US20140158322A1

US20140158322A1 - Air conditioning system for controlling the temperature of components and of an interior of a motor vehicle

Info

Publication number: US20140158322A1
Application number: US14/235,491
Authority: US
Inventors: Gregor Homann; Matthias Fürll; Stefan Schmitt
Original assignee: Volkswagen AG
Current assignee: Volkswagen AG
Priority date: 2011-07-28
Filing date: 2012-07-18
Publication date: 2014-06-12
Also published as: KR101558823B1; CN103702848B; KR20140033223A; CN103702848A; DE102011108729A1; EP2736741A1; WO2013013790A1; EP2736741B1

Abstract

The invention relates to an air conditioning system for controlling the temperature of components and of the interior of a motor vehicle, comprising a first water pump (C.3) that drives a first coolant circuit (100), a second water pump (C.4) that drives a second coolant circuit (200), a compressor (A.1) that drives a refrigerant circuit (300) that has a high-pressure side and a low-pressure side, an air-water heat exchanger (C.5) connected to the first coolant circuit (100) on the water side and arranged upstream from the interior on the air side, a first refrigerant-coolant heat exchanger (A.2) connected to the refrigerant circuit (300) on the refrigerant side and arranged upstream from the air-water heat exchanger (C.5) on the water side, and a second refrigerant-coolant heat exchanger (A.10) connected to the refrigerant circuit (300) on the refrigerant side and located downstream from the potential heat sources on the water side.

