Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
  • B60H1/00—Heating, cooling or ventilating devices
  • B60H1/32—Cooling devices
  • B60H1/3204—Cooling devices using compression
  • B60H1/3228—Cooling devices using compression characterised by refrigerant circuit configurations
  • B60H1/32284—Cooling devices using compression characterised by refrigerant circuit configurations comprising two or more secondary circuits, e.g. at evaporator and condenser side
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
  • B60H1/00—Heating, cooling or ventilating devices
  • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
  • B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
  • B60H1/00—Heating, cooling or ventilating devices
  • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
  • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
  • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
  • B60H1/00885—Controlling the flow of heating or cooling liquid, e.g. valves or pumps
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
  • B60H1/00—Heating, cooling or ventilating devices
  • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
  • B60H2001/00307—Component temperature regulation using a liquid flow
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
  • B60Y2200/00—Type of vehicle
  • B60Y2200/90—Vehicles comprising electric prime movers
  • B60Y2200/91—Electric vehicles
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
  • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
  • Y02E60/10—Energy storage using batteries

Definitions

• the invention relates to a thermal management system with a temperature control circuit and a refrigerant circuit that interacts with it.
• the thermal management system is used to control the temperature of vehicle components and to control the temperature of a vehicle passenger compartment.
• the invention relates to a motor vehicle with such a thermal management system.
• a thermal management system according to the preamble of claim 1 is known from EP 3 711 983 A1.
• a vehicle passenger compartment is heated by means of a heat pump function via a capacitor 42 and an electric auxiliary heater 46.
• a high-voltage battery 16 is heated, for example, by inefficient operation (trimming) of a drive motor 24.
• For heating the high-voltage battery via the electric auxiliary heater 46 or the heat pump function must be flowed through a cooler 26, which can lead to heat loss to the environment. This in turn can lead to efficiency and heating output losses.
• a thermal management system for a motor vehicle with a cooler circuit in which a cooler, a cooler circuit pump and a first heat source are connected in series; a battery string, in which a chiller and a traction battery are connected in series, wherein the chiller can be flowed through fluidically from the battery string separately from a refrigerant circuit; a first connection which is arranged in the cooler circuit downstream of the first heat source and upstream of the cooler, wherein at the first connection coolant can be selectively introduced into the battery string by means of a first valve device; a second connection, which leads from the battery string to a point in the cooler circuit downstream of the cooler and upstream of the first heat source, which has a second valve device with which the battery string and the cooler circuit
• the thermal management system is also equipped with a condenser line that runs between the second connection and the first connection, the condenser line having a condenser and the condenser being fluidically separated from the condenser line, the refrigerant circuit can also flow through it.
• This modified integration of the liquid-cooled condenser means that the traction battery can be heated directly, bypassing the cooler.
• the vehicle passenger compartment can also be heated efficiently using a heat pump function. This results in improvements in efficiency and heating performance benefits.
• Condenser train bypassing the first heat source between the second connection and the first connection.
• the capacitor branch is connected in parallel to the first heat source. This opens up additional operating modes, since the condenser branch and the first heat source can be flown through independently of one another.
• a flow through the condenser branch can be adjusted by means of a flow control valve or the first valve device.
• the thermal management system is also equipped with a branch which runs between the second connection and the first connection, bypassing the first heat source and parallel to the condenser branch, with a second heat source being arranged in this further branch.
• the integration of the second heat source in a different line than the first heat source makes it possible to specifically address the temperature control requirements of the individual heat sources.
• the battery string has a heat source between the first connection and the chiller.
• the battery string has a heat source between the third connection and the traction battery.
• a heating heat exchanger is arranged in the condenser branch.
• the capacitor branch also functions as a heating branch for heating a vehicle passenger compartment.
• the thermal management system also has a battery bypass line, which branches off from the battery string, bypasses the traction battery and reconnects with the battery string. As a result, operating states can be represented in which the battery string is circulated, but the traction battery is bypassed.
• the thermal management system also has a chiller bypass line, which branches off from the battery string upstream of the chiller and reconnects with the battery string downstream of the chiller.
