WO2020242096A1

WO2020242096A1 - Refrigeration system and heat pump arrangement for battery-powered vehicles and processes for operating the arrangement

Info

Publication number: WO2020242096A1
Application number: PCT/KR2020/006243
Authority: WO
Inventors: Navid Durrani; Toni SPIES; Tobias Haas
Original assignee: Hanon Systems
Priority date: 2019-05-31
Filing date: 2020-05-13
Publication date: 2020-12-03

Abstract

The present invention relates to a refrigeration system and heat pump arrangement for battery-powered vehicles. The invention also relates to processes for operating a heat pump arrangement in selected operating modes. The object of the invention therefore lies in provision of a refrigeration system and heat pump arrangement for battery-powered vehicles that does not require flow reversal in the evaporator when switching over operating modes and with which battery heating can be performed via the refrigerant circuit.

Description

REFRIGERATION SYSTEM AND HEAT PUMP ARRANGEMENT FOR BATTERY-POWERED VEHICLES AND PROCESSES FOR OPERATING THE ARRANGEMENT

The present invention relates to a refrigeration system and heat pump arrangement for battery-powered vehicles. The invention also relates to processes for operating a heat pump arrangement in selected operating modes.

The application area of the invention is the field of electrically-powered vehicles, which typically use high-voltage batteries as energy storage to supply the power for the vehicle's drivetrain.

An efficient vehicle heating supply, in combination with optimum thermal management of the battery and the electric drivetrain, plays an important part here.

Electric battery-powered vehicles generate relatively little waste heat. As such, vehicles of this kind regularly require heat to be generated efficiently and then made available in sufficient quantity and at an appropriate temperature for the vehicle interior.

Refrigerant circuits for cooling system and heat pump circuits that are, in particular, tailored specifically to operate in battery-powered vehicles are already known from the state of the art for this constellation.

However, these systems are often highly complex and only rarely capable of combining the requirements of vehicle occupants for an appropriate supply of heat via the vehicle's air-conditioning system with the optimum cooling required in each of the various operating conditions or also heating of the battery and the electric drivetrain.

The object of the invention lies in provision of a heat pump arrangement for battery-powered vehicles that combines greater efficiency of the heat pump in supplying the air-conditioning system with heat for the motor vehicle's passenger compartment with the capability to deliver an optimum heating supply and in particular cooling of the battery.

In addition to this, DE 10 2009 028 522 B4 for example indicates a compact air-conditioning system for a motor vehicle that operates both in cooling unit mode and heat pump mode.

A heat pump system for battery-powered electric vehicles as per the state of the art includes three refrigerant/air heat exchangers. These are one ambient heat exchanger, which is also referred to as an external heat exchanger, one evaporator and one internal condenser, wherein the latter is also referred to as an internal heat exchanger or heating heat exchanger. The ambient heat exchanger in the cooling module, also referred to as a cooler unit, is arranged in the front end, while the other two heat exchangers are arranged in the air-conditioning system here. In cooling mode, the ambient heat exchanger is generally used to dissipate heat into the ambient air, while the evaporator is used for heat absorption and therefore for cooling or dehumidifying the air in the vehicle interior and the internal condenser is not used at all.

In heating mode, the refrigerant valves are controlled in such a way that a refrigerant flow reversal takes place in the ambient heat exchanger and in the evaporator. The ambient heat exchanger is then used for heat absorption from the ambient air and the evaporator optionally for heat absorption or heat emission from/into the passenger compartment air, while the internal condenser is used for heat transfer into the passenger compartment air. An additional refrigerant/water heat exchanger, also referred to as a chiller, can be used both for active battery cooling and for heat recovery.

An air-conditioning system for a vehicle, as well as a process for climate control of a vehicle in this constellation is, for example, already known from DE 10 2011 109 055 A1.

Another system of similar nature that employs a refrigerant circuit of an air-conditioning system with heat pump and reheating functionality is also known from DE 10 2012 111 672 B4.

The heat pump systems as per the state of the art require a flow reversal of the refrigerant in the evaporator when switching over from heating mode to cooling mode. It is necessary for the refrigerant compressor to be stopped here. Switching the refrigerant compressor on and off can, together with the emptying and filling effects of the evaporator, lead to irritating noises in the vehicle interior. Added to this is the fact that either no cooling output or only greatly reduced cooling output is available to cool the passenger compartment air while switching over the operating mode, meaning that the temperature of the air exiting the vents inside the vehicle increases and, in the worst-case scenario, the windows can fog up due to a lack of dehumidifying.

A more complex coolant circuit is also required for heat pump systems as per the state of the art with just one chiller. The complexity has a negative impact on both costs and weight, as well as the installation space of the entire thermal system. It is also not possible to provide efficient battery heating via the refrigerant circuit.

The object of the invention therefore lies in provision of a refrigeration system and heat pump arrangement for battery-powered vehicles that does not require flow reversal in the evaporator when switching over operating modes and with which battery heating can be performed via the refrigerant circuit.

The object of the invention is resolved with a refrigeration system and heat pump arrangement, as well as processes with the characteristics as per the independent patent claims. Further embodiments are provided in the dependent patent claims.

The object of the invention is, in particular, resolved with a refrigeration system and heat pump arrangement for battery-powered vehicles that exhibits a refrigerant circuit which itself exhibits a compressor, an internal condenser, an expansion element upstream of an evaporator, as well as an external heat exchanger, an expansion element upstream of a battery chiller and an expansion element upstream of a drivetrain chiller.

The preferred embodiment contains an expansion element downstream of the internal condenser, wherein a bypass with an expansion element and the drivetrain chiller is arranged between the internal condenser and the compressor.

The heat pump arrangement also exhibits a coolant circuit that itself exhibits a coolant cooler and a battery heat exchanger with assigned coolant pump, as well as a drivetrain cooler with assigned refrigerant pump that is arranged in parallel with the battery heat exchanger. In addition, a battery cooling loop is provided with the battery heat exchanger, the coolant pump, a 3/2-way valve and the battery chiller on the coolant side. An electric drive cooling loop is also constructed with the drivetrain cooler, the coolant pump, a 3/2-way valve and the drivetrain chiller on the coolant side in such a way that the battery cooling loop and the electric drive cooling loop are independent of one another and can be operated independently of the coolant circuit as separate circuits in their own right.

The invention preferably also relates to a refrigeration system and heat pump arrangement for battery-powered vehicles, exhibiting a refrigerant circuit and a coolant circuit. The refrigerant circuit can be operated in cooling and heat pump mode and exhibits a compressor, an external heat exchanger and an evaporator, as well as an internal condenser arranged parallel to the external heat exchanger, as well as a battery chiller and drivetrain chiller arranged parallel to the evaporator. Downstream of the evaporator, a refrigerant line to the external heat exchanger with upstream expansion element is connected in heat pump mode and preferably runs via the battery chiller and then via the expansion element. In heat pump mode, the external heat exchanger operating as an evaporator is connected to the compressor on the suction side with another refrigerant line that can be shut off using a refrigerant valve. The two refrigerant lines ensure a constant flow direction of the refrigerant in the evaporator in both refrigeration system mode and heat pump mode, wherein a flow direction reversal of the refrigerant is performed in the external heat exchanger with heat absorption from the ambient air when operating in heat pump mode.

The refrigeration system and heat pump arrangement comprises a refrigerant circuit and a coolant circuit that is thermally coupled to it. The refrigerant circuit can be operated both in refrigeration system mode to provide cold air for the vehicle interior or battery/drivetrain cooling and in heat pump mode to provide heat for heating the vehicle interior.

In the sense of the invention, an internal condenser should be understood to be a heat exchanger that, within the motor vehicle's air-conditioning system, transfers heat to the airflow of the air-conditioning system for heating the vehicle interior. The external heat exchanger takes the form of a heat exchanger that absorbs heat from the ambient air as a radiator when the arrangement is used in heat pump mode or dissipates heat to the ambient air in refrigerant system mode.

A battery chiller is a heat exchanger that is integrated into the refrigerant circuit on one aide and into the coolant circuit on the other, wherein the battery chiller on the coolant side supplies the battery heat exchanger with cold and then emits heat on the refrigerant side.

The refrigerant collector is classed as an accumulator and can, if necessary, also be designed and operated as a separator for liquid refrigerant upstream of the compressor.

A bypass is understood to mean a refrigerant line that bypasses a component of the refrigerant circuit or directs a part of the refrigerant mass flow to the respective component in parallel.

The vehicle's coolant circuit is thermally coupled to the refrigerant circuit via the chillers and generally contains a water-glycol mix that, depending on the operating state of the entire system, acts as a coolant or also as a heat carrier.

The coolant cooler is a low-temperature radiator that dissipates heat into the ambient air. The battery heat exchanger absorbs waste heat from the battery in the coolant circuit and then dissipates it in order to facilitate optimum battery operation. The drivetrain cooler also absorbs heat from the components in the drivetrain in order to cool them. The components of the drivetrain are, for example, components that produce electronic waste heat, as well as the electric drive itself.

A reheat mode is understood to mean cooling of the air in the air-conditioning system for dehumidifying and subsequent heating of the air to a desired temperature before output into the vehicle interior. As such, cold for dehumidifying and heat for heating the air need to be provided by the refrigerant circuit and, where necessary, by the coolant circuit in the air-conditioning system at the same time.

Expansion elements are used in the refrigerant circuit to allow for changes in volume of the refrigerant. The expansion elements can be constructed as specially designed expansion valves, in particular as 3/2-way expansion valves, or also as refrigerant valves with expansion function.

The conceptual design of the invention focuses on use of a heat pump circuit that employs two refrigerant/coolant heat exchangers, so-called chillers, on the suction side in order to absorb evaporation heat from various coolant circuits.