Description

The invention relates to a device and to a method for air conditioning the interior and for controlling the temperature of components of a motor vehicle, and the invention also relates to a vehicle employing the method and employing the device.
The air conditioning and temperature control of components of the interior of a motor vehicle are known procedures. Coolant circuits operated with a cooling medium as well as refrigerant circuits operated with a refrigerant can be employed for this purpose. The coolant can especially be water or a mixture of anti-freeze and water. The refrigerant can be an evaporating medium for operating the refrigerant circuit which has a high-pressure side and a low-pressure side. In this context, it is a known procedure to also employ the refrigerant circuit in a heat pump mode in order to heat up components and/or the interior of the motor vehicle. The components of the motor vehicle can especially be components of an electric traction system and of a source of electric power for operating the electric traction system of the motor vehicle. The unpublished German patent application DE 10 2010 044 416 of the same applicant discloses an air conditioner for a vehicle having a refrigerant circuit which is configured as a heat pump circuit and refrigeration circuit through which a refrigerant can flow, and having a compressor associated with this circuit, at least one exterior heat exchanger and at least one interior heat exchanger with which an interior heat condenser is associated, and having a device to generate an air stream that can be thermally coupled to the interior heat exchanger and to the interior heat condenser, as well as metering device that can meter the flow of at least one partial stream of the thermally coupled air stream through the interior heat condenser. In this context, it is provided that, in a heat pump mode, the refrigerant can be or is conveyed from the high-pressure side of the compressor into the interior heat condenser, and then can be or is conveyed from the interior heat condenser to the interior heat exchanger through an expansion valve, then can be or is conveyed from the interior heat exchanger to the exterior heat exchanger through an expansion valve through which the refrigerant can flow in both directions, then can be or is conveyed from the exterior heat exchanger from the low-pressure side of the compressor, and then in an air conditioning mode, the refrigerant can be or is conveyed from the high-pressure side of the compressor directly into the interior heat condenser, then can be or is conveyed from the interior heat condenser to the exterior heat exchanger while bypassing the expansion valve, then can be or is conveyed from the exterior heat exchanger to the interior heat exchanger through the expansion valve through which the refrigerant can flow in both directions, and can be or is conveyed from the interior heat exchanger to the low-pressure side of the compressor.
German patent application DE 10 2005 048 241 A1 discloses a vehicle air conditioner having a thermodynamic primary circuit that comprises a compressor controlled by a switching device and having a secondary cooling circuit that can be thermodynamically coupled to the primary circuit to cool electric aggregates such as, for instance, a battery, said secondary cooling circuit comprising at least one component that responds to a signal of the switching device of the primary circuit. U.S. Pat. Appln. No. 2003 0182961 A1 relates to an air conditioner for a compartment. The air conditioner has a compressor, an external heat exchanger and an internal heat exchanger. Moreover, the air conditioner has a cooling heat exchanger and a decompression unit arranged upstream from the cooling heat exchanger, said decompression unit being open during the cooling mode. German patent application DE 103 01 006 A1 relates to a heating/cooling circuit for a motor vehicle, comprising an evaporator for cooling off air that is to be conveyed into the interior, a heating heat exchanger for heating up air that is to be conveyed into the interior, an external heat exchanger with a compressor for conveying refrigerant, a first expansion device that is associated with the evaporator, a second expansion device that is associated with the external heat exchanger as well as refrigerant lines by means of which the above-mentioned components are connected to each other, whereby a defrosting system of the circuit comprises the compressor, the external heat exchanger and the second expansion device.
The objective of the invention is to allow the air conditioning and temperature control of components and of the interior of a motor vehicle in such a manner that the smallest possible number of heat exchangers can cover the largest possible number of temperature and operating states of the motor vehicle.
This objective is achieved by means of an air conditioning system for controlling the temperature of components and of the interior of a motor vehicle, comprising a first water pump that drives a first coolant circuit, comprising a second water pump that drives a second coolant circuit, comprising a compressor that drives a refrigerant circuit that has a high-pressure side and a low-pressure side, comprising an air-water heat exchanger connected to the first coolant circuit on the water side and arranged upstream from the interior on the air side, and comprising a first refrigerant-coolant heat exchanger connected to the refrigerant circuit on the refrigerant side and arranged upstream from the air-water heat exchanger on the water side. Advantageously, heat from the refrigerant-coolant heat exchanger can be transferred from the refrigerant circuit to the first coolant circuit. Advantageously, the first coolant circuit is arranged in an air conditioning unit of the air conditioning system and it serves to heat and/or to cool air that is blown into the interior of the motor vehicle. Advantageously, the first refrigerant-coolant heat exchanger is arranged outside of the air conditioning unit, so that the latter is free of heat sources, except for the air-water heat exchanger that is present there. Advantageously, the air blown into the interior is heated up inside the air conditioning unit optionally only via the air-water heat exchanger of the first coolant circuit. If the air-water heat exchanger is not supplied with heat, the air conditioning unit is advantageously free of heat sources. This advantageously allows efficient heating of the interior and/or cooling of the interior.
In one embodiment of the air conditioning system, it is provided that the first refrigerant-coolant heat exchanger is connected to the high-pressure side of the refrigerant circuit. Advantageously, the heat conveyed in the high-pressure side of the refrigerant circuit can be dissipated via the first refrigerant-coolant heat exchanger.
In another embodiment of the air conditioning system, it is provided for the air conditioning system to have a valve array by means of which the first refrigerant-coolant heat exchanger can be disconnected from the refrigerant circuit on the refrigerant side. Advantageously, the air conditioning system can be controlled by means of the valve array. In particular, the valve array can be actuated by means of a central control unit that especially also picks up measurement and sensor signals and converts them into control signals for purposes of actuating the valve array. Advantageously, the valve array can disconnect the first refrigerant-coolant heat exchanger from the refrigerant circuit on the refrigerant side, so that it does not receive any heat from the refrigerant circuit, in other words, the flow can pass through the refrigerant-coolant heat exchanger without any appreciable heat transfer from the first coolant circuit.
In another embodiment of the air conditioning system, it is provided that an air flap that controls an air stream flowing through the air-water heat exchanger into the interior is arranged upstream from the air-water heat exchanger on the air side. Advantageously, the air flap can be used to discontinue a heat and/or cold transfer between the air stream and the air-water heat exchanger. Here, it is possible for the entire air stream to flow through the air-water heat exchanger, a process in which the latter comes to a complete stop when the air flap is closed. As an alternative and/or in addition, at least part of the air stream can bypass the air-water heat exchanger, so that closing the air flap means that the air-water heat exchanger is disconnected from the air stream on the air side. As an alternative and/or in addition, the air flap can also disconnect only part of the air-water heat exchanger from the air stream, so that the heat and/or cold transfer can thus be controlled, especially reduced.
In another embodiment of the air conditioning system, it is provided that the valve array can connect a heat source of the motor vehicle to the first coolant circuit, so that it can be connected upstream from the first refrigerant-coolant heat exchanger. Advantageously, the first coolant circuit can take over not only the task of transferring heat from the first refrigerant-coolant heat exchanger to the air-water heat exchanger of the air conditioning unit, but it can also carry out temperature control, especially cooling and/or heating of the heat sources that can be additionally connected.
In another embodiment of the air conditioning system, it is provided that the heat source of the motor vehicle has at least one element belonging to the following group: an electric component, an electric traction component, a power electronics unit, a battery, an internal combustion engine, an electric auxiliary heater. Advantageously, the temperature of all kinds of components of the motor vehicle can be controlled, in other words, heated and/or cooled. In particular, their waste heat can be used to heat up the interior, for instance, in that they are coupled to the refrigerant-coolant heat exchanger. Moreover, the cold and/or heat generated by the cooling circuit can be used to cool and/or heat all kinds of electric components.
In another embodiment of the air conditioning system, it is provided that the air conditioning system has an evaporator that is connected to a low-pressure side of the coolant circuit on the refrigerant side and that is located upstream from the air-water heat exchanger on the air side. Advantageously, the evaporator can cool the air stream flowing into the interior. In a corresponding manner, heat can be fed into the refrigerant circuit.
In another embodiment of the air conditioning system, it is provided that the air conditioning system has a second refrigerant-coolant heat exchanger connected to the second coolant circuit on the water side and connected to the low-pressure side of the refrigerant circuit on the refrigerant side. Advantageously, the second refrigerant-coolant heat exchanger can transfer heat from the refrigerant circuit to the second coolant circuit. As an alternative or in addition, it is conceivable for the second coolant circuit to have a heat source so that this heat can be transferred to the refrigerant circuit by means of the second refrigerant-coolant heat exchanger.
In another embodiment of the air conditioning system, it is provided that the refrigerant circuit has a condenser through which an ambient air stream flows, whereby said condenser can be selectively connected to the high-pressure side or to the low-pressure of the refrigerant circuit by means of the valve array. Advantageously, through the actuation of the valve array, the condenser can be used to feed heat into, or alternatively to dissipate heat out of, the refrigerant circuit. This can be advantageously utilized especially in the case of the heat pump mode since, thanks to the condenser that can be switched over by means of the valve array and thanks to the evaporator, an enlarged heat-exchange surface area is available during the circulating air mode.
In another embodiment of the air conditioning system, it is provided that the air conditioning system has a third coolant circuit that is driven by a third water pump in order to separately cool the internal combustion engine. Advantageously, the internal combustion engine can optionally be cooled separately by means of the third coolant circuit, for example, if the engine generates a high heat output that cannot be used or dissipated via the other circuits.
The objective is also achieved by a method for air conditioning a motor vehicle having an electric traction system, by means of the air conditioning system described above, involving the transport of a heat flow from the first refrigerant-coolant heat exchanger to the air-water heat exchanger during the heating mode of the air conditioning system, whereby the heat flow, controlled by the valve array, stems from at least one of the following components of the motor vehicle: the heat source of the motor vehicle, the electric component, the electric traction component, the power electronics unit, the battery, the internal combustion engine and/or the high-pressure side of the coolant circuit; also, during the component cooling mode, involving the transport of a cold flow from the second refrigerant-coolant heat exchanger to at least one of the following components of the motor vehicle: the heat source, the battery, the internal combustion engine and/or the electric auxiliary heater. Advantageously, during the heating mode, the interior of the motor vehicle can be heated up, whereby the actual heat exchange for purposes of feeding the heat flow into the air-water heat exchanger by means of the first refrigerant-coolant heat exchanger takes place via a feed line, so that advantageously the air conditioning unit is free of heat sources, in other words, the first refrigerant-coolant heat exchanger is arranged outside of the air conditioning unit. During the heat pump mode of the refrigerant circuit, the heat can advantageously be generated at the first coolant circuit of the heating heat exchanger and transported into the interior by means of the air stream. Advantageously, the cold that can be generated in the component cooling mode by means of the coolant circuit can be used to cool the components of the motor vehicle. As an alternative and/or in addition, the heating mode and the component cooling mode can be controlled independently of each other, so that a purely component cooling mode, a purely heating mode and a combined heating and component cooling mode can be advantageously controlled by means of the valve array.
In one embodiment of the method, the transport of a cold flow from the evaporator into the interior of the motor vehicle is provided during the interior cooling mode or during the interior reheating mode. The term “interior cooling mode” means that the interior of the motor vehicle is being cooled by means of the air stream. The term “interior heating mode” means that the interior of the motor vehicle is being heated by means of the air stream. The term “interior reheating mode” means that the air stream blown into the interior is being dehumidified. Here, either cooling and/or heating of the interior can be taking place since, for this purpose, the air stream being blown into the interior is first cooled and thus dehumidified, and subsequently reheated. Depending on the control of the heat and cold flows, it is thus possible to blow a cooled or heated and dried air stream into the interior.
The objective is also achieved in a motor vehicle that is designed, provided, constructed and/or furnished with software for carrying out a method as described above and/or that is equipped with an air conditioning system as described above. This results in the advantages described above.

