicle. .

In the meaning of the present invention, indirect heating of the battery heating circuit means that the heat carrier heated by the heating device flows through the warm side of the coolant-coolant heat exchanger to indirectly transfer heat to the heat carrier or coolant of the battery heating circuit. do.

The coolant-coolant heat exchanger is connected to the vehicle cabin heating circuit via a 4/2-way valve for indirect heating of the battery heating circuit.

Therefore, it is directly and indirectly related to the heat transfer of the heat carrier heated by the heating device, where the battery is not directly heated by the vehicle cabin heating circuit, but absorbs heat energy from the vehicle cabin heating circuit through the coolant-coolant heat exchanger. While heated by the battery heating circuit, the heat carrier directly heats the vehicle cabin air in the heating heat exchanger of the vehicle cabin heating circuit.

The battery heating circuit includes a battery heat exchanger, an additional coolant pump and a coolant-coolant heat exchanger for heating the battery, and the cold side of the coolant-coolant heat exchanger is integrated within the battery heating circuit.

A high voltage PTC heating element is preferably used as the heating device, the heating element converting electrical energy into heat, which heat is transferred from the vehicle cabin heating circuit and from the battery heating circuit to the vehicle cabin air and/or the battery.

The concept of the present invention is that in the proposed thermal management system, a heating device, such as a high voltage PTC heating element, is arranged upstream of a heating resistor, a heating heat exchanger in the flow direction of the coolant, so that the required heating capacity is achieved by providing If it cannot be provided from the refrigerant circuit by the pump, it is used to heat the coolant for heating the vehicle cabin to the required temperature. When the compressor of the refrigerant circuit fails, the required heating capacity is provided entirely by the high voltage PTC heating element.

By using a 4/2-way valve at the outlet of the heating resistor, the coolant flow can be diverted through the indirect coolant-coolant heat exchanger. This coolant-coolant heat exchanger is used to transfer heat from the vehicle cabin heating circuit to the battery heating circuit.

In this way, a single high voltage PTC heating element can be used to heat the battery and to provide additional heat of vaporization to evaporate the refrigerant in the refrigerant-coolant heat exchanger, chiller. In this case, excess condensation heat from the refrigerant circuit is supplied into the battery heating circuit through the vehicle cabin heating circuit, where it can be used as vaporization heat in the chiller or as a heat source for heating the battery.

This is a very desirable extension of the thermal management system and makes it possible to use excess heat from the vehicle cabin heating circuit to operate the refrigerant circuit more efficiently.

The heat pump device is particularly advantageously improved, as the vehicle cabin heating circuit is integrated in the A/C coolant circuit and the battery heating circuit is integrated in the electric drive train coolant circuit of the air conditioning and battery cooling device. The A/C coolant circuit and the electric drive train coolant circuit are connected to each other through a 4/2-way coolant valve, so that the A/C coolant circuit and the electric drive train coolant circuit can be operated separately or are designed to flow in series, In addition to the components of the vehicle cabin heating circuit, the A/C coolant circuit includes at least one A/C coolant radiator for heat transfer to ambient air and condenser. The A/C coolant circuit is thermally coupled with the refrigerant circuit through the condenser. In addition to the components of the battery heating circuit, the electric drive train coolant circuit includes a coolant pump, a drive train coolant radiator and a chiller for heat transfer to the surrounding air, through which the electric drive train coolant circuit is thermally coupled with the refrigerant circuit. . The refrigerant circuit comprises at least one compressor, a condenser, an ambient heat exchanger for heat transfer to ambient air or for absorbing heat from ambient air in a heat pump mode, an expansion element and a chiller.

The heating heat exchanger is preferably designed in the A/C coolant circuit in parallel with the A/C coolant radiator to heat the vehicle cabin or as an alternative to the A/C coolant radiator, switchable via a three-way valve.

In the electric drive train coolant circuit, the coolant pump and/or at least one inverter and/or at least one electric motor heat exchanger are preferably designed to flow in parallel with the battery heat exchanger. Inverters and electric motor heat exchangers are mainly used in vehicle parts that generate heat as waste heat, which waste heat must be released, for example, to avoid overheating and maintain optimum operating conditions.

The expansion element in the refrigerant circuit is preferably arranged downstream of the condenser and upstream of the surrounding heat exchanger.

In the refrigerant circuit, it is preferred that a front evaporator with an associated expansion element connected upstream and/or a rear evaporator with an associated expansion element connected upstream are arranged connected in parallel. The low pressure collector in the refrigerant circuit is preferably arranged upstream of the compressor.