• a chiller bypass line which branches off from the battery string upstream of the chiller and reconnects with the battery string downstream of the chiller.
• the second connection also has a connecting line which is connected directly to the second valve device and leads to the point in the cooler circuit downstream of the cooler and upstream of the first heat source.
• the capacitor branch branches off from the connecting line.
• the thermal management system is also equipped with an NT cooler, from which a feed line branches off from the cooler circuit and whose outlet line opens into the connecting line, with a one-way valve being arranged in the connecting line between this junction and the cooler circuit, which causes a flow blocked from the cooler circuit in the connecting line.
• the flow temperature of the downstream components can be reduced by the NT cooler.
• the capacitor branch is connected directly to the second valve device and the second valve device has a switch position in which the connecting line and the capacitor branch are shut off at the same time.
• the second valve device has at least three switching positions, in which case the chiller and the traction battery can be connected to form the ring-like closed battery circuit in a first switching position, and in a second switching position the battery string is fluidically connected to the condenser string and the connecting line is blocked, and in a third switching position of the battery string is fluidly connected at the same time with the capacitor string and the connecting line.
• the invention provides a motor vehicle with such a thermal management system.
• Figure 1 shows schematically a first embodiment of a refrigeration circuit
• Figure 2 shows schematically a second embodiment of a refrigeration circuit
• Figure 3 shows schematically a third embodiment of a refrigeration cycle
• FIG. 4 shows schematically a fourth embodiment of a refrigeration circuit
• FIG. 5 shows a temperature control circuit 30 according to a first exemplary embodiment of the invention
• FIG. 6 shows a temperature control circuit 70 according to a second exemplary embodiment of the invention
• FIG. 7 shows a first operating state of the temperature control circuit 70 according to the second exemplary embodiment
• FIG. 8 shows a second operating state of the temperature control circuit 70 according to the second exemplary embodiment
• FIG. 9 shows a third operating state of the temperature control circuit 70 according to the second exemplary embodiment
• FIG. 10 shows a fourth operating state of the temperature control circuit 70 according to the second exemplary embodiment
• FIG. 11 shows a fifth operating state of the temperature control circuit 70 according to the second exemplary embodiment
• FIG. 12 shows a sixth operating state of the temperature control circuit 70 according to the second exemplary embodiment
• FIG. 13 shows a temperature control circuit 80 according to a third exemplary embodiment of the invention.
• FIG. 14 shows a temperature control circuit 90 according to a fourth exemplary embodiment of the invention
• FIG. 15 shows a temperature control circuit 100 according to a fifth exemplary embodiment of the invention
• FIG. 16 shows a first operating state of temperature control circuit 100 from FIG. 15;
• FIG. 17 shows a second operating state of temperature control circuit 100 from FIG. 15;
• FIG. 18 shows a temperature control circuit 110 according to a sixth exemplary embodiment of the invention.
• FIG. 19 shows a temperature control circuit 120 according to a seventh exemplary embodiment of the invention.
• FIG. 20 shows a temperature control circuit 130 according to an eighth exemplary embodiment of the invention.
• FIG. 21 shows an operating state of the temperature control circuit 130 from FIG. 20 according to the eighth exemplary embodiment
• FIG. 22 shows a temperature control circuit 140 according to a ninth exemplary embodiment of the invention.
• the refrigerant circuits and temperature control circuits of the thermal management system according to the invention explained below can be installed individually or in combination in a motor vehicle that is not shown, in particular a passenger car, for example an electric vehicle.
• Figure 1 shows a first embodiment of a refrigeration circuit 1 schematically.
• Refrigeration circuit 1 has a refrigerant compressor 2, a condenser 3 with a liquid collector 4, an air conditioning evaporator 5, a chiller 6 and an internal heat exchanger 7 or internal heat exchanger.
• a evaporator valve 8 and a chiller valve 9 are provided. These valves 8 and 9 are adapted to block or release (partially or fully) flow. They also act as expansion organs when they are partially open.
• the air conditioning evaporator 5 and the chiller 6 are connected in parallel to one another. More precisely, a series connection of the evaporator valve 8 , the air conditioning evaporator 5 and a one-way valve 10 or check valve is arranged in parallel with a series connection of the chiller valve 9 and the chiller 6 .