The first refrigerant/coolant heat exchanger, the battery chiller, is primarily used for active cooling of the vehicle's battery, for example in the form of a high-voltage battery, when used in warm ambient temperatures. The coolant that flows between the battery heat exchanger and the battery chiller here is cooled to below ambient temperature by the absorption of evaporation heat.

Here, active cooling means that cold is made available by operating the refrigerant circuit in refrigeration system mode for cooling the battery and thereby that cooling to below ambient temperature is implemented.

The second refrigerant/coolant heat exchanger, the drivetrain chiller, is primarily used for heat recovery based on absorption of evaporation heat from the components of the electric drivetrain when operating in cold or very cold ambient temperatures with subsequent provision of this heat through the air-conditioning system for heating the vehicle interior.

By using two separate refrigerant/coolant heat exchangers, as well as connecting them in the refrigeration circuit, it is possible both to increase the functionality and efficiency of the thermal system in heating mode and reduce the complexity on the coolant side.

Various benefits are associated with this.

It leads to increased functionality in the sense that active cooling of the high-voltage battery, as well as use of the waste heat from electric drivetrain components are performed at the same time without any mixing of the coolant between these two coolant circuits taking place.

Increased efficiency is provided by the fact that vaporised and partially overheated refrigerant in the external heat exchanger can be routed directly to the refrigerant collector in heat pump mode via the bypass to the battery chiller. In this way, the drop in pressure on the refrigerant side in the suction line, caused by the low suction density of the refrigerant, is reduced to a minimum.

The reduced complexity on the coolant side is also worthy of note as a benefit. By using an additional refrigerant/coolant heat exchanger, the number of coolant valves is significantly reduced in comparison with a system that employs just one chiller.

The refrigeration system and heat pump arrangement is also characterised in that the heat for heating the vehicle interior is routed directly to the air that flows into the passenger compartment via the refrigerant/air heat exchanger located in the air-conditioning system, the internal condenser.

Following heat emission in the internal condenser, the refrigerant mass flow can also be split into two parallel flow paths.

The first path flows in the direction of the outer refrigerant/air heat exchanger, the external heat exchanger.

The second path flows in the direction of the second refrigerant/coolant heat exchanger, the drivetrain chiller. Both flow paths are merged again upstream of the refrigerant collector.

The bypass of the first 3/2-way expansion valve allows refrigerant to bypass the external heat exchanger in the direction of the evaporator and the first refrigerant/coolant heat exchanger, the battery chiller. The bypass of the second 3/2-way expansion valve allows refrigerant to bypass the first refrigerant/coolant heat exchanger, the battery chiller, in the direction of the refrigerant collector.

In the preferred embodiment, the expansion element is constructed as a 3/2-way expansion valve downstream of the internal condenser and upstream of the external heat exchanger.

The 3/2-way expansion valves used exhibit both an expansion function and a bypass function.

In a beneficial embodiment, an air-conditioning system with the internal condenser, an additional heater, as well as an evaporator with accompanying expansion element is provided in the refrigerant circuit, wherein the evaporator is arranged parallel to the battery chiller.

The additional heater is preferably constructed as an electric heater, for example a PTC heater.

The first 3/2-way expansion valve advantageously exhibits an expansion function in the flow path to the external heat exchanger and an unthrottled bypass function in the flow path to the bypass of the external heat exchanger.

The second 3/2-way expansion valve upstream of the battery chiller, on the other hand, exhibits an expansion function in the flow path to the battery chiller, while an unthrottled bypass function is provided in the flow path to the bypass of the battery chiller.

A battery heater is advantageously integrated in the battery heat exchanger that, depending on the operating mode, can be operated to achieve optimum operating conditions for the battery.

The drivetrain cooler is advantageously constructed for cooling the electrical and electronic components of the electric drivetrain. These for example include the inverter and the control electronics of the electric motor and the electromotive drive itself.

The heat pump arrangement also benefits from the fact that the external heat exchanger and the coolant cooler are constructed together in a single cooler unit, wherein the external heat exchanger is arranged upstream of the coolant cooler in the flow direction of the ambient air.

Alternatively, the external heat exchanger and the coolant cooler are advantageously combined in a cooler unit, wherein the external heat exchanger is arranged downstream of the coolant cooler in the flow direction of the ambient air.

Two separate coolant circuits are advantageously provided in the heat pump arrangement as one electric drive coolant circuit and one battery coolant circuit, wherein the coolant cooler is constructed as a 4-point low-temperature cooler and the coolant circuits are connected directly to the 4-point low-temperature cooler.

In a preferred embodiment, two separate coolant circuits are provided in the form of one electric drive coolant circuit and one battery coolant circuit with separate coolant coolers, wherein the coolant cooler for the battery coolant circuit is arranged upstream of the coolant cooler for the electric drive coolant circuit in the flow direction of the ambient air.

The object of the invention is also advantageously resolved through a process for operation of a heat pump arrangement, wherein the refrigerant does not transfer any heat to the air-conditioning system downstream of the compressor in the internal condenser for cooling, the 3/2-way expansion valve or the expansion element is flown through downstream of the internal condenser without any relaxation and heat is subsequently dissipated to the ambient air in the external heat exchanger under condensation. Following relaxation in the expansion element, a first partial mass flow is then evaporated in the evaporator of the air-conditioning system for cooling the air in the vehicle interior and a second partial mass flow is relaxed parallel to the first partial mass flow in the 3/2-way expansion valve and evaporated in the battery chiller for active cooling of the coolant circuit in the battery cooling loop. After this, the refrigerant vapour is routed from the evaporator and the battery chiller via the refrigerant collector to the compressor. The battery cooling loop is switched as a separate circuit with the battery chiller, the coolant pump and the 3/2-way valve, while the coolant circuit for passive cooling of the drivetrain cooler is switched with a further coolant pump and the coolant cooler as a circuit.

The process for operation of a heat pump arrangement for the purpose of reheating is advantageously characterised in that the refrigerant downstream of the compressor transfers heat to the air-conditioning system in the internal condenser. After this, the 3/2-way expansion valve or the expansion element is flown through either with relaxation of the refrigerant to a average pressure level or without relaxation, and heat from the ambient air is then absorbed or dissipated in the external heat exchanger, depending on the operating situation. The refrigerant is then relaxed to low pressure in the expansion element upstream of the evaporator and ultimately absorbs heat in the evaporator of the air-conditioning system for cooling the air in the vehicle interior and evaporates. As the circuit closes, the refrigerant vapour makes its way via the refrigerant collector to the compressor. Here, the coolant circuit with the battery chiller, the coolant pump and the 3/2-way valve and, in parallel to this, the drivetrain cooler, the coolant pump and the 3/2-way valve for passive cooling are all connected through the coolant cooler.

In an advantageous embodiment, a process for operation of a heat pump arrangement for heating is designed in such a way that the refrigerant downstream of the compressor transfers heat to the air-conditioning system in the internal condenser and a first partial mass flow then flows through the 3/2-way expansion valve or the expansion element with relaxation and absorbs heat from the ambient air in the external heat exchanger and then flows via the 3/2-way expansion valve and the bypass to the refrigerant collector and subsequently to the compressor. The second partial mass flow is routed upstream of the 3/2-way expansion valve or upstream of the expansion element via the bypass and the expansion element upstream of the drivetrain chiller and expanded. The refrigerant evaporates in the drivetrain chiller through absorption of heat from the electric drive cooling loop and the refrigerant vapour is routed via the refrigerant collector to the compressor. Here, the electric drive cooling loop is combined with the drivetrain cooler, the coolant pump, the 3/2-way valve and the drivetrain chiller for active cooling of the drivetrain cooler.

A bypass to the battery chiller with additional stop valve is preferably arranged in the battery cooling loop of the coolant circuit. The bypass forms a separate circuit with the battery heat exchanger and the coolant pump. Coolant can then flow through the battery heat exchanger in the small circuit without flowing through the battery chiller in order to secure even heat distribution in the battery and thereby protect the battery from local overheating.

An expansion element is advantageously positioned upstream of the battery chiller in the refrigerant circuit and, to avoid refrigerant migration into the battery chiller in heat pump mode, a refrigerant valve is positioned downstream of the battery chiller as a shut-off.

In the refrigerant circuit, an additional line is advantageously provided parallel to the external heat exchanger and to the internal condenser directly after the branch to the internal condenser. This line is equipped with a stop valve and facilitates serial flowing through of the internal condenser and external heat exchanger. When the stop valve in the line is open and the valves downstream of the compressor to the internal condenser are in their open position, first the internal condenser, then the line and finally the external heat exchanger are flown through in series.

R744 is preferably used as the refrigerant in the refrigerant circuit, although R1234yf, R134a, R404a, R600a, R290, R152a or R32, as well as mixes of these can also be used as the refrigerant.

Additional parallel and/or serial condensers or gas coolers are also advantageously provided, depending on the concrete application of the refrigerant circuit.

In particularly preferred embodiments, a refrigerant collector and/or an inner heat exchanger are arranged in the refrigerant circuit, for example for the refrigerant R744.

These are advantageously also designed as a single component here.

The object of the invention is also resolved through use of a process for operating a refrigeration system and heat pump arrangement in such a way that the compressor, the external heat exchanger, the expansion element and the battery chiller are activated in the circuit for active battery cooling when the evaporator is not active in refrigeration system mode and the respective refrigerant valves are configured accordingly.

The compressor, the external heat exchanger, the expansion element and the evaporator are advantageously connected in the circuit and flown through by refrigerant for cooling the air in the vehicle interior in refrigeration system mode.