In the electric drive train coolant circuit, preferably a five-way valve is arranged, and a drive train coolant radiator, a coolant-coolant heat exchanger, a battery heat exchanger, an electric motor heat exchanger and a bypass are connected to the five-way valve.

In parallel with the battery heat exchanger, a bypass for the coolant is arranged through a three-way valve.

The coolant bypass in parallel with the battery heat exchanger is important to maintain a minimum coolant volume flow through the battery heat exchanger to avoid so-called hot spots in the battery cell. This bypass is particularly useful in the case of heat pumps where waste heat from electric drive train components must be absorbed in the chiller. To protect the high-voltage battery from damage in cold ambient temperatures, the battery heats up as much as possible because there is no need to remove heat from the battery. In this case, since the bypass is activated through the 3-way valve, a minimum coolant volume flow rate can be ensured through the battery heat exchanger without removing heat from the battery.

An object of the present invention is a method of operating a heat pump device, in which a coolant pump, a three-way valve, a heating device and a heating heat exchanger are connected in series in a vehicle cabin heating circuit through a 4/2-way coolant valve for direct vehicle cabin heating. Is solved by

In this mode, a high voltage PTC heating element is used to heat the coolant to the required temperature in the cabin before entering the heating resistor. This makes it possible to heat the vehicle cabin without the need to use a heat pump or switch-on the compressor.

The subject of the invention is also that for indirect battery heating, a coolant pump, a three-way valve, a heating device, a heating heat exchanger and a coolant-coolant heat exchanger on the warm side are connected in series in the vehicle cabin heating circuit via a 4/2-way valve. It is solved by the method of operation of the connected, heat pump device. The battery heat exchanger, coolant pump and cool side of the coolant-coolant heat exchanger are connected in series in the battery heating circuit.

In this mode, a high voltage PTC heating element is used to heat the coolant in the vehicle cabin heating circuit to the temperature required for battery heating. The heat provided by the high voltage PTC heating element is transferred to the battery heating circuit through the coolant-coolant heat exchanger without direct exchange of coolant.

In particular, the coolant flowing through the heating heat exchanger has the advantage that it can be heated directly by means of a suggested interconnection with the heating device. This allows the vehicle cabin to be heated without using the compressor of the cooling system. If the compressor is switched off or even damaged, heating of the vehicle cabin can be maintained without loss of comfort.

In addition to direct vehicle cabin heating, excess heat from the heating coolant circuit can be used for indirect heating of the battery without mixing the coolant between the two circuits.

Further details, features and advantages of embodiments of the present invention are set forth in the following description of the embodiments with reference to the associated drawings.

1 is a circuit diagram of an air conditioning and battery cooling device,
2 is a circuit diagram of an air conditioning and battery cooling device modified by a heat pump device having a vehicle cabin heating circuit and a battery heating circuit,
3 is a circuit diagram of a heat pump device for direct vehicle cabin heating,
4 is a circuit diagram of a heat pump device for indirect battery heating.

In Fig. 1, the air conditioning and battery cooling device 1 is shown as a circuit diagram with essential components and optional interconnections. In addition to the cooling system, the entire heat system consisting of a combination of a coolant circuit and a refrigerant circuit has a heat pump function. This means that cold and heat for the vehicle can be provided by the air conditioning and battery cooling devices.

The system consists of two coolant circuits and one coolant circuit, and the coolant circuits can be connected to each other. To this end, a 4/2-way coolant valve 21 is provided to integrate the A/C coolant circuit and the electric drive train coolant circuit into one large series circuit or completely separate from each other. By the series connection of the sub-line of the A/C coolant circuit and the electric drive train coolant circuit, the drive train coolant radiator (32) is in addition to the A/C coolant radiator (20) and the peripheral heat exchanger (5) of the refrigerant circuit. It is used to release the heat of condensation into the surrounding air (33).

The refrigerant circuit starts with the compressor 2 and the subsequent condenser 3. Two sub-lines are followed, one sub-line extending through the expansion element 4 and the subsequent surrounding heat exchanger 5 and check valve 15, and the second sub-line through the shut-off valve 6 After being extended, the two sub-lines are again integrated. Subsequently, the three heat exchangers are connected as evaporators, each with an associated expansion element. Expansion element (7) with front evaporator (10), expansion element (8) with rear evaporator (11), and expansion element (9) with chiller (12). In parallel with the chiller 12, a bypass through the shut-off valve 14 is implemented. The lines through the evaporators 10 and 11 are combined and guided through a check valve 16 and integrated with the lines from the bypass and chiller 12. The refrigerant vapor reaches the compressor 2 through the low pressure collector 13 and the circuit is closed.