• the elements mentioned are arranged in the respective series connection, in particular in the direction of flow, in the order mentioned.
• a refrigerant for example R134a, R1234yf, R290, R744 or the like, circulates in the refrigeration circuit 1 , in particular through the components of the refrigeration circuit 1 .
• the refrigerant compressor 2, the condenser 3, the parallel connection of the air conditioning evaporator 5 and the chiller 6 are connected in series.
• the components mentioned, seen in the direction of flow of the refrigerant, are closed in series in this order in a ring-like manner.
• the air-conditioning evaporator 5 is in particular an air-liquid heat exchanger through which the refrigerant can flow and which is arranged in an air-conditioning unit 11 . More precisely, the air-conditioning evaporator 5 is arranged in an air duct of the air-conditioning device 11 via which air (outside air or circulating air) can be supplied to a vehicle passenger compartment, so that this air can be temperature-controlled, in particular cooled, by means of the air-conditioning evaporator 5 .
• the condenser 3 can be traversed by refrigerant and coolant of the temperature control circuits explained later. The refrigerant and the coolant in the condenser 3 are fluidically separated from one another and in heat exchange with one another. The condenser 3 is therefore a so-called liquid-cooled condenser.
• the chiller 6 is a heat exchanger that transfers thermal energy between the coolant of the refrigeration circuit 1 and the coolant of the temperature control circuits (FIG. 5 ff.). For this purpose, the refrigerant and the coolant flow through the chiller 6 fluidically separated from one another and in heat exchange with one another.
• the evaporator valve 8 is connected upstream of this.
• the chiller valve 8 is connected upstream of the latter.
• they can be self-regulating, electrically lockable expansion devices or motor-driven expansion devices with a freely selectable opening cross section.
• the refrigeration circuit 1 also has the internal heat exchanger 7, which has two chambers that can be flown through but are in thermal contact but are fluidically separated from one another.
• one chamber is arranged between the condenser 3 and the parallel connection of the air conditioning evaporator 5 and the chiller 6
• the other chamber is arranged between this parallel connection and the refrigerant compressor 2 .
• the chambers are preferably flowed through in opposite directions and thus form a countercurrent heat exchanger.
• the gaseous gas thus flows through the internal heat exchanger 7 in a chamber upstream of the refrigerant compressor 2 Low-pressure level refrigerant and in the other chamber the coming from the condenser 3 at high pressure, liquid refrigerant.
• Thermal energy is extracted from the liquid refrigerant by the internal heat exchanger 7, which means that the refrigerant is further cooled. This energy is supplied to the predominantly gaseous refrigerant, which means that an even higher proportion evaporates and is present in gaseous form. This serves to increase the performance and efficiency of the refrigeration circuit 1.
• the internal heat exchanger 7 is not absolutely necessary for the function of the refrigeration circuit 1.
• a pressure/temperature sensor 12 is arranged on an inlet side of the refrigerant compressor 2 and a pressure/temperature sensor 13 is arranged on the outlet side.
• FIG. 2 shows a schematic of a second embodiment of a refrigeration circuit 14.
• the refrigeration circuit 14 differs from the refrigeration circuit 1 from Fig. 1 only in that in the refrigeration circuit 14 there is also a heating condenser 15, an air-side temperature sensor 16 assigned to the heating condenser 15 and a downstream of the condenser 3 and upstream of the internal heat exchanger 7 arranged pressure-temperature sensor 17 are provided.
• the refrigerant compressor 2, the heating condenser 15, the condenser 3 and the parallel connection of the air conditioning evaporator 5 and the chiller 6 are connected in series.
• the components mentioned, seen in the direction of flow of the refrigerant, are closed in series in this order in a ring-like manner.
• the heating condenser 15 and the condenser 3 could be exchanged with regard to the order.
• the heating condenser 15 is in particular an air-liquid heat exchanger through which the refrigerant can flow and which is arranged in the air conditioning unit 11 .