Additional advantages, features and details ensue from the description below, in which an embodiment is described in greater detail making reference to the drawing. Identical, similar and/or functionally identical parts are designated by the same reference numerals.

The following is shown:

FIG. 1: a schematic view of an air conditioning system for controlling the temperature of components and of the interior of a motor vehicle, whereby the air conditioning system has an electric auxiliary heater;

FIG. 2: a schematic view of another air conditioning system analogous to the air conditioning system shown in FIG. 1, with the difference that an internal combustion engine is provided instead of the auxiliary heater;

FIG. 3: a schematic overview of various modes of operation of the air conditioning system shown in FIG. 1; and

FIG. 4: a schematic overview of various modes of operation of the air conditioning system shown in FIG. 2.

FIG. 1 schematically shows an air conditioning system 7 for controlling the temperature of the interior 3 of a motor vehicle 1 by means of an air conditioning unit 5.

The air conditioning system 7 shown in FIG. 1 has a first coolant circuit 100 that is or can be driven by a first water pump C.3.
Moreover, the air conditioning system 7 has a second coolant circuit 200 that is or can be driven by a second water pump C.4.
Moreover, the air conditioning system 7 has a refrigerant circuit 300 that is or can be driven by a compressor A.1. The refrigerant circuit 300 is operated with a refrigerant and can work in the air conditioning mode and in the heat pump mode.
The coolant circuits 100 and 200 are operated with a coolant, for instance, cooling water, especially with a mixture of cooling water and anti-freeze. For purposes of controlling and/or regulating the air conditioning system 7, the motor vehicle 1 has a control unit (not shown in greater detail here), for instance, an air conditioning control device and/or a central control device. The control device controls a valve array 400 that acts upon the circuits 100, 200 and 300. In order to generate the requisite control and/or regulation signals, the control device (not shown in greater detail here) receives measurement signals from the pressure-temperature sensors, namely, from a first pressure-temperature sensor A.5, a second pressure-temperature sensor A.8 and a third pressure-temperature sensor A.11.
As a function of the signals of the pressure-temperature sensors A.5, A.8 and A.11, especially electric expansion valves, namely, a first electric expansion valve A.3, a second electric expansion valve A.6 and a third electric expansion valve A.9 of the refrigerant circuit 300 are controlled. Heat exchangers are installed downstream from each of the expansion valves A.3, A.6 and A.9, and they are designed as evaporators or can be operated as evaporators, namely, an evaporator A.4, a condenser A.7 as well as a second refrigerant-coolant heat exchanger A.10.
Moreover, the first coolant circuit 100 and the refrigerant circuit 300 have a first refrigerant-coolant heat exchanger A.2 that is installed upstream from the first electric expansion valve A.3 on the refrigerant side, and upstream from an air-water heat exchanger C.5 of the air conditioning unit 5 on the coolant side.
The refrigerant circuit 300 has a collector A.12 upstream from the compressor A.1.
The valve array 400 has 2/2-way valves and 3/2-way valves connected to the circuits 100-300. More specifically, these are a first 2/2-way valve B.1, a second 2/2-way valve B.2, a third 2/2-way valve B.3, a fourth 2/2-way valve B.5, a fifth 2/2-way valve B.6, a sixth 2/2-way valve B.7 and a seventh 2/2-way valve B.8, a first 3/2-way valve D.1, a second 3/2-way valve D.2 and a third 3/2-way valve D.3. Moreover, the valve array 400 has a non-return valve B.4 that is located downstream from the third 2/2-way valve B.3 and that shuts off in the direction of the third 2/2-way valve B.3
The motor vehicle 1 shown in FIG. 1 has an electric traction system (not shown in greater detail here) that can be supplied with electric power by means of a battery C.1. The battery C.1 can be connected to the second coolant circuit 200 by means of the valve array, namely, in order to cool or heat the battery.
If the battery needs to be warmed up, the motor vehicle 1 has a heat source, in this case, an electric auxiliary heater C.2 that can feed heat into the second coolant circuit 200. However, the battery can also be warmed up by the heat input into the coolant circuit 100 via the cold circuit 300 via the refrigerant-coolant heat exchanger A.2.
Different operating states or different modes of operation of the air conditioning system shown in FIG. 1 will be described below. These states or modes are effectuated by switching the state of the valve array 400, whereby the circuits 100, 200, 300 of the air conditioning system 7 change accordingly. In order to describe the operating states or modes of operation, the individual components will be enumerated starting at the drive source, in other words, at the compressor A.1 and the water pumps C.3 and C.4, and continuing downstream. This enumeration also indicates the applicable switching state of the 3/2-way valves. Correspondingly, the 2/2-way valves, which are not mentioned and which are configured here as switching valves, are closed in each described switching state.
In a first variant, the first coolant circuit 100 runs from the first water pump C.3 to the second 3/2-way valve D.2, then via the first refrigerant-coolant heat exchanger A.2 and the air-water heat exchanger C.5 back to the first water pump C.3.
The second coolant circuit 200 runs from the second water pump C.4 to the first 3/2-way valve D.1, via the third 2/2-way valve D.3, then via the electric auxiliary heater C.2 and via the second refrigerant-coolant heat exchanger A.10 back to the second water pump C.4.
The refrigerant circuit 300 runs from the compressor A.1 via the first 2/2-way valve B.1, then via the first refrigerant-coolant heat exchanger A.2, the third electric expansion valve A.3. the evaporator A.4, the first pressure-temperature sensor A.5, the seventh 2/2-way valve B.8, the second refrigerant-coolant heat exchanger A.10, the third pressure-temperature sensor A.11 and via the collector A.12 back to the compressor A.1.
The seventh 2/2-way valve B.8 is connected in parallel to the third electric expansion valve A.9, whereby in the first variant of the first mode of operation, the seventh 2/2-way valve B.8 is open.
The first mode of operation in the first variant can be used to heat the interior 7 [sic] of the motor vehicle 1, especially at temperatures below −10° C. [14° F.] in the environment of the motor vehicle 1. Here, the electric auxiliary heater C.2 serves as the source of heat. In a second variant of the first mode of operation, which likewise serves to heat the interior 7 [sic], heat from an ambient air stream 9 stemming from the environment can be fed by means of the condenser A.7 to the refrigerant circuit 300, so that the latter can be additionally employed as a heat source in a heat pump mode. In contrast, the refrigerant circuit 300 additionally runs downstream from the first pressure-temperature sensor A.5 via a parallel branch that runs via the three 2/2-way valve B.3, the non-return valve B.4, the condenser A.7, the second pressure-temperature sensor A.8, the fifth 2/2-way valve B.6 and finally likewise via the collector A.12 back into the compressor A.1. In this mode of operation, the condenser A.7 of the refrigerant circuit 300 can advantageously serve as an evaporator to pick up the heat present in the environment of the motor vehicle 1 or contained in the ambient air stream 9.