The A/C coolant circuit can be switched to the A/C coolant radiator 20 and/or the heating heat exchanger 19 through a three-way valve 18 downstream of the coolant pump 17. The line towards the A/C coolant radiator 20 extends from the condenser 3 to the coolant pump 17 and the circuit is closed. The line through the heating heat exchanger 19 is integrated with the line through the A/C coolant radiator 20 either upstream of the condenser inlet or at the condenser inlet.

In addition, electric drive train components flowing in series in the fluid flow direction between the drive train coolant radiator 32 and the A/C coolant radiator 20, that is, the inverter 29, the converter 30, the electric motor heat exchanger 31 ) Can be used as a regenerator to store a certain amount of waste heat from the cooling system in the stationary state. This temporarily stored heat can later be released to the surroundings when the coolant circuits are completely disconnected during driving operation. In the heating mode, during operation of the heat pump, the temporarily stored heat or waste heat from the electric drive train component can be used as a heat source for evaporation of the refrigerant, which heat becomes accessible to the heating system. In this way, the entire thermal system of the air conditioner and battery cooling unit allows to provide high cooling capacity and heating capacity in a very efficient manner.

In the electric drive train coolant circuit, the different lines are connected through a three-way valve 34. The line with inverter 29, converter 30 and electric motor heat exchanger 31 is driven by coolant pump 28. Another line is a coolant pump 22, a heating device 23, a battery heat exchanger 25 functionally used as a battery cooler or as a battery heater, and a battery cooling line with a bypass to the battery heat exchanger 25 or It is designed as a battery heating line. The bypass is switched via a three-way valve 24. In the third line, the chiller 12 is integrated via a shut-off valve 26, and as a circuit for cooling these parts, the battery heat exchanger 25 and/or the electric drive train parts, i.e. inverter 29, converter (30), can be operated with the electric motor heat exchanger (31). A three-way valve 27 connects the lines to the drive train coolant radiator 32.

The A/C coolant circuit is represented by a thin double line.

The refrigerant circuit is indicated by a medium thickness double line.

The electric drive train coolant circuit is represented by a thick double line.

In the air conditioning and battery cooling device 1 according to FIG. 1, air flowing into the vehicle cabin is heated only through the heat pump mode of the system. For this purpose, the refrigerant circuit inevitably and accordingly the compressor 2 must be operated, and as the compressor 2 preferably an electric refrigerant compressor, in particular a scroll compressor, is used.

The high-pressure PTC heating element as the heating device 23 cannot be used to directly heat the coolant of the vehicle cabin heating circuit flowing through the heating heat exchanger 19 in the embodiment according to FIG. 1. If the compressor in the refrigerant circuit breaks down, the vehicle cabin can no longer be heated despite the existing heating device 23.

In the heat pump apparatus according to FIG. 2, the air conditioning and battery cooling apparatus 1 according to FIG. 1 is modified and implemented for the purpose of supplying heat to a vehicle cabin, regardless of the heat pump mode of the refrigerant circuit.

The refrigerant circuit corresponds to the refrigerant circuit shown in Fig. 1 in terms of functions and components. The heat pump device is the system shown in Fig. 1, in that the heating device 23, here implemented as a high voltage PTC heating element, is separated from the battery cooling circuit and disposed immediately upstream of the heating heat exchanger 19 in the AC coolant circuit. Different from The AC coolant circuit in the line is now referred to as the vehicle cabin heating circuit according to its new function. When heating the vehicle cabin air, depending on its function, a coolant called a heat carrier flows through the heating heat exchanger 19 downstream of the heating device 23 and reaches the 4/2-way valve 35. The outlet of the additional 4/2-way valve 35 is connected to the coolant inlet of the condenser 3 in the AC coolant circuit. The remaining two connections of the 4/2-way valve 35 form a loop and are connected to the coolant-coolant heat exchanger 37 and form its warm side. The cool side of the coolant-coolant heat exchanger 37 is incorporated in the battery cooling circuit, which is now referred to in this context as a battery heating circuit according to its function of heating the battery. In the battery heating circuit, a battery heat exchanger 25, a coolant pump 22, a three-way valve 24 and a five-way valve 36 are connected. The battery heating circuit is supplemented by the chiller 12 and, in a broader sense, also by the electric drive train coolant circuit, which exists similarly to FIG. 1. A five-way valve 36 connects and interconnects the individual lines of the electric drive train coolant circuit.