• the heating condenser 15 is arranged together with the air-conditioning evaporator 5 in the air duct of the air-conditioning device 11, via which air can be supplied to the vehicle passenger compartment, so that this air can be temperature-controlled, in particular heated, by means of the heating condenser 15.
• the heating condenser 15 can be completely or partially shut off on the air side in the air conditioning unit 11 via air flaps.
• FIG. 3 schematically shows a third embodiment of a refrigeration circuit 18.
• the refrigeration circuit 18 differs from the refrigeration circuit 14 from FIG. 2 only in that a first valve 19, a return line 20 and a second valve 21 provided in the return line are also provided.
• the valves 19 and 21 are adapted to block or release a flow, in particular to block, partially release or fully release. They also act as expansion organs when they are partially open.
• a main circuit 22 is formed in the refrigeration circuit 18, in which the refrigerant compressor 2, the first valve 19, the heating condenser 15, the condenser 3 and the parallel connection of the evaporator 5 and the chiller 6 are connected in series.
• the components mentioned, seen in the direction of flow of the refrigerant, are closed in series in this order in a ring-like manner.
• the return line 20 branches off on a high-pressure side of the refrigerant compressor 2, in particular between the refrigerant compressor 2 and the first valve 19, from the main circuit 22 and upstream of the Chillers 6, more precisely between the chiller valve 9 and the chiller 6 back into the main circuit 22.
• a short circuit is formed via the return line 20, which only includes the refrigerant compressor 2, the return line 20 including the second valve 21, the chiller 6 and the internal heat exchanger 7 has.
• refrigerant is only circulated in this short circuit and not in the main circuit 22 due to the blocking of the first valve 19 .
• Refrigerant in the form of hot gas is removed from the high-pressure side via this short-circuit circuit, expanded by the second valve 21 to a low-pressure level and fed to the refrigerant compressor 2 on its low-pressure side.
• This refrigerant hot gas injection on the low-pressure side of the refrigerant compressor 2 allows the refrigeration circuit 18 to start up very quickly, particularly in a start-up phase, because the refrigerant is supplied with thermal energy via the refrigerant compressor 2, which then circulates back to the inlet of the refrigerant compressor 2 and again with thermal energy is applied without this thermal energy being substantially withdrawn from the refrigerant again.
• the refrigeration circuit 18 can also be operated in an operating state in which the first valve 19 is partially or fully open and the second valve 21 blocks a flow, so that the main circuit 22 is in operation (refrigerant circulates) and the short-circuit circuit is not in operating (refrigerant not circulating).
• This operating state is suitable, for example, when the refrigeration circuit power requirement (for example for heating the vehicle passenger compartment) is not so high that the additional heat energy from the short-circuit circuit described above is not required.
• the refrigeration circuit 18 can be operated in an operating state in which the first valve 19 is partially or fully open and the second valve 21 is also partially or fully open, so that both the short circuit and the main circuit 22 are in operation .
• This operating state is suitable, for example, after a start-up phase, with continuous operation still requiring a high cooling circuit capacity (for example for heating the vehicle passenger compartment).
• FIG. 4 schematically shows a fourth embodiment of a refrigeration circuit 23.
• the refrigeration circuit 23 differs from the refrigeration circuit 18 from FIG.
• a one-way valve 24 or a check valve is provided downstream of the chiller 6 .
• the series connection of the evaporator valve 8 , the air conditioning evaporator 5 and the check valve 10 is arranged in parallel with a series connection of the chiller valve 9 , the chiller 6 and the check valve 24 .
• the elements mentioned are arranged in the respective series connection, in particular in the direction of flow, in the order mentioned.
• the refrigeration cycle 23 differs from the refrigeration cycle 18 in that a bypass line 25 is provided for the parallel connection of the air conditioning evaporator 5 and the chiller 6 , which bypass line extends parallel to the parallel connection of the air conditioning evaporator 5 and the chiller 6 .
• a bypass valve 26 is arranged, which is adapted blocking or releasing a flow, in particular blocking, partially releasing or fully releasing.
• the bypass valve 26 is controlled in particular in such a way that it releases a flow (completely or partially) while the short-circuit circuit and the main circuit 22 are in operation.