In a first variant of a second mode of operation, the air conditioning system 7 can be operated to heat the interior 3 at temperatures as low as −10° C. [14° F.]. In the first variant of the second mode of operation, the first coolant circuit 100 is connected analogously to the first mode of operation. The second coolant circuit 200 is disconnected, whereby the second water pump C.4 is not generating any pump output. The refrigerant circuit 300 runs from the compressor A.1 via the first 2/2-way valve B.1, the first refrigerant-coolant heat exchanger A.2, the first electric expansion valve A.3, the evaporator A.4, the first pressure-temperature sensor A.5, the second electric expansion valve A.6 and the third 2/2-valve B.3 as well as the non-return valve B.4, the condenser A.7 that is being operated as an evaporator, the second pressure-temperature sensor A.8, the fifth 2/2-way valve B.6, and finally via the collector A.12 back into the compressor A.1
In a second variant of the second mode of operation, the second coolant circuit 200 is likewise disconnected.
In this second variant of the second mode of operation, the battery C.1 can be heated when the motor vehicle 1 is at a standstill. This can be done by means of the first coolant circuit 100 which, for this purpose, runs from the first water pump C.3 via the second 3/2-way valve D.2, the first 3/2-way valve D.1, the battery C.1, the third 3/2-way valve D.3, the first refrigerant-coolant heat exchanger A.2, and finally via the air-water heat exchanger C.5 back to the first water pump C.3.
As a special feature of the second variant of the second mode of operation, the flap 11 that is upstream from the air-water heat exchanger C.5 on the air side is closed. The flap 11 is shown in a partially open state in FIG. 1.
An air stream 500 that flows into the interior 3 flows through the evaporator A.4 and the air-water heat exchanger C.5. The air stream 500 serves to control the temperature of the interior 3.
In the second variant of the second mode of operation, however, this air stream 500 is shielded from the air-water heat exchanger C.5 by the flap 11.
In a third variant of the second mode of operation, the battery C.1 can be cooled by means of the coolant circuit 200 while the motor vehicle 1 is at a standstill.
In this process, the first coolant circuit 100 runs from the first water pump C.3 via the second 3/2-way valve D.2, the first refrigerant-coolant heat exchanger A.2, and finally via the air-water heat exchanger C.5 back to the first water pump C.3.
The second coolant circuit 200 runs from the second water pump C.4 via the first 3/2-way valve D.1 via the battery C.1, via the third 3/2-valve D.3, the electric auxiliary heater C.2, the second refrigerant-coolant heat exchanger A.10, and finally back to the second water pump C.4.
The refrigerant circuit 300 runs from the compressor A.1 via the first 2/2-way valve B.1, the first refrigerant-coolant heat exchanger A.2, the first electric expansion valve A.3, the evaporator A.4, the first pressure-temperature sensor A.5, via a first parallel branch via the third electric expansion valve A.9, the seventh 2/2-way valve B.8, the second refrigerant-coolant heat exchanger A.10, the third pressure-temperature sensor A.11, a second parallel branch with the second electric expansion valve A.6, the condenser A.7, the second pressure-temperature sensor A.8, the fifth 2/2-way valve B.6, and finally, downstream from the parallel branches, via the collector A.12 back into the compressor A.1.
In a first variant of a third mode of operation, the air conditioning system 7 can be used to cool the battery in an air conditioning mode and to dehumidify the interior 3 in a reheating mode. In this context, the air stream 500 is first cooled off and then reheated, before it is blown into the interior 3. The first coolant circuit 100 here is connected in the same manner as, for example, in the first variant of the first mode of operation.
The second coolant circuit 200 here is connected in the same manner as, for example, in the third variant of the second mode of operation.
The refrigerant circuit 300 runs from the compressor A.1 via the first 2/2-way valve B.1, the first refrigerant-coolant heat exchanger A.2, the fourth 2/2-way valve B.5, the second pressure-temperature sensor A.8, the condenser A.7 that is being operated as a condenser, the second electric expansion valve A.6 and, downstream from there, branching off in parallel, in a first parallel branch via the first pressure-temperature sensor A.5, the evaporator A.4 and the sixth 2/2-way valve B.7, and in a second parallel branch via the seventh 2/2-way valve B.8, the second refrigerant-coolant heat exchanger A.10 and the third pressure-temperature sensor A.11, and finally reunited via the collector A.12 and back into the compressor A.1.
A first variant of a fourth mode of operation of the air conditioning system can be used to cool the battery C.1 and the interior 3 in an air conditioning mode of the refrigerant circuit 300. In this context, the first coolant circuit 100 is disconnected, in other words, the first water pump C.3 is not generating any pumping output. The second coolant circuit 200 is connected analogously, for example, to the third variant of the second mode of operation.
The refrigerant circuit 300 runs from the compressor A.1 via the second 2/2-way valve B.2, the second pressure-temperature sensor A.8, the condenser A.7, the second electric expansion valve A.6 and from there, branching off in parallel, in a first parallel branch via the first pressure-temperature sensor A.5, the evaporator A.4 and the sixth 2/2-way valve B.7, and in a second parallel branch via the seventh 2/2-way valve B.8, the second refrigerant-coolant heat exchanger A.10 and the third pressure-temperature sensor A.11, and finally reunited via the collector A.12 and back to the compressor A.1.
As a special feature, the flap 11 is closed in the first variant of the fourth mode of operation.
A second variant of the fourth mode of operation can be used to cool the battery C.1 and the interior 3 in a reheating mode, in other words, with dehumidification of the air stream 500.
The first coolant circuit 100 here is connected analogously to the second variant of the second mode of operation. The second coolant circuit 200 is disconnected, in other words, the second water pump C.4 is not generating any pumping output.
The refrigerant circuit 300 is connected analogously to the first variant of the fourth mode of operation.
The refrigerant circuit 300 shown in FIG. 1 has a high-pressure side 700 and a low-pressure side 800, whereby the low-pressure side 800 is located downstream from the corresponding electric expansion valve A.3, A.6 and A.9. The high-pressure side 700 is correspondingly located downstream from the compressor A.1 and upstream from the corresponding electric expansion valve A.3, A.6 and A.9.
FIG. 2 shows another embodiment of an air conditioning system 7 of a motor vehicle 1. Unless explicit mention is made of differences, functionally identical parts are designated by the same reference numerals. Moreover, only the differences from the depiction according to FIG. 1 regarding the connections are elaborated upon below. One difference is that the motor vehicle 1 has an internal combustion engine C.2 in addition to an electric traction system. The internal combustion engine C.2 can be used as a heat source and, in accordance with the diagram shown in FIG. 2, is provided instead of the electric auxiliary heater. Other differences designated by the reference numerals D.2 and D.3 consist of a first 2/2-way valve D.2 and a second 2/2-way valve D.3 of the valve array 400.