In the embodiment according to FIG. 2, the AC coolant circuit is implemented similarly to the embodiment according to FIG. 1, and the AC coolant radiator 20 and the drive train coolant radiator 32 are formed by a 4/2-way coolant valve 21. It allows a series flow through, similar to the function of the air conditioning and battery cooling device 1 according to FIG. 1.

Thus, in addition to the modified positioning of the heating device 23 from the battery cooling circuit into the vehicle cabin heating circuit, a 4/2-way valve 35 incorporating a coolant-coolant heat exchanger 37 is added. Accordingly, the functionality of the entire system is significantly improved with relatively low device cost. According to the concept, only the heating device 23 for this purpose is used in conjunction with the battery heating circuit to supply heat directly to the battery and vehicle cabin at different locations. In this way, heating of the vehicle cabin is ensured at cold temperatures despite compressor failure. Particularly preferably, a 4/2-way valve 35 is arranged at the outlet of the heating heat exchanger 19, and the heat carrier flow passes the indirect coolant-coolant heat exchanger 37 downstream of the heating heat exchanger 19. Can be guided through. The latter heat exchanger is used to transfer heat from the vehicle cabin heating circuit to the battery heating circuit.

Thus, the single heating device 23 can be used for direct heating of the vehicle cabin heating circuit and for indirect heating of the battery heating circuit. Further, in the heat pump mode of the refrigerant circuit, additional heat of vaporization for evaporating the refrigerant is provided to the chiller 12 through the coolant-coolant heat exchanger 37. In this case, excess condensation heat from the refrigerant circuit is supplied through the AC coolant circuit into the battery coolant circuit or the battery heating circuit, so that it can be used as vaporization heat in the chiller 12 or as a heat source for heating the battery.

With this preferred expansion of the system, it is possible to use excess heat from the vehicle cabin heating circuit to operate the refrigerant circuit more efficiently.

3 shows a circuit of a heat pump device for direct heating of vehicle cabin air. To this end, the vehicle cabin heating circuit is connected as part of the AC coolant circuit. The coolant pump 17 drives the vehicle cabin heating circuit and the heat carrier reaches the heating device 23 via a three-way valve 18. There, the heat carrier is heated and reaches into the heating heat exchanger 19 of the vehicle's air conditioning system (not shown) for heat transfer to the vehicle cabin air. Downstream of the heating heat exchanger 19, the heat carrier flows at the appropriate position of the 4/2-way valve 35 to the condenser 3 of the refrigerant circuit, which does not operate in this mode, from which the coolant pump 17 ), and the circuit is closed. The heat from the heating device 23 is completely transferred from the heating heat exchanger 19 to the vehicle cabin air, except for corresponding losses.

In this mode, since the refrigerant circuit does not operate, the heat pump function of the air conditioning and battery cooling device 1 is not provided.

Figure 4 shows the expansion of the air conditioning and battery cooling device 1 by switching of the heat pump device, the vehicle cabin heating circuit in the 4/2-way valve 35 downstream of the heating heat exchanger 19, the coolant -Connected to integrate the coolant heat exchanger (37). Accordingly, the vehicle cabin heating circuit supplies heat to not only the heating heat exchanger 19 but also the coolant-coolant heat exchanger 37, and the coolant-coolant heat exchanger 37 transfers the heat from its cold side to the battery heating circuit. Deliver. The battery heating circuit is formed of the coolant-coolant heat exchanger 37, followed by a chiller 12 that does not operate in this mode and a battery heat exchanger 25, through which the heat is transferred to battery electricity. It is delivered to the battery to achieve the optimum operating temperature of the vehicle's battery. Downstream of the battery heat exchanger (25), the heat carrier inside the battery heating circuit is transferred to the coolant pump (22) and through the three-way valve (24) to the 5-way valve (36) and from there the coolant-coolant heat exchanger. Guided to 37, the battery heating circuit is closed. In this mode, the two heat carrier circuits, namely the vehicle cabin heating circuit and the battery heating circuit, are thermally coupled to each other via a coolant-coolant heat exchanger 37, for the heating heat exchanger 19 and for the battery heat exchanger 25 The thermal energy for is introduced into the system via the heating device 23.