• Flow through the air-conditioning evaporator 5 and the chiller 6 is prevented by blocking them on the high-pressure side via the evaporator valve 8 and the chiller valve 9 and on the low-pressure side via the check valves 10 and 24 .
• This avoids a lower pressure being present at the outlets of the chiller 6 and the air-conditioning evaporator 5 via the check valves 10 and 24 than at their inlets during operation of the short-circuit circuit, so that refrigerant is drawn into the chiller 6 and the evaporator 5 could become.
• the refrigeration circuit 23 differs from the refrigeration circuit 18 in that a return line 27, in which the second valve 21 is arranged, branches off on a high-pressure side of the refrigerant compressor 2, in particular between the refrigerant compressor 2 and the first valve 19, from the main circuit 22 and downstream of the chiller 6, more precisely downstream of the check valve 10 and downstream of the check valve 24 and upstream of the internal heat exchanger 7 back into the main circuit 22.
• the refrigeration circuit 23 corresponds to the refrigeration circuit 18, which is why reference is made to its description.
• FIG. 5 shows a temperature control circuit 30 according to a first exemplary embodiment of the invention.
• This temperature control circuit 30 includes a cooler circuit 31 in which a cooler 32, a cooler circuit pump 33, a one-way valve 34, a first heat source 35 and a first Valve device 36 are arranged in series.
• the components of the cooler circuit 31 form a closed circuit in which coolant can circulate when the cooler circuit pump 33 is activated, which coolant is, for example, water mixed with additives.
• the cooler 32 is in particular a so-called high-temperature cooler.
• a fan 37 is assigned to this in a known manner.
• a coolant expansion tank 38 is provided in a known manner.
• a flow direction of the coolant is predetermined by the one-way valve 34 and/or the conveying direction of the cooling circuit pump 33 .
• a first connection 39 at which a battery string 40 branches off is arranged downstream of the first heat source 35 and upstream of the cooler 32 .
• the course of the battery string 40 is indicated in FIGS. 5 and 6 by a dashed line.
• the first connection 39 is formed by the first valve device 36, but it should be noted that this does not necessarily have to be the case.
• the first connection 39 can also simply be a branch line and the first valve device is formed in the form of two shut-off valves (one in the battery string 40 and the other downstream of the first connection 39 in the cooler circuit 31).
• a third heat source 41, the chiller 6, a battery pump 43, a fourth heat source 44, a battery bypass valve 45, a traction battery 46 and a one-way valve 47 are arranged in series in the battery string 40, in particular in the order mentioned arranged in series.
• the traction battery 46 has a multiplicity of electrochemical storage cells which store electrical energy and provide at least for a drive of the motor vehicle. In addition, the storage cells and thus the traction battery 46 are rechargeable.
• a second connection 48 which includes a second valve device 49 and a connecting line 50 in the exemplary embodiment shown.
• the connecting line 50 leads from the second valve device 49 to the cooler circuit 31 at a point 52 downstream of the cooler circuit pump 33 and upstream of the first heat source 35, in particular downstream of the one-way valve 34 and upstream of the first heat source 35.
• a circulation line 51 is also provided, which of the second valve device 49 back to the battery string 40 to a point between the first connection 39 and the chiller 6, in particular between the first connection 39 and the third heat source 41.
• the second valve device 49 has a first switching state, which is shown in Fig. 5, in which a coolant coming from the battery string 40 is routed into the circuit line 51 and the connecting line 50 is shut off by the second valve device 49, so that a ring-like flow occurs ble battery cooling circuit 53 (indicated by a chain line) is formed, in which the components of the battery string 40 can flow through serially and in the form of a ring-like circuit of coolant.
• the second valve device 49 has a second switching state, in which a coolant coming from the battery string 40 is routed into the connecting line 50 and the circuit line 51 is shut off by the second valve device 49, so that the coolant coming from the battery string 40 the cooler circuit 31 can be guided. Intermediate positions are also conceivable, so that coolant flows into the circuit line 51 and the connecting line 50 at the same time.
• a battery bypass line 54 branches off from battery string 40, bypasses traction battery 46 and one-way valve 47, in particular exclusively traction battery 46 and one-way valve 47, and flows back into battery string 40 at a point between one-way valve 47 and the second valve device 49.