In reheat mode, the compressor, the external heat exchanger, the expansion element and the evaporator, as well as in parallel the internal condenser and the expansion element, are preferably connected in the circuit.

In addition to the two aforementioned operating modes, the battery chiller with accompanying expansion element is connected in the circuit parallel to the evaporator for additional active battery cooling.

In heat pump mode, the compressor, the internal condenser and the evaporator with the expansion element are preferably flown through and alternatively, for active battery cooling, the battery chiller and the expansion element are connected to the external heat exchanger and/or for additional active drivetrain cooling the drivetrain chiller with accompanying expansion element is connected in the circuit parallel to the external heat exchanger.

In combined heat pump and reheat mode, the compressor, the internal condenser, the external heat exchanger with upstream expansion element and, parallel to the external heat exchanger, the evaporator are preferably connected in the circuit.

In combined heat pump and reheat mode, the compressor, the internal condenser and the external heat exchanger with upstream expansion element, as well as parallel to the external heat exchanger the evaporator and the drivetrain chiller with upstream expansion element are advantageously connected in the circuit.

According to another advantageous embodiment, the compressor, the internal condenser, as well as the evaporator with upstream expansion element and the drivetrain chiller with upstream expansion element are connected in the circuit in combined heat pump and reheat mode.

The aforementioned embodiment is advantageously supplemented by the battery chiller and the external heat exchanger with upstream expansion element also being connected in the circuit in combined heat pump and reheat mode.

Another alternative and advantageous embodiment in combined heat pump and reheat mode involves the compressor, the internal condenser, as well as the evaporator with upstream expansion element and the battery chiller and the external heat exchanger with upstream expansion element being connected in the circuit.

In heat pump mode, the compressor, the internal condenser, the evaporator, as well as the battery chiller and the external heat exchanger with upstream expansion element are connected in the circuit for battery heating.

The aforementioned embodiment of the process is advantageously extended by the drivetrain chiller with upstream expansion element also being connected in the circuit in heat pump mode for battery heating parallel to the external heat exchanger.

Various benefits can be achieved with the invention.

The complexity of the overall system is, for example, reduced through use of a second chiller. In addition to this, the passenger compartment air can be heated efficiently and powerfully via the evaporator.

The energy-efficient vehicle interior heating, vehicle interior cooling and vehicle interior dehumidifying are all particular benefits associated with the invention. In addition, energy-efficient battery heating can be performed with the invention.

Thanks to the unidirectional flow through the evaporator, it is possible to switch between all operating modes without stopping the refrigerant compressor. This leads to a lower noise level, which represents both a measurable and perceptible benefit, and allows greater passenger comfort to be achieved thanks to the constant temperatures of the air exiting the vents in the vehicle.

Due to the parallel division of the refrigerant downstream of the refrigerant/air heat exchanger that is located in the air conditioning unit, the internal condenser, as well as a partial mass flow through the second refrigerant/coolant heat exchanger, the drivetrain chiller, waste heat can be absorbed from the electric drivetrain both in reheat mode and in heating mode.

Irrespective of the use of waste heat from the electric drivetrain components, active cooling of the high-voltage battery can be performed without the coolant from these two circuits getting mixed together.

A key advantage of this circuit arrangement is the ability to use parallel heat absorption in heating mode. To this end, one part of the refrigerant mass flow is routed through the outer refrigerant/air heat exchanger, the external heat exchanger, while another part is routed through the second refrigerant/coolant heat exchanger, the drivetrain chiller. The total loss of pressure on the suction side of the refrigerant circuit is significantly minimised, as only a part of the refrigerant mass flow is routed through the respective heat exchangers, which results in high efficiency of the refrigerant circuit.

The splitting of the refrigerant mass flow between the two partial flows is adjusted steplessly between zero and one hundred percent by the expansion valves in the respective circuit, which secures a high degree of flexibility of the arrangement with regard to functionality.

Further details, features and benefits of embodiments of the invention result from the following description of embodiment examples with reference to the accompanying drawings. These display the following:

Fig. 1: Flow diagram of a heat pump arrangement with refrigerant circuit and coolant circuit,

Fig. 2a: 3/2-way expansion valve,

Fig. 2b: 3/2-way expansion valve configuration,

Fig. 3: Flow diagram of the heat pump arrangement in cooling mode,

Fig. 4: Heat pump arrangement in reheat mode,

Fig. 5: Heat pump arrangement in heating mode,

Fig. 6: Flow diagram of heat pump arrangement version with expansion element,

Fig. 7: Flow diagram of heat pump arrangement version with cooler unit,

Fig. 8: Flow diagram of heat pump arrangement with 4-point heat exchanger and

Fig. 9: Flow diagram of heat pump arrangement with separate coolant circuits,

Fig. 10: Flow circuit diagram of the refrigeration system and heat pump arrangement,

Figs. 11a and 11b: Flow circuit diagram and diagram of the operating mode for passive battery and/or drive cooling, as well as active battery cooling and optional passive drive cooling,

Figs. 12a and 12b: Flow circuit diagram and diagram of the operating mode for vehicle interior cooling/dehumidifying and optional passive battery and drive cooling,

Figs. 13a and 13b: Flow circuit diagram and diagram of the operating mode for vehicle interior cooling/dehumidifying, as well as active battery cooling and optional passive drive cooling,

Figs. 14a, 14b and 14c: Flow circuit diagram and diagram of the operating mode with reheat in A/C, as well as optional passive battery and drive cooling,

Figs. 15a, 15b and 15c: Flow circuit diagram and diagram of the operating mode for reheat in A/C with active battery cooling and optional passive drive cooling,

Figs. 16a, 16b and 16c: Flow circuit diagram and diagram of the operating mode for heating with heat absorption from the environment and optional passive battery and drive cooling,

Figs. 17a, 17b and 17c: Flow circuit diagram and diagram of the operating mode for heating with heat absorption from the environment, as well as active drive cooling (heat recovery) and optional passive battery cooling,

Figs. 18a, 18b and 18c: Flow circuit diagram and diagram of the operating mode for heating with active drive cooling (heat recovery) and optional passive battery cooling,

Figs. 19a, 19b and 19c: Flow circuit diagram and diagram of the operating mode for heating with reheat function, with heat absorption from the environment and optional passive battery and drive cooling,

Figs. 20a, 20b and 20c: Flow circuit diagram and diagram of the operating mode for heating with reheat function with heat absorption from the environment and active drive cooling (heat recovery), as well as optional passive battery cooling,

Figs. 21a, 21b and 21c: Flow circuit diagram and diagram of the operating mode for heating with reheat function and active drive cooling (heat recovery), as well as optional passive battery cooling,

Figs. 22a, 22b and 22c: Flow circuit diagram and diagram of the operating mode for heating with reheat function with heat absorption from the environment, as well as active drive (heat recovery) and battery cooling,

Figs. 23a, 23b and 23c: Flow circuit diagram and diagram of the operating mode for heating with reheat function with heat absorption from the environment, as well as active battery cooling and optional passive drive cooling,

Figs. 24a and 24b: Flow circuit diagram and diagram of the operating mode for battery heating with heat absorption from the environment and optional passive drive cooling,

Figs. 25a and 25b: Flow circuit diagram and diagram of the operating mode for heating and battery heating with heat absorption from the environment, as well as optional passive drive cooling (heat recovery),

Figs. 26a and 26b: Flow circuit diagram and diagram of the operating mode for heating and battery heating with heat absorption from the environment, as well as active drive cooling (heat recovery),

Fig. 27: Flow circuit diagram of the refrigeration system and heat pump arrangement with battery chiller bypass,

Fig. 28: Flow circuit diagram of the refrigeration system and heat pump arrangement with stop valve for battery chiller and

Fig. 29: Flow circuit diagram of the refrigeration system and heat pump arrangement with bypass for serial flow through internal condenser and external heat exchanger.

Fig. 1 shows the flow diagram of a heat pump arrangement. The heat pump arrangement essentially comprises a refrigerant circuit and a coolant circuit 17, which are thermally coupled to one another. The refrigerant circuit is shown as a double line, while the coolant circuit is shown as a continuous line.

The refrigerant circuit exhibits a compressor 1, in which the refrigerant vapour is compressed. The high-temperature refrigerant gas is then routed into the internal condenser 2, where it condenses at high pressure and releases heat. The heat is dissipated into the air to be heated, which flows through the air-conditioning system 7 to heat the motor vehicle's passenger compartment. In addition, the evaporator 5 with accompanying expansion valve 6 is arranged in the air-conditioning system 7. The air-conditioning system 7 is supplemented by a heater 24, which is provided as a high-voltage electric heater for the event that there is insufficient condensation heat available for supplementary or alternative heating of the vehicle interior.

The refrigerant flows downstream of the internal condenser 2 to the 3/2-way expansion valve 3. The 3/2-way expansion valve 3 has one input 3, as well as two

outputs

1 and 2.

The configuration of the 3/2-way expansion valve 3 is presented and described in Figs. 2a and 2b.

The refrigerant can flow from the input 3 to the output 2 and subsequently via the external heat exchanger 4 and a non-return valve 27 to the evaporator 5 and the upstream expansion valve 6. Downstream of the evaporator, the refrigerant flows via the non-return valve 28 to the refrigerant collector 10, the circuit is closed.

The refrigerant circuit is supplemented by a bypass 12, which branches off upstream of the 3/2-way expansion valve 3 and diverts a first partial mass flow of the refrigerant to the drivetrain chiller 15 and accompanying expansion valve 14, whereas the second partial mass flow flows to the 3/2-way expansion valve. Downstream of the drivetrain chiller 15, the refrigerant flows to the refrigerant collector 10.