As another difference, the air conditioning system 7 according to the depiction of FIG. 2 has a third coolant circuit 600 that is or can be driven by a third water pump. A cooling apparatus C.7 through which the ambient air stream 9 flows or can flow is or can be connected to the third refrigerant circuit 600.
The cooling apparatus C.7 is located downstream from the condenser A.7 on the air side relative to the ambient air stream 9.
The air conditioning system 7 shown in FIG. 2 can be operated in five different modes of operation, which will be elaborated upon below.
In a first variant of a first mode of operation that can be used to heat the interior 3 at temperatures below −10° C. [14° F.], the second coolant circuit 200, the refrigerant circuit 300 and the third coolant circuit 600 are disconnected, in other words, the appertaining drive sources are without conveying output.
The first coolant circuit 100 runs from the first water pump C.3 via the first 3/2-way valve D.1, the fourth 3/2-way valve D.8 and the first 2/2-way valve D.2, the fifth 3/2-way valve D.9, the internal combustion engine C.2, the third 3/2-way valve D.7, the first refrigerant-coolant heat exchanger A.2, and finally via the air-water heat exchanger C.5 back to the first water pump C.3. Advantageously, the heat generated by the internal combustion engine C.2 can be transferred via the air-water heat exchanger C.5 into the air stream 500 that flows into the interior 3 in order to heat the interior 3.
In a second variant of the first mode of operation, in addition to the interior 3, the battery C.1 can also be heated.
For this purpose, the first coolant circuit 100, starting from the first water pump C.3, runs via the first 3/2-way valve D.1, the battery C.1, the second 2/2-way valve D.3, the first 2/2-way valve D.2, the fifth 3/2-way valve D.9, the internal combustion engine C.2, the fourth 3/2-way valve D.8, the third 3/2-way valve D.7, the first refrigerant-coolant heat exchanger A.2, and finally via the air-water heat exchanger C.5 back to the first water pump C.3. Advantageously, the heat that is still present downstream from the air-water heat exchanger C.5 can still be used to heat the battery C.1.
In a first variant of a second mode of operation, at temperatures below −10° C. [14° F.], the interior 3 can be heated and the battery C.1 can be cooled.
The first coolant circuit 100 here is connected analogously to the first variant of the first mode of operation. The second coolant circuit 200, starting from the second water pump C.4, runs via the fourth 3/2-way valve D.8, the second refrigerant-coolant heat exchanger A.10, the second 3/2-way valve D.4, the battery C.1, the fourth 2/2-way valve D.6 and finally back to the second water pump C.4. The refrigerant circuit 300 runs from the compressor A.1 via the first 2/2-way valve B.1, the first refrigerant-coolant heat exchanger A.2, the first electric expansion valve A.3, the evaporator A.4, the first pressure-temperature sensor A.5 and, from there, branching off in parallel, in a first parallel branch via the second electric expansion valve A.6, the condenser A.7, the second pressure-temperature sensor A.8, the fifth 2/2-way valve B.6 and, in a second parallel branch via the third electric expansion valve A.9, the second refrigerant-coolant heat exchanger A.10, the third pressure-temperature sensor A.11 and finally jointly via the collector A.12 back into the compressor A.1.
In a second variant of the second mode of operation, which can likewise be connected in order to heat the interior 3 at temperatures below −10° C. [14° F.], starting from the first water pump C.3, the first coolant circuit 100 runs via the first 3/2-way valve D.1, the third 2/2-way valve D.5, the first refrigerant-coolant heat exchanger A.2 and the air-water heat exchanger C.5 back to the first water pump C.3.
Starting from the second water pump C.4, the second coolant circuit 200 runs via the second refrigerant-coolant heat exchanger A.10, the second 3/2-way valve D.4, the fifth 3/2-way valve D.9, the internal combustion engine C.2, the fourth 3/2-way valve D.8, and finally via the third 3/2-way valve D.7 back to the second water pump C.4.
The refrigerant circuit 300 is connected analogously to the first variant of the second mode of operation, with closed 2/2-way valves B.3 and B.8 and via the expansion valves A.6 and A.9 in parallel branches.
A third variant of the second mode of operation can be used to heat the interior 3 and to heat the battery C.1 at temperatures below −10° C. [14° F.].
Starting from the first water pump C.3, the first coolant circuit 100 runs via a first 3/2-way valve D.1, the battery C.1, the second 2/2-way valve D.3, the third 2/2-way valve D.5, the first refrigerant-coolant heat exchanger A.2, the air-water heat exchanger C.5 back to the first water pump C.3.
In the third variant of the second mode of operation, the second coolant circuit 200 is connected analogously to the second variant of the second mode of operation. The refrigerant circuit 300 in the third variant of the second mode of operation is connected analogously to the first and second variants of the second mode of operation. In the modes of operation 1 and 2, the third coolant circuit 500 is not being driven, in other words, the third water pump C.6 is disconnected.
A first variant of a third mode of operation can be used to heat the interior 3 and to heat the battery C.1.
Starting from the first water pump C.3, the first coolant circuit 100 runs via the first 3/2-way valve D.1, the battery C.1, the second 2/2-way valve D.3, the third 2/2-way valve D.5, the first refrigerant-coolant heat exchanger A.2, and finally via the air-water heat exchanger C.5 back to the first water pump C.3. The second coolant circuit 200 is disconnected. The third coolant circuit 600 is likewise disconnected.
Starting from the compressor A.1, the refrigerant circuit 300 runs via the first 2/2-way valve B.1, the first refrigerant-coolant heat exchanger A.2, the first electric expansion valve A.3, the evaporator A.4, the first pressure-temperature sensor A.5, the second electric expansion valve A.6, the condenser A.7, the second pressure-temperature sensor A.8, the fifth 2/2-way valve B.6, and finally via the collector A.12 back into the compressor A.1.
A second variant of the third mode of operation can be used to heat the interior 3 and to cool the battery C.1, likewise at temperatures below −10° C. [14° F.]. The first coolant circuit 100 here is connected in the same way as in the second variant of the second mode of operation.
The second coolant circuit 200 here is connected analogously to the first variant of the second mode of operation.
The refrigerant circuit 300 here is connected analogously to the first variant of the second mode of operation.
A first variant of a fourth mode of operation can be used to cool the interior 3 while dehumidifying the air stream 500 during a reheating mode. The first coolant circuit 100 is connected analogously to the second variant of the third mode of operation.
The second refrigerant circuit 200 and the third coolant circuit 600 are disconnected.
Starting from the compressor A.1, the refrigerant circuit 300 runs via the first 2/2-way valve B.1, the first refrigerant-coolant heat exchanger A.2, the fourth 2/2-way valve B.5, the second pressure-temperature sensor A.8, the condenser A.7, the second electric expansion valve A.6, the first pressure-temperature sensor A.5, the evaporator A.4, the sixth 2/2-way valve B.7, and finally via the collector A.12 back into the compressor A.1.