1: air conditioning and battery cooling system 2: compressor
3: condenser 4: expansion element
5: peripheral heat exchanger 6: shut-off valve
7: expansion element 8: expansion element
9: expansion element 10: front evaporator
11: rear evaporator 12: chiller
13: low pressure collector 14: shut-off valve
15: check valve 16: check valve
17: coolant pump 18: 3-way valve
19: heating heat exchanger 20: A/C coolant radiator
21: 4/2-way coolant valve 22: coolant pump
23: heating device 24: 3-way valve
25: battery heat exchanger 26: shut-off valve
27: 3-way valve 28: coolant pump
29: inverter 30: converter
31: electric motor heat exchanger 32: drive train coolant radiator
33: ambient air 34: 3-way valve
35: 4/2-way valve 36: 5-way valve
37: coolant-coolant heat exchanger 38: bypass

Claims (11)

A heat pump device for an electric vehicle having a vehicle cabin heating circuit and a battery heating circuit, wherein the vehicle cabin heating circuit is in a flow direction of a heat carrier, a heating heat exchanger (19), a 4/2-way valve (35), a coolant pump (17) and a heating device (23) for directly heating the vehicle cabin air, the warm side of the coolant-coolant heat exchanger (37) is the 4/2-way valve for indirect heating of the battery heating circuit ( 35), and the battery heating circuit includes a battery heat exchanger 25, a coolant pump 22, and the coolant-coolant heat exchanger 37, and the coolant-coolant heat exchanger A heat pump arrangement, characterized in that the cold side of (37) is incorporated into the battery heating circuit.
The method of claim 1,
The vehicle cabin heating circuit is integrated in the A/C coolant circuit and the battery heating circuit is integrated in the electric drive train coolant circuit of the air conditioning and battery cooling device 1, and the A/C coolant circuit and the electric drive train coolant circuit are Connected to each other through a 4/2-way coolant valve 21, the A/C coolant circuit and the electric drive train coolant circuit can be operated separately or are designed to flow in series, and the A/C coolant circuit is Includes at least one A/C coolant radiator (20) and a condenser (3) for heat transfer to the surrounding air (33), as well as parts of the vehicle cabin heating circuit, and the A/C coolant through the condenser (3). A circuit is thermally coupled to a refrigerant circuit, and the electric drive train coolant circuit, together with the components of the battery heating circuit, a coolant pump 22, a drive train coolant radiator 32 for heat transfer to the ambient air 33 And a chiller 12, wherein an electric drive train coolant circuit is thermally coupled to the refrigerant circuit through the chiller 12, and the refrigerant circuit comprises at least one compressor (2), the condenser (3), and A heat pump device, characterized in that it comprises an ambient heat exchanger (5), an expansion element (9) and the chiller (12) for transferring heat to or absorbing heat from the ambient air (33).
The method of claim 2,
The heating heat exchanger 19 is designed within the A/C coolant circuit to be switchable in parallel with the AC coolant radiator 20 or as an alternative to the A/C coolant radiator 20 to heat the vehicle cabin. Heat pump device, characterized in that.
The method of claim 2,
Allow a coolant pump 28 and/or at least one inverter 29 and/or at least one electric motor heat exchanger 31 to flow in parallel with the battery heat exchanger 25 in the electric drive train coolant circuit. Heat pump device, characterized in that it is designed.
The method of claim 2,
In the refrigerant circuit, an expansion element (4) is arranged downstream of the condenser (3) and upstream of the peripheral heat exchanger (5).
The method of claim 2,
In the refrigerant circuit, a front evaporator 10 with an associated expansion element 7 connected upstream and/or a rear evaporator 11 with an associated expansion element 8 connected upstream is arranged connected in parallel and And/or a low pressure collector (13) is arranged upstream of the compressor (2) in the refrigerant circuit.
The method of claim 2,
A 5-way valve (36) is disposed in the electric drive train coolant circuit, and the drive train coolant radiator (32), the coolant-coolant heat exchanger (37), the battery heat exchanger (25), the electric motor heat exchanger (31) and a bypass (38) are connected to the five-way valve (36).
The method of claim 2,
A heat pump device, characterized in that a bypass for coolant is arranged through a three-way valve (24) in parallel with the battery heat exchanger (25).
The method of claim 1,
Heat pump device, characterized in that the heating device (23) is designed as a high voltage PTC heating element.
A method of operating a heat pump device according to any one of claims 1 to 9, comprising: for direct vehicle cabin heating, a coolant pump (17), a three-way valve (18), a heating device (23), a heat exchanger A method of operating a heat pump device, characterized in that the device (19) is connected in series in the vehicle cabin heating circuit via a four-way valve (35).
A method of operating a heat pump device according to any one of claims 1 to 9, comprising for indirect battery heating, a coolant pump (17), a three-way valve (18), a heating device (23), a heating heat exchanger (19) and the warm side of the coolant-coolant heat exchanger (37) are connected in series in the vehicle cabin heating circuit through a 4/2-way valve (35), the battery heat exchanger (25), the coolant pump (22) And the cold side of the coolant-coolant heat exchanger (37) is connected in series in a battery heating circuit.

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