A bypass function is integrated into the 3/2-way expansion valve 3 from the input 3 of the 3/2-way expansion valve 3 to the output 1. At the output 1, the refrigerant flows via the bypass 11, which is connected in parallel to the external heat exchanger 4, to the evaporator 5 with accompanying expansion element 6.

A 3/2-way expansion valve 8 is arranged parallel to the evaporator 5 in the same way as the 3/2-way expansion valve 3, from whose input 3 to the output 2 the refrigerant expands and can then flow via the battery chiller 9 to the refrigerant collector 10 and the compressor 1.

Alternatively to the flow via the battery chiller 9, the refrigerant flows from the input 3 of the 3/2-way expansion valve 8 to the output 1 and via the bypass 13, bypassing the battery chiller 9, to the refrigerant collector 10. The heat pump arrangement is supplemented by a coolant circuit 17, which is connected in parallel and exhibits a battery heat exchanger 19 and a drivetrain cooler 16. The coolant circuit 17 dissipates its heat into the ambient air 29 in the coolant cooler 18. The two heat exchangers that are constructed as radiators, the external heat exchanger 4 and the coolant cooler 18, are arranged together in the cooler unit 30 of the vehicle, wherein according to the embodiment shown the ambient air 29 first passes the external heat exchanger 4 and then the coolant cooler 18, which is also referred to as a low-temperature radiator.

The battery heat exchanger 19 is integrated into a battery cooling loop 22 that, alongside the battery heat exchanger 19, also exhibits a coolant pump 20, as well as a 3/2-way valve 25 and the battery chiller 9. The battery heat exchanger 19 has a battery heater 33 that can be operated instead of cooling as and when necessary in order to generate optimum operating conditions for the vehicle battery.

The coolant circuit 17 is also extended to include an electric drive cooling loop 23 that, alongside the drivetrain cooler 16, also exhibits a coolant pump 21, a 3/2-way valve 26 and the drivetrain chiller 15. The ability of the shown heat pump arrangement to split the refrigerant mass flow in the refrigerant circuit downstream of the internal condenser 2 into one refrigerant partial mass flow via the drivetrain chiller 15 and one further refrigerant partial mass flow via the battery chiller 9 should be particularly highlighted here.

Fig. 2a shows the 3/2-

way expansion valve

3 and 8 schematically. Fig. 2b shows the switching configuration in the operating positions I, II and III. The 3/2-

way expansion valves

3, 8 have three connections, each comprising one input 3 and two

outputs

1 and 2.

In switching position I, all three connections are closed and nothing flows through the 3/2-

way expansion valve

3 and 8.

In switching configuration II, refrigerant flows from the input 3 to the output 2, wherein in this mode of operation an expansion function all the way up to complete opening can be implemented with no loss of pressure, depending on the opening state.

In switching configuration III, the connection 2 is closed and the refrigerant flows from the input 3 to the output 1 in a bypass function with no loss of pressure. The refrigerant is routed via the output 1 to the

respective bypass

11, 13 as per Fig. 1 here.

Fig. 3 shows the heat pump arrangement as per Fig. 1 in cooling operating mode. The lines with no flow are shown as thin continuous lines. In this mode, the refrigerant flows downstream of the compressor 1 without any heat emission through the internal condenser 2 to the 3/2-way expansion valve 3 and there from the input 3 to the output 2 with the valve fully open and no expansion to the external heat exchanger 4 of the cooler unit 30. In the external heat exchanger 4, the hot refrigerant is cooled and condensed at high pressure by the ambient air 29. The liquefied refrigerant then flows via the non-return valve 27 to the expansion valve 6 with downstream evaporator 5 of the air-conditioning system 7. The liquid refrigerant evaporates in the evaporator 5 and the refrigerant vapour is routed first to the refrigerant collector 10 and then from there to the compressor 1.

The battery chiller 9 in the refrigerant circuit is connected in parallel to the evaporator 5, so that a refrigerant partial flow is expanded via the input 3 of the 3/2-way expansion valve 8 to the output 2 and then evaporates in the battery chiller 9 under heat absorption. The refrigerant vapour flows to the refrigerant collector 10 and then to the compressor 1. The battery chiller 9 operates as an evaporator and actively cools the battery cooling loop 22, while the battery heat exchanger 19 cools the vehicle battery. To maintain a circuit of the coolant, a coolant pump 20 is operated in the battery cooling loop 22, wherein the waste heat from the battery is absorbed by the battery heat exchanger 19 and fed via the battery cooling loop 22 to the battery chiller 9, where it is absorbed by the refrigerant under evaporation and routed as refrigerant vapour to the refrigerant collector 10 and then to the compressor 1.

The coolant circuit 17 passively cools the coolant in the coolant cooler 18, which is circulated in the circuit and absorbs heat in the drivetrain cooler 16. The absorbed heat comprises the waste heat from the drivetrain, as well as the waste heat from the electric and electronic components of the drivetrain. The coolant circuit 17 is connected via a coolant pump 21 and a correspondingly configured 3/2-way valve 26.

Fig. 4 shows the reheat mode of the heat pump arrangement as per Fig. 1. A reheat mode is understood to mean cooling of the air in the air-conditioning system for dehumidifying and subsequent heating of the air to a desired temperature before output into the vehicle interior. As such, cold for dehumidifying and heat for heating the air need to be provided by the refrigerant circuit in the air-conditioning system 7 at the same time. The compressor 1 compresses and heats up the refrigerant vapour, which then condenses in the internal condenser 2 and gives off heat for heating the air in the air-conditioning system 7. The refrigerant then flows via the 3/2-way expansion valve 3 from its input 3 to the output 2, wherein the expansion function relaxes the refrigerant to an average pressure so that the refrigerant can absorb heat in the external heat exchanger 4. The refrigerant is then routed to the expansion element 6 and to the evaporator 5 of the air-conditioning system 7. Following relaxation to low pressure and evaporation of the refrigerant, the cold is used for dehumidifying the air flow in the air-conditioning system 7. The refrigerant vapour is then routed to the refrigerant collector 10 and to the compressor 1.

The coolant circuit 17 is connected to the battery heat exchanger 19 and the drivetrain cooler 16, which are connected in parallel and absorb heat from the battery and the electric drivetrain accordingly. With corresponding configuration of the 3/2-

way valves

25 and 26, the coolant pumps 20 and 21 both pump the coolant through the coolant cooler 18, in which the heat is passively dissipated into the ambient air 29.

Fig. 5 shows the heating operating mode of the heat pump arrangement as per Fig. 1, wherein in a particularly beneficial way the refrigerant is first compressed in the compressor 1 and then condensed in the internal condenser 2 under heat emission. Insofar as the emitted heat requires further heating in the air flow inside the air-conditioning system 7, the heater 24 is also engaged. The refrigerant mass flow is then routed with a partial flow to the 3/2-way expansion valve 3, where it makes its way from the input 3, with throttling to low pressure, to the output 2 and then to the external heat exchanger 4, which is engaged in this operating mode as an evaporator for absorption of heat from the ambient air 29. The refrigerant vapour from the external heat exchanger 4 is ultimately routed to the 3/2-way expansion valve 8 and from its input 3 to the output 1 via the bypass 13 to the refrigerant collector 10 and compressor 1. The second refrigerant partial flow is branched off upstream of the 3/2-way expansion valve 3 via the bypass 12 to the expansion valve 14 of the drivetrain chiller 15, where the refrigerant absorbs evaporation heat from the electric drive cooling loop 23. The waste heat from the drivetrain cooler 16 is routed to the drivetrain chiller 15 accordingly within the electric drive cooling loop 23 using the coolant pump 21 and the 3/2-way valve 26. In heating mode, ambient heat is made available via the external heat exchanger 4 and waste heat from the drivetrain is made available via the drivetrain cooler 16 and the drivetrain chiller 15 in the internal condenser 2 for heating the air in the vehicle interior.

In the embodiment of the process as per Fig. 5, no heat is taken from the HV battery in heating mode, as the refrigerant arriving from the external heat exchanger 4 is routed through the bypass 13 of the second 3/2-way expansion valve 8 to the refrigerant collector 10. However, the coolant pump 20 of the battery cooling loop 22 is still advantageously operated in order to maintain a minimum coolant volume flow via the battery heat exchanger 19. This is important in order to protect the HV battery from thermal damage caused by so-called local hotspots in the battery cells. The heat fed from the HV battery into the battery cooling loop 22 is also buffered here and additionally serves to equalise the temperature of the battery cells.

In the operating modes described above, the refrigerant is routed via the internal condenser 2 without heat emission in the cooling operating mode and the entire deheating or condensation heat of the refrigerant is dissipated into the ambient air 29 exclusively in the external heat exchanger 4. Depending on cooling requirements, the refrigerant is relaxed in the evaporator 5 and/or in the battery chiller 9 and absorbs evaporation heat from the air flowing into the vehicle interior and/or heat from the coolant flowing through the battery heat exchanger 19 and thereby cools the air or the coolant to a desired temperature below ambient temperature. The high-voltage battery is actively cooled via the cold circuit here, while the electric drivetrain components are cooled via the low-temperature cooler, the coolant cooler 18.

In the reheat operating mode, the air that is cooled and dehumidified via the evaporator 5 is heated via the internal condenser 2 to a necessary temperature, wherein the refrigerant is relaxed to an average pressure when flowing through the 3/2-way expansion valve 3 to the external heat exchanger 4. By settling at a normal pressure level, the volume of useful and superfluous recovered or condensation heat of the refrigerant is varied between the internal condenser 2 and the external heat exchanger 4. Depending on heating requirements, the 3/2-way expansion valve 3 can be closed so far during expansion that the external heat exchanger 4 can absorb evaporation heat from the ambient air 29 instead of dissipating heat into the ambient air 29. The transition from condenser operation to evaporator operation takes place here. Depending on cooling n, the high-voltage battery can be passively cooled via the low-temperature cooler, the coolant cooler 18, together with the electric drivetrain components.