In a second variant of the fourth mode of operation, the interior 3 and the battery C.5 can be cooled while the air stream 500 is dehumidified during a reheating mode.
Here, the first coolant circuit 100 here is connected analogously to the first variant of the fourth mode of operation.
The second coolant circuit 200 here is connected analogously to the second variant of the third mode of operation.
Starting from the compressor A.1, the refrigerant circuit 300 runs via the first 2/2-way valve B.1, the first refrigerant-coolant heat exchanger A.2, the fourth 2/2-way valve B.5, the second pressure-temperature sensor A.8, the condenser A.7, the second electric expansion valve A.6 and from there, branching off in parallel, in a first parallel branch via the first pressure-temperature sensor A.5, the evaporator A.4 and the sixth 2/2-way valve B.7, and in a second parallel branch, via the seventh 2/2-way valve B.8, the second refrigerant-coolant heat exchanger A.10, the third pressure-temperature sensor A.11 and from there, reunited via the collector A.12 and back into the compressor A.1.
The third coolant circuit 600 is disconnected.
A first variant of a fifth mode of operation can be used to cool the interior 3 and to cool the battery C.1, whereby the air stream 500 is dehumidified by means of a reheating mode. The first coolant circuit 100 here is connected analogously to the first variant of the third mode of operation. The second coolant circuit 200 and the third coolant circuit 600 are disconnected. Starting from the compressor A.1, the refrigerant circuit 300 runs via the second 2/2-way valve B.2, via the second pressure-temperature sensor A.8, via the condenser A.7, via the second electric expansion valve A.6, via the first pressure-temperature sensor A.5, via the evaporator A.4, via the sixth 2/2-way valve B.7, and finally via the collector A.12 back into the compressor A.1.
In a second variant of the fifth mode of operation, which can be used to cool the battery C.1 and the interior 3, the first coolant circuit 100 is disconnected.
The second coolant circuit 200 is connected analogously to the second variant of the fourth mode of operation.
Starting from the compressor A.1, the refrigerant circuit runs via the second 2/2-way valve B.2, the second pressure-temperature sensor A.8, the condenser A.7, the second electric expansion valve A.6 and from there, branching off in parallel, via a first parallel branch via the first pressure-temperature sensor A.5, the evaporator A.4, the sixth 2/2-way valve B.7, and in a second parallel branch via the seventh 2/2-way valve B.8, the second refrigerant-coolant heat exchanger A.10, the third pressure-temperature sensor A.11, and reunited via the collector A.12 and back into the compressor A.1.
The third coolant circuit 600 is disconnected.
In a third variant of the fifth mode of operation, the internal combustion engine C.2 can also be cooled. For this purpose, the coolant circuits 100, 200 as well as the refrigerant circuit 300 are connected analogously to the second variant of the fifth mode of operation, with the difference that, starting from the third water pump C.6, the third coolant circuit 600 runs via the fifth 3/2-way valve D.9, the internal combustion engine C.2, the fourth 3/2-way valve D.8, and finally via the cooling apparatus C.7 back to the third water pump C.6.
As a special feature, the flap is closed in the second variant and in the third variant of the fifth mode of operation. In other words, the air stream 500 does not pass through the air-water heat exchanger C.5.
For purposes of driving the air stream 500, the air conditioning unit 5 can have a blower (not shown in greater detail here).
FIG. 3 shows an overview of the four different modes of operation of the air conditioning system 7 depicted in FIG. 1. In a first line 13, plus and minus symbols serve to indicate that the mode of operation in question entails strong heating++, medium heating+, optional heating (+), optional cooling (−), normal cooling − and strong cooling −− of the battery C.1. The cooling of the battery C.1. is likewise encoded in a line 15. In a third line 17, the temperatures of the environment of the motor vehicle 1 are indicated in ° C. The first mode of operation is designated by the reference numeral 19, the second mode of operation by the reference numeral 21, the third mode of operation by the reference numeral 23 and the fourth mode of operation by the reference numeral 25, whereby these numerals are each shown in the rectangles above the lines 13-17.
In the first mode of operation 19, a circulating air mode can take place between 0% and 100%. The refrigerant circuit 300 can be operated in a heat pump mode with the assistance of the electric auxiliary heater C.2 or other waste-heat energy sources of the electric traction system, for instance, the battery C.1 as the source of heat. In this context, the interior 3 can be heated, optionally with and without cooling and/or heating of the battery C.1.
In the second mode of operation 21, the refrigerant circuit 300 can be operated in a heat pump mode, whereby the interior 3 can be heated. This can be done with and without heating and/or cooling of the battery C.1.
In the third mode of operation 23, the refrigerant circuit 300 can be operated in an air conditioning mode, optionally with and without cooling of the battery C.1.
In the fourth mode of operation 25, the refrigerant circuit 300 can be operated in an air conditioning mode, optionally with and without cooling of the battery C.1.
Heating of the interior for the temperature range . . . ° C. . . . ≈15° C. [59° F.] will be described in greater detail below on the basis of FIG. 1.
The HV heater C.2 releases heat to the refrigerant-coolant heat exchanger A.10 and conveys it via the water pump C.4 back to the HV heater C.2, optionally via the battery C.1. The heated-up refrigerant is made available to the compressor A.1 on the suction side via the collector A.10. The compressor A.1 compresses the refrigerant and conveys it to the refrigerant-coolant heat exchanger A.2.
The cooling water is heated in the refrigerant-coolant heat exchanger A.2 and then, by means of the water pump C.3, released via the air-water heat exchanger C.5 to the air (500) flowing through the interior.
Once the refrigerant leaves the refrigerant-coolant heat exchanger A.2 at a slightly lower energy level, it is conveyed into the expansion valve A.3, where it expands to a lower pressure. The expanded refrigerant is conveyed to the second expansion valve A.6 and to the third expansion valve A.9 via the AC evaporator.
The drawn-in air is dehumidified at the AC evaporator A.4 for the passenger compartment and then reheated via the air-water heat exchanger C.5 (reheating mode).
In the expansion valve A.6, the refrigerant is expanded to a temperature that is lower than the ambient temperature, so that the refrigerant can pick up heat from the environment. The heat is picked up via the AC condenser A.7. Once the refrigerant has picked up heat via the AC condenser, the refrigerant is conveyed to the suction side of the compressor A.1 via the switch-over valve B.6 and the collector A.12
In the expansion valve A.9, the refrigerant is expanded to a temperature that has to be lower than the inlet temperature of the heated-up cooling water, for instance, of the battery C.1, said cooling water being conveyed via the refrigerant-coolant heat exchanger A.10. After leaving the refrigerant-coolant heat exchanger A.10, the heated-up refrigerant is returned to the compressor A.1 via the collector A.12.