In heating operating mode, the air flowing into the vehicle interior is heated to a necessary temperature via the internal condenser 2. Following heat emission in the internal condenser 2, a first part of the refrigerant mass flow is routed through the external heat exchanger 4, while a second part is routed through the drivetrain chiller 15. The splitting of the refrigerant mass flow between the two passages is adjusted steplessly between zero and one hundred percent by the respective expansion valves in the corresponding passages. To keep the refrigerant-related loss of pressure on the suction side as low as possible, the refrigerant that is evaporated in the external heat exchanger 4 and partially overheated is routed through the bypass 13 of the second 3/2-way expansion valve 8 to the refrigerant collector 10. To increase the efficiency and performance of the system, any waste heat is either stored in the system or absorbed in the drivetrain chiller 15 as evaporation heat.

Fig. 6 shows a flow diagram of a heat pump arrangement in which an expansion element 34 without a bypass of the external heat exchanger 4 is constructed instead of the 3/2-way expansion valve 3. Since there is then no bypass, the associated non-return valve can also be removed. The other components are identical to the embodiment of the heat pump arrangement shown in Fig. 1.

Fig. 7 shows a flow diagram of a heat pump arrangement in which the arrangement of the external heat exchanger 4 and the coolant cooler 18 in the cooler unit 30 have been swapped in comparison with the embodiment as per Fig. 1. In the example embodiment shown, the ambient air 29 first flows through the coolant cooler 18 and then through the external heat exchanger 4 in the flow direction of the ambient air 29. The other components correspond to those of the heat pump arrangement that are shown and described in Fig. 1.

Fig. 8 shows a flow diagram of a heat pump arrangement with a special coolant cooler 18, which is also referred to as a low-temperature radiator. With this version, a so-called 4-point low-temperature cooler is used instead of the low-temperature radiator and has at least two input connections and two output connections. The coolant from the respective cooling circuits is therefore connected to the cooler via separate hoses. Depending on the position of the input and output connections, the coolant from the two coolant circuits can be partially mixed. In the embodiment shown, on the other hand, the coolant cooler 18 comes first in the flow direction of the ambient air 29. The coolant circuits are shown as a continuous line for implementation as an electric drive coolant circuit 31 in combination with the 4-point low-temperature cooler and as a broken line for the battery coolant circuit 32, leading directly to the coolant cooler 18. All other components correspond to the embodiment shown in Fig. 1.

Fig. 9 then ultimately shows an embodiment of a heat pump arrangement in which a separate cooler is used for each cooling circuit. The two

coolant cooling circuits

31, 32 are completely isolated from one another here, meaning that no mixing of the coolant takes place at any time. The coolant cooler 18 that is responsible for the battery coolant circuit 32 comes first and the coolant cooler 18 that is responsible for the electric drive coolant circuit 31 comes last in the flow direction of the ambient air 29. The low-temperature radiator 18 of the battery cooling circuit 32 is therefore arranged first in the cooler unit 30, followed by the external heat exchanger 4 of the refrigerant circuit and ultimately the coolant cooler 18 of the electric drive coolant circuit 31.

Fig. 10 shows a flow circuit diagram of a refrigeration system and heat pump arrangement with a refrigerant circuit 35, comprising: a compressor 1 for the refrigerant, an ambient heat exchanger 4, an internal condenser 2, an evaporator 5, a battery chiller 9, a drivetrain chiller 15, an accumulator 10 and an inner heat exchanger 36. The accumulator 10 and the inner heat exchanger 36 are preferably combined in a single component. Refrigerant valves 110 to 117 are also provided. It must be possible to close off all valves completely. The valves, in

particular valves

110, 111, 112, 113, 6, 8, 117 yet not the expansion valve 14, should have as large an opening cross-section as possible, so that the pressure loss in minimal when fully open.

It is particularly important for the

valves

113, 6, 8, 14 to exhibit an expansion function in order to regulate the refrigerant mass flow and relax it from a high to a low pressure level. All valves should preferably facilitate a continuous change in cross-section between completely open and completely closed.

The coolant circuit 17 exhibits a low-temperature radiator 18, a battery heat exchanger 19, as well as further components that are cooled by coolant. The components that are cooled by coolant can, for example, include the electric drive motor, the power electronics, the voltage transformer, the rapid charging device and others. These are all cooled together by a drivetrain cooler 16. In addition to this, the following are also provided: coolant pumps 20, 21, as well as 3/2-

way valves

25 and 26 and a non-return valve 27, optionally a stop valve.

Fig. 10 also shows the air flow volume of the ambient air 29 as an arrow above the ambient heat exchanger 4 and the low-temperature radiator 18, as well as the air flow volume 37 of the air for the vehicle interior above the evaporator 5, the internal condenser 2 and the high-voltage (optionally low-voltage) air heater as a heating device 24.

The Figs. in the following show the refrigeration system and heat pump arrangement as per Fig. 10 in various operating modes. To this end, the flow diagram as per Fig. 10 is supplemented in the depictions of the Figs. with the extension a to include status points of the refrigerant as numbers in a circle that are each shown as log P-h diagrams of the operating mode in the Figs. with the extensions b and c. In the log P-h diagrams, the respective status points are stated in the qualitative depiction of the circular process corresponding to the flow diagram.

Figs. 11a and 11b show the flow circuit diagram and the diagram of the operating mode for passive battery and/or drive cooling, as well as active battery cooling and optional passive drive cooling. The log P-h diagram provides an example of supercritical operation, for example with the refrigerant R744.

The passive battery and/or drive cooling mode is characterised as follows:

- 3/2-way valve 25 closed in the direction of the battery chiller 9 or open in the direction of the low-temperature radiator 18,

- 3/2-way valve 26 closed in the direction of the drivetrain chiller 15 or open in the direction of the low-temperature radiator 18,

- Coolant pumps 20, 21 regulated on the basis of the component temperature,

- Waste heat from the battery heat exchanger 19 and further components that are cooled by coolant, cumulated as a drivetrain cooler 16, is transferred to the air flow volume of the ambient air 29 in the low-temperature radiator 18.

This mode can be operated when the refrigerant circuit 35 is inactive.

The operating mode for active battery cooling and optional passive drive cooling is characterised as follows:

Coolant circuit:

- Coolant pumps 20, 21 regulated on the basis of the component temperature,

- Waste heat from the drivetrain cooler 16 is transferred to the air flow volume of the ambient air 29 in the low-temperature radiator 18,

- Waste heat from the battery is transferred to the refrigerant circuit 35 in the battery chiller 9.

Refrigerant circuit:

-

Refrigerant valves

111, 112, 113, 6, 14 completely closed,

-

Refrigerant valves

110, 117 completely open,

- Refrigerant valve 8 is operated as an expansion element in order to throttle the refrigerant mass flow,

- Heat from the battery chiller 9 and refrigerant compressor 1 is transferred to the air flow volume of the ambient air 29 via the external heat exchanger 4.

Figs. 12a and 12b show the operating mode for vehicle interior cooling/dehumidifying and optional passive battery and drive cooling. The coolant circuit and the refrigerant circuit are configured as follows here:

Coolant circuit:

- Coolant pumps 20, 21 regulated on the basis of the component temperature,

- Waste heat from the battery heat exchanger 19 and drivetrain cooler 16 is transferred to the air flow volume of the ambient air 29 in the low-temperature radiator 18.

Refrigerant circuit:

-

Refrigerant valves

111, 112, 113, 8, 14 completely closed,

-

Refrigerant valves

110, 117 completely open,

- Refrigerant valve 6 is operated as an expansion element in order to throttle the refrigerant mass flow,

- Heat from the evaporator 5 and refrigerant compressor 1 is transferred to the air flow volume of the ambient air 29 via the external heat exchanger 4.

Figs. 13a and 13b show the operating mode for vehicle interior cooling/dehumidifying, as well as active battery cooling and optional passive drive cooling. The coolant circuit and the refrigerant circuit are configured as follows here:

Coolant circuit:

- Coolant pumps 20, 21 regulated on the basis of the component temperature,

Refrigerant circuit:

-

Refrigerant valves

111, 112, 113, 14 completely closed,

-

Refrigerant valves

110, 117 completely open,

-

Refrigerant valves

6,8 are operated as an expansion element in order to throttle the refrigerant mass flow,

- Heat from the evaporator 5, battery chiller 9 and refrigerant compressor 1 is transferred to the air flow volume of the ambient air 29 via the external heat exchanger 4.

Figs. 14a, 14b and 14c show the operating mode for reheat in A/C and optional passive battery and drive cooling. Fig. 14b shows the log P-h diagram for an example of supercritical operation with low reheating requirement, while Fig. 14c shows the log P-h diagram for an example of supercritical operation with high reheating requirement. The coolant circuit and the refrigerant circuit are configured as follows here:

Coolant circuit:

- Coolant pumps 20, 21 regulated on the basis of the component temperature,

Refrigerant circuit:

-

Refrigerant valves

112, 8, 14 completely closed,

- Refrigerant valve 117 completely open,

-

Refrigerant valves

113, 6 are operated as an expansion element in order to throttle the refrigerant mass flow,

-

Refrigerant valves

110, 111 are operated as an expansion element or are alternatively completely open,

- Heat from the evaporator 5 and refrigerant compressor 1 is transferred to the air flow volume 37 via the internal condenser 2,

- Surplus heat is transferred to the air flow volume of the ambient air 29 via the external heat exchanger 4.

Figs. 15a, 15b and 15c show the operating mode for reheat in A/C with active battery cooling and optional passive drive cooling. Fig. 15b shows the log P-h diagram for an example of supercritical operation with low reheating requirement, while Fig. 15c shows the log P-h diagram for an example of supercritical operation with high reheating requirement. The coolant circuit and the refrigerant circuit are configured as follows here:

Coolant circuit:

- Coolant pumps 20, 21 regulated on the basis of the component temperature,

Refrigerant circuit:

-

Refrigerant valves

112, 14 completely closed,

- Refrigerant valve 117 completely open,

-

Refrigerant valves

113, 6, 8 are operated as an expansion element in order to throttle the refrigerant mass flow,

-

Refrigerant valves

- Heat from the evaporator 5, battery chiller 9 and refrigerant compressor 1 is transferred to the air flow volume 37 via the internal condenser 2. Surplus heat is transferred to the air flow volume of the ambient air 29 via the external heat exchanger 4.

Figs. 16a, 16b and 16c show the operating mode for heating with heat absorption from the environment with optional passive battery and drive cooling. Fig. 16b shows the log P-h diagram for an example of supercritical operation with high heating requirement and high discharge temperature, while Fig. 16c shows the log P-h diagram for an example of supercritical operation with low heating requirement and high discharge temperature. The coolant circuit and the refrigerant circuit are configured as follows here:

Coolant circuit:

- Coolant pumps 20, 21 regulated on the basis of the component temperature,

Refrigerant circuit:

-

Refrigerant valves

110, 6, 14, 117 completely closed,

-

Refrigerant valves

111, 112 completely open,

- Refrigerant valve 113 is operated as an expansion element or is alternatively completely open,

- Heat from the external heat exchanger 4 and the refrigerant compressor 1 is transferred to the air flow volume 37 via the internal condenser 2 and evaporator 5.

Figs. 17a, 17b and 17c show the operating mode for heating with heat absorption from the environment and active drive cooling (heat recovery), as well as optional passive battery cooling. Fig. 17b shows the log P-h diagram for an example of supercritical operation with high heating requirement and high discharge temperature, while Fig. 17c shows the log P-h diagram for an example of supercritical operation with low heating requirement and high discharge temperature. The coolant circuit and the refrigerant circuit are configured as follows here:

Coolant circuit:

- 3/2-way valve 26 open in the direction of the drivetrain chiller 15 or closed in the direction of the low-temperature radiator 18,

- Coolant pumps 20, 21 regulated on the basis of the component temperature,

- Waste heat from the battery heat exchanger 19 is transferred to the air flow volume of the ambient air 29 in the low-temperature radiator 18,

- Heat from the drivetrain cooler 16 is transferred to the refrigerant circuit 35 in the drivetrain chiller 15.

Refrigerant circuit:

-

Refrigerant valves

110, 6, 117 completely closed,

-

Refrigerant valves

111, 112 completely open,

-

Refrigerant valves

8, 14 are operated as an expansion element in order to throttle the refrigerant mass flow,

- Heat from the external heat exchanger 4, drivetrain chiller 15 and refrigerant compressor 1 is transferred to the air flow volume 37 for the vehicle interior via the internal condenser 2 and the evaporator 5.

Figs. 18a, 18b and 18c show the operating mode for heating with active drive cooling (heat recovery) and optional passive battery cooling. Fig. 18b shows the log P-h diagram for an example of supercritical operation with high heating requirement and high discharge temperature, while Fig. 18c shows the log P-h diagram for an example of supercritical operation with low heating requirement and high discharge temperature. The coolant circuit and the refrigerant circuit are configured as follows here:

Coolant circuit:

- 3/2-way valve 26 open in the direction of the drivetrain chiller 15 or closed in the direction of the low-temperature radiator 18. Optionally, the 3/2-way valve can split the volume flow between the drivetrain chiller 15 and the low-temperature radiator 18.

- Coolant pumps 20, 21 regulated on the basis of the component temperature,

- Waste heat from the battery heat exchanger 19 (optionally also from other components that are cooled by coolant 16) is transferred to the air flow volume of the ambient air 29 in the low-temperature radiator 18,

Refrigerant circuit:

-

Refrigerant valves

110, 112, 6, 8, 117 completely closed,

- Refrigerant valve 111 completely open,

- Refrigerant valve 14 is operated as an expansion element in order to throttle the refrigerant mass flow,

- Heat from the external heat exchanger 4, drivetrain chiller 15 and refrigerant compressor 1 is transferred to the air flow volume 37 via the internal condenser 2 and evaporator 5.

Figs. 19a, 19b and 19c show the operating mode for heating with reheat function with heat absorption from the environment, as well as optional passive battery and drive cooling. Fig. 19b shows the log P-h diagram for an example of supercritical operation with low heat absorption from the ambient air, while Fig. 19c shows the log P-h diagram for an example of supercritical operation with high heat absorption from the ambient air. The coolant circuit and the refrigerant circuit are configured as follows here:

Coolant circuit:

- Coolant pumps 20, 21 regulated on the basis of the component temperature,

- Waste heat from the battery heat exchanger 19 and the drivetrain cooler 16 is transferred to the air flow volume of the ambient air 29 in the low-temperature radiator 18.

Refrigerant circuit:

-

Refrigerant valves

110, 8, 14 completely closed,

-

Refrigerant valves

111, 112 completely open,

- Refrigerant valve 113 is operated as an expansion element in order to throttle the refrigerant mass flow,

-

Refrigerant valve

6, 117 is operated as an expansion element or is alternatively completely open,

- Heat from the external heat exchanger 4, the evaporator 5 and the refrigerant compressor 1 is transferred to the air flow volume 37 via the internal condenser 2.

Figs. 20a, 20b and 20c show the operating mode for heating with reheat function with heat absorption from the environment and active drive cooling (heat recovery), as well as optional passive battery cooling. Fig. 20b shows the log P-h diagram for an example of supercritical operation with low heat absorption from the ambient air and further components that are cooled by coolant (heat recovery), while Fig. 20c shows the log P-h diagram for an example of supercritical operation with high heat absorption from the ambient air and further components that are cooled by coolant (heat recovery). The coolant circuit and the refrigerant circuit are configured as follows here:

Coolant circuit:

- Coolant pumps 20, 21 regulated on the basis of the component temperature,

Refrigerant circuit:

-

Refrigerant valves

110, 8, 117 completely closed,

-

Refrigerant valves

111, 112 completely open,

-

Refrigerant valves

6, 14 are operated as an expansion element or are alternatively completely open,

- Heat from the external heat exchanger 4, the evaporator 5, the drivetrain chiller 15 and the refrigerant compressor 1 is transferred to the air flow volume 37 for the vehicle interior via the internal condenser 2.

Figs. 21a, 21b and 21c show the operating mode for heating with reheat function and active drive cooling (heat recovery), as well as optional passive battery cooling. Fig. 21b shows the log P-h diagram for an example of supercritical operation with low heat absorption from further components that are cooled by coolant (heat recovery), while Fig. 21c shows the log P-h diagram for an example of supercritical operation with high heat absorption from further components that are cooled by coolant (heat recovery). The coolant circuit and the refrigerant circuit are configured as follows here:

Coolant circuit:

- Coolant pumps 20, 21 regulated on the basis of the component temperature,

Refrigerant circuit:

-

Refrigerant valves

110, 112, 6, 8, 117 completely closed,

- Refrigerant valve 111 completely open,

- Refrigerant valve 14 is operated as an expansion element or is alternatively completely open,

- Heat from the evaporator 5, the drivetrain chiller 15 and the refrigerant compressor 1 is transferred to the air flow volume 37 via the internal condenser 2.

Figs. 22a, 22b and 22c show the operating mode for heating with reheat function with heat absorption from the environment, active drive cooling (heat recovery) and battery cooling. Fig. 22b shows the log P-h diagram for an example of supercritical operation with low heat absorption from the environment, the battery and further components that are cooled by coolant (heat recovery), while Fig. 22c shows the log P-h diagram for an example of supercritical operation with high heat absorption from the environment, the battery and further components that are cooled by coolant (heat recovery). The coolant circuit and the refrigerant circuit are configured as follows here:

Coolant circuit:

- Coolant pumps 20, 21 regulated on the basis of the component temperature,

- Waste heat from the battery heat exchanger 19 is transferred to the refrigerant circuit 35 in the battery chiller 9,

Refrigerant circuit:

-

Refrigerant valves

110, 6, 117 completely closed,

-

Refrigerant valves

111, 112 completely open,

-

Refrigerant valves

8, 14 are operated as an expansion element or are alternatively completely open,

- Heat from the external heat exchanger 4, the evaporator 5, the battery chiller 9, the drivetrain chiller 15 and the refrigerant compressor 1 is transferred to the air flow volume 37 via the internal condenser 2.

Figs. 23a, 23b and 23c show the operating mode for heating with reheat function with heat absorption from the environment, active battery cooling and optional passive drivetrain cooling. Fig. 23b shows the log P-h diagram for an example of supercritical operation with low heat absorption from the environment, while Fig. 23c shows the log P-h diagram for an example of supercritical operation with high heat absorption from the environment. The coolant circuit and the refrigerant circuit are configured as follows here:

Coolant circuit:

- Coolant pumps 20, 21 regulated on the basis of the component temperature,

- Waste heat from the drivetrain cooler 16 is transferred to the air flow volume of the ambient air 29 in the low-temperature radiator 18.