The mode of operation that involves the reheating function will be explained below on the basis of FIG. 2, whereby a temperature range . . . ≈5° C. [59° F.] . . . ≈ . . . ° C. is provided.
Through the reheating function, the air that had been previously cooled at the AC evaporator A.4 is reheated by the air-water heat exchanger C.5. The compressor A.1 is actuated and it conveys the compressed refrigerant to the refrigerant-coolant heat exchanger A.2. Cooling water flows through the latter, a process in which it releases the heat of the refrigerant to the cooling water. The water pump C.3 conveys the heated-up cooling water through the air-water heat exchanger C.5. The air-water heat exchanger C.5 releases the heat of the cooling water to the air that is flowing through the air-water heat exchanger C.5 to the interior. The cooled-off cooling water is made available to the refrigerant-coolant heat exchanger A.2 or to the battery C.1 via the switch-over valve D.2 and/or D.1. The flow rate of the cooling water is regulated by means of the electric actuation of the water pump C.3.
The refrigerant is conveyed to the AC condenser A.7 via the switch-over valve B.5 since the electric expansion valve A.3 is completely closed. Once the refrigerant has been liquefied in the AC condenser A.7, it expands at the expansion valve A.6 and is subsequently distributed.
Some of the expanded refrigerant flows through the AC evaporator A.4 and releases its cold through the latter to the air that is flowing through into the interior.
The rest of the refrigerant expands in the electric expansion valve A.9 and/or it flows through the switch-over valve B.8 to the refrigerant-coolant heat exchanger A.10, thereby releasing its cold to the cooling water of the battery C.1. The cooling of the battery is carried out via the water pump C.4. The latter specifies the flow rate that can be conveyed through the battery C.1.
The two cold mass flows are reunited upstream from the collector A.10 and conveyed to the suction side of the compressor A.1.
FIG. 4 shows a diagram analogous to diagram 3, except that it refers to the air conditioning system shown in FIG. 2, whereby a fifth mode of operation 27 has been drawn there.
In the first mode of operation 19, the internal combustion engine C.2 can be running as the heat source, thus heating the interior 3, optionally with and without heating the battery C.1.
In the second mode of operation 21, the internal combustion engine C.2 is likewise running, thus heating the interior 3. Moreover, the refrigerant circuit 300 can be operated in a heating mode, whereby the cooling water 100 that has already been heated by means of the internal combustion engine C.2 can be reheated via the refrigerant-coolant heat exchanger A.2, optionally also with cooling and/or heating of the battery C.1.
In the third mode of operation 23, the refrigerant circuit 300 can be operated in the heat pump mode, whereby the battery C.1 can optionally be heated or cooled.
In the fourth mode of operation 25, the refrigerant circuit 300 can be operated in the air conditioning mode, whereby the battery C.1 can optionally be heated and cooled.
In the fifth mode of operation 27, the refrigerant circuit 300 can be operated in the air conditioning mode, whereby the interior 3 can be cooled. Here, the battery C.1. can optionally be cooled and/or heated, whereby optionally the internal combustion engine C.2 is either running or not, and can optionally likewise be cooled.
Heating the passenger compartment by means of the internal combustion engine C.2 is explained on the basis of FIG. 2. This is done without operating the compressor A.1. within a temperature range≈− . . . ° C. . . . ≈15° C. [59° F.].
The internal combustion engine C.2 releases heat to the cooling water and conveys it to the air-water heat exchanger C.5. where it is released to the air 500 that is flowing through the interior.
The cooling water circuit 100 is heated by the internal combustion engine C.2. The heated-up cooling water is conveyed by the water pump C.3 in the small cooling water circuit. It is conveyed via the switch-over valves D.8 and D.7 through the refrigerant-coolant heat exchanger A.2 through which the cooling water only flows from one side, and then via the air-water heat exchanger C.5. At the air-water heat exchanger C.5, the heated-up cooling water releases its heat to the flowing air 500 which is forced into the passenger compartment by the blower. The cooling water that has been cooled off by the air-water heat exchanger C.5 is conveyed by the water pump C.3 via the switch-over valve D.1, the stop valve D.9 and the switch-over valve D.2 back into the internal combustion engine C.2.
The heat pump circuit that optionally heats the battery C.1 and the interior at low outside temperatures in the internal combustion engine mode will be described below for the temperature range≈− . . . ° C. . . . ≈15° C. [59° F.] on the basis of FIG. 2. Moreover, the internal combustion engine can be switched off and can be operated exclusively electrically, whereby the battery can be cooled or heated.
In the case of low outside temperatures, the battery C.1 has to be heated so that it can quickly be brought to its operating temperature and can thus fulfill its function effectively and above all, can have a long service life. Moreover, via the air-water heat exchanger C.5, heat is picked up by the flowing air 500 and then forced into the passenger compartment by the blower. This can be regulated by means of a temperature flap that is located upstream from the air-water heat exchanger C.5 or else it can be set by means of the flow rate of the blower.
The compressor A.1 is actuated and the compressed refrigerant is conveyed to the refrigerant-coolant heat exchanger A.2. At the refrigerant-coolant heat exchanger A.2, the compressed and thus hot refrigerant releases some of its heat to the cooling water circuit of the internal combustion engine C.2. The heat release takes place as described for mode of operation 19. In addition, the battery C.1 can be cooled or heated with this mode of operation.
Once the refrigerant leaves the refrigerant-coolant heat exchanger A.2 at a slightly lower energy level, it is conveyed into the expansion valve A.3, where it expands to a lower pressure. The expanded refrigerant is conveyed to the second expansion valve A.6 and to the third expansion valve A.9 via the AC evaporator A.4.
The drawn-in air is dehumidified at the AC evaporator A.4 for the passenger compartment and then reheated via the air-water heat exchanger C.5.
In the expansion valve A.6, the refrigerant is expanded to a temperature that is lower than the ambient temperature, so that the refrigerant can pick up heat from the environment. The heat is picked up via the AC condenser A.7. Once the refrigerant has picked up heat via the AC condenser A.7, the refrigerant is conveyed to the suction side of the compressor A.1 via the switch-over valve B.6 and the collector A.12
In the expansion valve A.9, the refrigerant is expanded to a temperature that has to be lower than the inlet temperature of the heated-up cooling water, for instance, of the battery C.2, said cooling water being conveyed via the refrigerant-coolant heat exchanger A.10. After leaving the refrigerant-coolant heat exchanger A.10, the heated-up refrigerant is returned to the compressor A.1 via the collector A.12.