Refrigerant circuit:

-

Refrigerant valves

110, 6, 14, 117 completely closed,

-

Refrigerant valves

111, 112 completely open,

- Refrigerant valve 8 is operated as an expansion element or is alternatively completely open,

- Heat from the external heat exchanger 4, the evaporator 5, the battery chiller 9 and the refrigerant compressor 1 is transferred to the air flow volume 37 via the internal condenser 2.

Figs. 24a and 24b show the operating mode for battery heating with heat absorption from the environment and optional passive drive cooling. Fig. 24b shows the log P-h diagram for an example of supercritical operation. The coolant circuit and the refrigerant circuit are configured as follows here:

Coolant circuit:

- Coolant pumps 20, 21 regulated on the basis of the component temperature,

- Heat from the refrigerant circuit 35 is transferred to the battery heat exchanger 19 in the battery chiller 9,

- No air flow volume 37 into the vehicle interior.

Refrigerant circuit:

-

Refrigerant valves

110, 6, 14, 117 completely closed,

-

Refrigerant valves

111, 112, 113 completely open,

- Heat from the external heat exchanger 4 and the refrigerant compressor 1 is transferred to the battery heat exchanger 19 via the battery chiller 9.

Figs. 25a and 25b show the operating mode for heating and battery heating with heat absorption from the environment and optional passive drive cooling (heat recovery). Fig. 25b shows the log P-h diagram for an example of supercritical operation. The coolant circuit and the refrigerant circuit are configured as follows here:

Coolant circuit:

- Coolant pumps 20, 21 regulated on the basis of the component temperature,

Refrigerant circuit:

-

Refrigerant valves

110, 6, 14, 117 completely closed,

-

Refrigerant valves

111, 112, 113 completely open,

- Heat from the external heat exchanger 4 and the refrigerant compressor 1 is transferred to the battery heat exchanger 19 via the battery chiller 9 and to the air flow volume 37 via the internal condenser 2 and the evaporator 5.

Figs. 26a and 26b show the operating mode for heating and battery heating with heat absorption from the environment, as well as active drive cooling (heat recovery). Fig. 26b shows the log P-h diagram for an example of supercritical operation. The coolant circuit and the refrigerant circuit are configured as follows here:

Coolant circuit:

- Coolant pumps 20, 21 regulated on the basis of the component temperature,

Refrigerant circuit:

-

Refrigerant valves

110, 6, 117 completely closed,

-

Refrigerant valves

111, 112, 113 completely open,

-

Refrigerant valves

- Heat from the external heat exchanger 4, the drivetrain chiller (heat recovery chiller) 15 and the refrigerant compressor 1 is transferred to the battery heat exchanger 19 via the battery chiller 9 and to the air flow volume 37 via the internal condenser 2 and the evaporator 5.

For all operating modes shown in Figs. 2 to 17, the heater 24 can additionally heat the air flow volume 37 for the vehicle interior.

Fig. 27 shows an alternative embodiment of the cooling systems and heat pump arrangement as per Fig. 10. An additional stop valve 38 is included in the coolant circuit here. If any flow through the battery chiller 9 needs to be avoided, particularly during heating, the waste heat from the battery cannot be transferred to the air flow volume of the ambient air 29. However, there should be a continuous flow through the battery cooler, the battery heat exchanger 19, for better temperature distribution here. This provides an additional battery bypass that is closed off or activated by the stop valve 38. The 3/2-way valve 25 is then completely closed, while the stop valve 38 is completely open and the pump 20 circulates the coolant based on the temperature of the battery. Alternatively, the

valves

25, 38 can be combined in a single 4/3-way valve.

Fig. 28 shows another alternative embodiment of the cooling systems and heat pump arrangement as per Fig. 10. An additional refrigerant valve 118 is provided downstream of the battery chiller 9 here, specifically to prevent any flow through the battery chiller 9 and thereby any refrigerant migration into this when using heating operating mode.

This arrangement offers the additional advantage that the battery chiller 9 can be operated at a lower pressure/temperature level than the evaporator 5 in heating mode, so that any unwanted heat transfer to the coolant in the battery chiller 9 can be prevented. Accordingly, no additional bypass, as shown in Fig. 18, is required.

Fig. 29 shows an extended version of the refrigeration system and heat pump arrangement as per Fig. 10 with an additional section of a refrigerant line with accompanying refrigerant valve 119 that is integrated into the refrigeration system and heat pump arrangement. In the reheat modes, serial flow through the internal condenser 2 and the external heat exchanger 4 is then possible. This can simplify the control behaviour of the entire system significantly.

The refrigerant circuit has in particular been designed for use with the refrigerant R744, although it can also be used with other refrigerants, specifically also subcritical refrigerants such as R1234yf, R134a, R404a, R600a, R290, R152a, R32, as well as mixes of these.

The refrigerant circuit 35 can include additional parallel and/or serial condensers/gas coolers and/or evaporators and/or expansion elements. The inner heat exchanger 36 can be omitted when using certain refrigerants.

The preferred embodiment is for the inner heat exchanger 36 and the accumulator 10 to be constructed as a single component.

Claims

Refrigeration system and heat pump arrangement for battery-powered vehicles,

- exhibiting a refrigerant circuit with a compressor (1), an internal condenser (2), an expansion element (6), an evaporator (5), an external heat exchanger (4), as well as an expansion element (8), a battery chiller (9), an expansion element (14) and a drivetrain chiller (15),

- exhibiting a coolant circuit (17) with a coolant cooler (18) and a battery heat exchanger (19) with assigned refrigerant pump (20), as well as a drivetrain cooler (16) arranged parallel to the battery heat exchanger (19) with assigned refrigerant pump (21), wherein

- a battery cooling loop (22) with the battery heat exchanger (19), the coolant pump (20), a 3/2-way valve (25) and the battery chiller (9) is provided on the coolant side and

- an electric drive cooling loop (23) with the drivetrain cooler (16), the coolant pump (21), a 3/2-way valve (26) and the drivetrain chiller (15) is provided on the coolant side in such a way that

- the battery cooling loop (22) and the electric drive cooling loop (23) can be operated as separate circuits independently of one another and independently of the coolant circuit (17).
Refrigeration system and heat pump arrangement according to claim 1, characterised in that an expansion element (3, 34) is provided downstream of the internal condenser (2) and that a bypass (12) is formed with the expansion element (14) and the drivetrain chiller (15) between the internal condenser (2) and the expansion element (3, 34) to the compressor (1).
Refrigeration system and heat pump arrangement according to claim 1 or 2, characterised in that the expansion element (34) is constructed as a 3/2-way expansion valve (3) and the 3/2-way expansion valves (3, 8) are constructed with an expansion function and a bypass function.
Refrigeration system and heat pump arrangement according to one of the claims 1 to 3, characterised in that an air-conditioning system (7) is constructed with the internal condenser (2), a heater (24), as well as the evaporator (5) with accompanying expansion element (6) in the refrigerant circuit, wherein the evaporator (5) is arranged parallel to the battery chiller (9).
Refrigeration system and heat pump arrangement according to one of the claims 1 to 4, characterised in that the 3/2-way expansion valve (3) exhibits an expansion function to the external heat exchanger (4) and a bypass function with bypass (11) to the external heat exchanger (4).
Refrigeration system and heat pump arrangement according to one of the claims 1 to 4, characterised in that the 3/2-way expansion valve (8) exhibits an expansion function to the battery chiller (9) and a bypass function with bypass (13) to the battery chiller (9).
Refrigeration system and heat pump arrangement according to one of the claims 1 to 6, characterised in that a battery heater is integrated in the battery heat exchanger (19).
Refrigeration system and heat pump arrangement according to one of the claims 1 to 7, characterised in that the drivetrain cooler (16) is provided to cool the electrical and electronic components of the electric drivetrain.
Refrigeration system and heat pump arrangement according to one of the claims 1 to 8, characterised in that the external heat exchanger (4) and the coolant cooler (18) are combined to create a single cooler unit (30), wherein the external heat exchanger (4) is arranged upstream of the coolant cooler (18) in the flow direction of the ambient air (29).
Refrigeration system and heat pump arrangement according to one of the claims 1 to 8, characterised in that the external heat exchanger (4) and the coolant cooler (18) are combined to create a single cooler unit (30), wherein the external heat exchanger (4) is arranged downstream of the coolant cooler (18) in the flow direction of the ambient air (29).
Refrigeration system and heat pump arrangement according to one of the claims 1 to 10, characterised in that two separate coolant circuits are constructed as one electric drive coolant circuit (31) and one battery coolant circuit (32), wherein the coolant cooler (18) is constructed as a 4-point low-temperature cooler and the coolant circuits (31, 32) are connected directly to the 4-point low-temperature cooler.
Refrigeration system and heat pump arrangement according to one of the claims 1 to 11, characterised in that two separate coolant circuits are constructed as one electric drive coolant circuit (31) and one battery coolant circuit (32) with separate coolant coolers (18), wherein the coolant cooler (18) for the battery coolant circuit (32) is arranged upstream of the coolant cooler (18) for the electric drive coolant circuit (31) in the flow direction of the ambient air (29).
Refrigeration system and heat pump arrangement for battery-powered vehicles according to claim 1, characterised in that

- the refrigerant circuit (35) can be operated in cooling and heat pump mode and exhibits a compressor (1), an external heat exchanger (4) and an evaporator (5), as well as an internal condenser (2) connected in parallel to the external heat exchanger (4) and a battery chiller (9) and drivetrain chiller (15) arranged parallel to the evaporator (5) and that

- a refrigerant line to the external heat exchanger (4) with upstream expansion element (8) can be connected downstream of the evaporator (5) in heat pump mode and that

- the external heat exchanger (4) which operates as an evaporator in heat pump mode is connected to the compressor (1) on the suction side with a refrigerant line that also contains a refrigerant valve (112), so that

- the refrigerant exhibits a constant flow direction in the evaporator (5) in both refrigeration system and heat pump mode, wherein in heat pump mode a flow direction reversal of the refrigerant takes place in the external heat exchanger (4) with heat absorption from the ambient air (29).
Refrigeration system and heat pump arrangement according to claim 13, characterised in that a bypass to the battery chiller (9) with additional stop valve (38) is arranged in the battery cooling loop of the coolant circuit (17), wherein the bypass forms a separate circuit with the battery heat exchanger (19) and the coolant pump (20).
Refrigeration system and heat pump arrangement according to one of the claims 13 or 14, characterised in that in the refrigerant circuit (35) an expansion element (8) is provided upstream of the battery chiller (9) and, to avoid refrigerant migration, a refrigerant valve (118) is provided downstream of the battery chiller (9) in heat pump mode as a shut-off.
Refrigeration system and heat pump arrangement according to one of the claims 13 to 15, characterised in that a bypass to the external heat exchanger (4) is arranged parallel to the internal condenser (2) in the refrigerant circuit (35) with a refrigerant valve (119).
Refrigeration system and heat pump arrangement according to one of the claims 13 to 16, characterised in that R744, R1234yf, R134a, R404a, R600a, R290, R152a or R32 as well as mixes of these are used as the refrigerant in the refrigerant circuit.
Refrigeration system and heat pump arrangement according to one of the claims 13 to 17, characterised in that additional parallel and/or serial condensers/gas coolers are arranged in the refrigerant circuit (35).
Refrigeration system and heat pump arrangement according to one of the claims 13 to 18, characterised in that an inner heat exchanger (36) and/or a refrigerant collector (10) is arranged in the refrigerant circuit (35).
Refrigeration system and heat pump arrangement according to claim 19, characterised in that the refrigerant collector (10) and the inner heat exchanger (36) are constructed a single component.
Process for operating a refrigeration system and heat pump arrangement according to one of the claims 1 to 12 for cooling, characterised in that the refrigerant downstream of the compressor (1) does not transfer any heat to the air-conditioning system (7) in the internal condenser (2) and the 3/2-way expansion valve (3) or the expansion element (34) flows through without relaxation and then transfers heat under condensation to the ambient air (29) in the external heat exchanger (4) and subsequently a first partial mass flow evaporates in the evaporator (5) of the air-conditioning system (7) to cool the air in the vehicle interior following relaxation in the expansion element (6) and a second partial mass flow is relaxed in the 3/2-way expansion valve (8) parallel to the first partial mass flow and evaporates in the battery chiller (9) for active cooling of the coolant circuit in the battery cooling circuit (22), after which the refrigerant vapour from the evaporator (5) and the battery chiller (9) is routed via the refrigerant collector (10) to the compressor (1), wherein the battery cooling loop (22) is connected as a circuit with the battery chiller (9), the coolant pump (20) and the 3/2-way valve (25) and the coolant circuit (17) is connected with the coolant pump (21) and the coolant cooler (18) for passive cooling of the drivetrain cooler (16).
Process for operating a refrigeration system and heat pump arrangement according to one of the claims 1 to 12 for the purpose of reheating, characterised in that the refrigerant downstream of the compressor (1) transfers heat to the air-conditioning system (7) in the internal condenser (2) and flows through the 3/2-way expansion valve (3) or the expansion element (34) with relaxation to an average pressure level or flows through without relaxation and subsequently absorbs heat from or dissipates heat into the ambient air (29) in the external heat exchanger (4) and then, following relaxation to low pressure in the expansion element (6), evaporates in the evaporator (5) of the air-conditioning system (7) for cooling the air in the vehicle interior and is routed via the refrigerant collector (10) to the compressor (1), wherein the coolant circuit (17) is connected with the battery chiller (9), the coolant pump (20) and the 3/2-way valve (25) and, parallel to this, the drivetrain cooler (16), the coolant pumps (21) and the 3/2-way valve (26) for passive cooling by the coolant cooler (18).
Process for operating a refrigeration system and heat pump arrangement according to one of the claims 1 to 12 for the purpose of heating, characterised in that the refrigerant downstream of the compressor (1) transfers heat to the air-conditioning system (7) in the internal condenser (2) and then a first partial mass flow flows through the 3/2-way expansion valve (3) or the expansion element (34) with relaxation and absorbs heat from the ambient air (29) in the external heat exchanger (4) and is subsequently routed to the compressor (1) via the 3/2-way expansion valve (8) and the bypass (13) and via the refrigerant collector (10), wherein the second partial mass flow evaporates in the drivetrain chiller (15) via the bypass (12) and the expansion element (14) through absorption of heat from the electric drive cooling loop (23) and is routed via the refrigerant collector (10) to the compressor (1), wherein the electric drive cooling loop (23) is connected with the drivetrain cooler (16), the coolant pump (21), the 3/2-way valve (26) and the drivetrain chiller (15) for active cooling.
Process for operating a refrigeration system and heat pump arrangement according to one of the claims 13 to 20, characterised in that the compressor (1), the external heat exchanger (4), the expansion element (8) and the battery chiller (9) are connected in the circuit for active battery cooling when the evaporator (5) is not active in refrigeration system mode, wherein the refrigerant valves (110, 117) are open and the refrigerant valves (111, 112, 6, 14) are closed.
Process for operating a refrigeration system and heat pump arrangement according to one of the claims 13 to 20, characterised in that the compressor (1), the external heat exchanger (4), the expansion element (6) and the evaporator (5) are connected in the circuit for cooling the air in the vehicle interior (37) in refrigeration system mode, wherein the refrigerant valves (110, 117) are open and the refrigerant valves (112, 8) are closed.
Process for operating a refrigeration system and heat pump arrangement according to one of the claims 13 to 20, characterised in that the compressor (1), the external heat exchanger (4), the expansion element (6) and the evaporator (5), as well as in parallel the internal condenser (2) and the expansion element (113) are connected in the circuit in reheat mode, wherein the refrigerant valves (110, 117) are open and the refrigerant valves (112, 8, 14) are closed.
Process for operating a refrigeration system and heat pump arrangement according to claim 25 or 26, characterised in that the battery chiller (9) with accompanying expansion element (8) is connected in the circuit parallel to the evaporator (5) for additional active battery cooling.
Process for operating a refrigeration system and heat pump arrangement according to one of the claims 13 to 20, characterised in that the compressor (1), the internal condenser (2) and the evaporator (5) with the expansion element (113) are flown through in the circuit in heat pump mode, wherein the refrigerant valves (111, 112) are open and the refrigerant valves (110, 6, 14, 117) are closed and alternatively, for active battery cooling, the battery chiller (9), the expansion element (8) with the external heat exchanger (4) and/or, for additional active drivetrain cooling, the drivetrain chiller (15) with accompanying expansion element (14) is connected in the circuit parallel to the external heat exchanger (4), wherein the refrigerant valves (111, 112) are open and the refrigerant valves (110, 112, 6, 8, 117) are closed.
Process for operating a refrigeration system and heat pump arrangement according to one of the claims 13 to 20, characterised in that in combined heat pump and reheat mode the compressor (1), the internal condenser (2) and the external heat exchanger (4) with upstream expansion element (6), as well as the evaporator (5) parallel to the external heat exchanger (4), are all connected in the circuit, wherein the refrigerant valves (111, 112, 113, 117) are open and the refrigerant valves (110, 8, 14) are closed.
Process for operating a refrigeration system and heat pump arrangement according to one of the claims 13 to 20, characterised in that in combined heat pump and reheat mode the compressor (1), the internal condenser (2) and the external heat exchanger (4) with upstream expansion element (6), as well as the evaporator (5) and the drivetrain chiller (15) with upstream expansion element (14) parallel to the external heat exchanger (4), are all connected in the circuit, wherein the refrigerant valves (111, 112, 113) are open and the refrigerant valves (110, 8, 117) are closed.
Process for operating a refrigeration system and heat pump arrangement according to one of the claims 13 to 20, characterised in that in combined heat pump and reheat mode the compressor (1), the internal condenser (2), as well as the evaporator (5) with upstream expansion element (113) and the drivetrain chiller (15) with upstream expansion element (14) are connected in the circuit, wherein the refrigerant valve (111) is open and the refrigerant valves (110, 112, 6, 8) are closed.
Process for operating a refrigeration system and heat pump arrangement according to claim 31, characterised in that in combined heat pump and reheat mode the battery chiller (9) and the external heat exchanger (4) with upstream expansion element (8) are also connected in the circuit and the refrigerant valve (112) is open.
Process for operating a refrigeration system and heat pump arrangement according to one of the claims 13 to 20, characterised in that in combined heat pump and reheat mode the compressor (1), the internal condenser (2), as well as the evaporator (5) with upstream expansion element (113), the battery chiller (9) and the external heat exchanger (4) with upstream expansion element (8) are connected in the circuit, wherein the refrigerant valves (111, 112) are open and the refrigerant valves (110, 6, 14) are closed.
Process for operating a refrigeration system and heat pump arrangement according to one of the claims 13 to 20, characterised in that in heat pump mode for battery heating the compressor (1), the internal condenser (2), the evaporator (5), as well as the battery chiller (9) and the external heat exchanger (4) with upstream expansion element (8) are connected in the circuit, wherein the refrigerant valves (111, 112, 113) are open and the refrigerant valves (110, 6, 14) are closed.
Process for operating a refrigeration system and heat pump arrangement according to claim 34, characterised in that the drivetrain chiller (15) with upstream expansion element (14) is also connected in the circuit parallel to the external heat exchanger (4) in heat pump mode for battery heating.