LIST OF REFERENCE NUMERALS

1 motor vehicle
3 interior
5 air conditioning unit
7 air conditioning system
9 ambient air stream
11 flap
13 first line
15 second line
17 third line
19 first mode of operation
21 second mode of operation
23 third mode of operation
25 fourth mode of operation
27 fifth mode of operation
A.1 compressor
A.2 first refrigerant-coolant heat exchanger
A.3 first electric expansion valve
A.4 evaporator
A.5 first pressure-temperature sensor
A.6 second electric expansion valve
A.7 condenser
A.8 second pressure-temperature sensor
A.9 third electric expansion valve
A.10 second refrigerant-coolant heat exchanger
A.11 third pressure-temperature sensor
A.12 collector
B.1 first 2/2-way valve
B.2 second 2/2-way valve
B.3 third 2/2-way valve
B.4 non-return valve
B.5 fourth 2/2-way valve
B.6 fifth 2/2-way valve
B.7 sixth 2/2-way valve
B.8 seventh 2/2-way valve
C.1 battery
C.2 electric auxiliary heater for the internal combustion engine
C.3 first water pump
C.4 second water pump
C.5 air-water heat exchanger
C.6 third water pump
C.7 cooling apparatus
D.1 first 3/2-way valve/2/2-way valve
D.2 second 3/2-way valve/2/2-way valve
D.3 third 3/2-way valve
D.4 second 3/2-way valve
D.5 third 2/2-way valve
D.6 fourth 2/2-way valve
D.7 third 3/2-way valve
D.8 fourth 3/2-way valve
D.9 fifth 3/2-way valve
100 first coolant circuit
200 second coolant circuit
300 refrigerant circuit
400 valve array
500 air stream
600 third coolant circuit
700 high-pressure side
800 low-pressure side

Claims

1. An air conditioning system for controlling the temperature of components and of the interior of a motor vehicle, comprising

a first water pump that drives a first coolant circuit,

a second water pump that drives a second coolant circuit,

a compressor that drives a refrigerant circuit that has a high-pressure side and a low-pressure side,

an air-water heat exchanger connected to the first coolant circuit on the water side and arranged upstream from the interior on the air side, and

a first refrigerant-coolant heat exchanger connected to the refrigerant circuit on the refrigerant side and arranged upstream from the air-water heat exchanger on the water side.

2. The air conditioning system according to claim 1, wherein the first refrigerant-coolant heat exchanger is connected to the high-pressure side of the refrigerant circuit.

3. The air conditioning system according to claim 1, wherein the air conditioning system has a valve array by means of which the first refrigerant-coolant heat exchanger can be disconnected from the refrigerant circuit on the refrigerant side.

4. The air conditioning system according to claim 1, wherein an air flap that controls an air stream flowing through the air-water heat exchanger into the interior is arranged upstream from the air-water heat exchanger on the air side.

5. The air conditioning system according to claim 1, wherein the valve array can connect a heat source of the motor vehicle to the first coolant circuit, so that it can be connected upstream from the first refrigerant-coolant heat exchanger.

6. The air conditioning system according to claim 1, wherein the valve array can connect a heat source of the motor vehicle to the second coolant circuit, so that it can be connected upstream from the second refrigerant-coolant heat exchanger.

7. The air conditioning system according to claim 6, wherein the heat source of the motor vehicle has at least one element chosen from the group consisting of: an electric component, an electric traction component, a power electronics unit, a battery, an internal combustion engine and an electric auxiliary heater.

8. The air conditioning system according to claim 7, wherein the air conditioning system has an evaporator that is connected to a low-pressure side of the refrigerant circuit on the refrigerant side and that is located upstream from the air-water heat exchanger on the air side.

9. The air conditioning system according to claim 1, wherein the air conditioning system has a second refrigerant-coolant heat exchanger connected to the second coolant circuit on the water side and connected to the low-pressure side of the refrigerant circuit on the refrigerant side.

10. The air conditioning system according to claim 1, wherein the refrigerant circuit has a condenser through which an ambient air stream flows, whereby said condenser can be selectively connected to the high-pressure side or to the low-pressure of the refrigerant circuit by means of the valve array.

11. The air conditioning system according to claim 1, wherein the air conditioning system has a third coolant circuit that is driven by a third water pump in order to separately cool the internal combustion engine.

12. A method for air conditioning a motor vehicle having an electric traction system, by means of an air conditioning system according to claim 1, comprising

transporting a heat flow from the first refrigerant-coolant heat exchanger to the air-water heat exchanger during the heating mode of the air conditioning system, whereby the heat flow, controlled by the valve array, stems from at least one of the following components of the motor vehicle: the heat source of the motor vehicle, the electric component, the electric traction component, the power electronics unit, the battery, the internal combustion engine and/or the high-pressure side of the refrigerant circuit,

transporting a heat flow from the second refrigerant-coolant heat exchanger to the pressure level of the refrigerant circuit on the suction side in a heating mode of the air conditioning system, whereby, as a function of settings of valves of the refrigerant circuit and of the first and second coolant circuits, the heat flow stems from at least one of the following components of the motor vehicle: the heat source of the motor vehicle, the electric component, the electric traction component, the power electronics unit, the battery, the internal combustion engine and/or the low-pressure side of the refrigerant circuit,

transport of transporting a heat flow from the condenser to the pressure level of the refrigerant circuit on the suction side in a heating mode of the air conditioning system, whereby, as a function of settings of valves of the refrigerant circuit and of the first and second coolant circuits and of an ambient air stream, the heat flow stems from at least one of the following components of the motor vehicle: the heat source of the motor vehicle, the electric component, the electric traction component, the power electronics unit, the battery, the internal combustion engine and/or the low-pressure side of the refrigerant circuit,

transporting a cold flow from the second refrigerant-coolant heat exchanger in a component cooling mode to at least one of the following components of the motor vehicle: the heat source of the motor vehicle, the electric component, the electric traction component, the power electronics unit, the battery, the internal combustion engine and/or the electric auxiliary heater.

13. The method according to claim 12, comprising

transporting a cold flow from the evaporator into the interior of the motor vehicle during the interior cooling mode or during the interior reheating mode.

14. (canceled)