• a coolant flow coming from the cooling circuit pump 33 can be guided either into the battery bypass line 54 or through the traction battery 46. Intermediate positions are also conceivable, so that the battery bypass line 54 and the traction battery 46 are flowed through at the same time.
• a third connection 55 is provided, which connects the battery string 40 at a point between the chiller 6 and that of the battery pump 43 to the cooler circuit 31 at a point downstream of the first connection 39 and upstream of the cooler 32 .
• the third connection comprises a connecting line 56 without a valve, but a valve could also be provided.
• a capacitor branch 57 is provided between the second connection 48 and the first connection 39 .
• the capacitor branch 57 is arranged downstream of the second connection 48 and upstream of the first connection 39 .
• the capacitor branch 57 is connected in parallel with the first heat source 35 .
• the condenser branch 57 branches off from the cooler circuit 31 downstream of the point 52 .
• the capacitor bank 57 are a Condenser train pump 58, the condenser 3 (already described in connection with FIGS.
• the electric heater 59 is an auxiliary heater that can be operated electrically and selectively heats a coolant flowing through the capacitor bank 57 .
• the heating heat exchanger 61 is a heat exchanger that can be flushed with air and is arranged in the air-conditioning device 11 , in particular in the air duct of the air-conditioning device 11 , in order to heat air to be supplied to a vehicle passenger compartment.
• the condenser branch valve 61 is a proportional valve with which flow through the condenser branch 57 can be controlled.
• a return line 62 branches off between the heating heat exchanger 60 and the condenser branch valve 61 and leads to the input side of the condenser branch pump 58 .
• a one-way valve 63 is provided in the return line 62 , which only allows a flow in the direction toward the input side of the condenser branch pump 58 .
• a second heat source 64 is connected in parallel with the first heat source 53 and in parallel with the capacitor branch 57 .
• the first heat source 35 and the second heat source 64 are, for example, electric drive machines, electric heaters, control devices, power electronics, DC-DC converters. These can be operated at an efficient operating point or at an inefficient operating point to generate heat output.
• the third heat source 41 and the fourth heat source 44 are, for example, electric heaters, control devices, power electronics, DC-DC converters. These can also be operated at an efficient operating point or at an inefficient operating point to generate heat output.
• a temperature sensor 65 is further provided at the downstream exit of the radiator 32 .
• Another temperature sensor 66 is provided upstream of the radiator 32, more precisely in the radiator circuit 31 between the third connection 56 and the radiator 32.
• a temperature sensor 67 is provided between the fourth heat source 44 and the battery bypass valve 45 .
• the temperature control circuit 30 from FIG. 5 interacts, for example, with the refrigeration circuit 1 from FIG. 1 .
• thermal energy is absorbed via the evaporator 5 and/or the chiller 6 and released via the condenser 3 into the condenser section 57 .
• heat energy is transferred into the air flow of the air conditioning device 11 , which tempers the vehicle passenger compartment.
• FIG. 6 shows a temperature control circuit 70 according to a second exemplary embodiment of the invention.
• This temperature control circuit 70 differs from the temperature control circuit 30 from FIG. 5 only by a modified condenser branch 71 and the missing return line 62.
• the condenser branch 71 lacks the condenser branch pump 58, the electric heater 59 and the heating heat exchanger 60.
• the capacitor 3 and the capacitor train valve 61 are in series in the condenser train 71 .
• the temperature control circuit 70 corresponds to the temperature control circuit 30, which is why reference is made to its description in order to avoid repetition.
• the heating heat exchanger 61 not present in the temperature control circuit 70 is replaced by the use of the refrigerant-side heating condenser 15 (see FIGS. 2 to 4) for heating the vehicle passenger compartment.
• the temperature control circuit 70 interacts in particular with the refrigeration circuits of the second to fourth embodiments, which were described in FIGS. 2 to 4. Controlled heat emission from the condenser 15 into the temperature control circuit 70 is possible via the condenser branch valve 61, so that sufficient heat output is available for the vehicle passenger compartment.
• FIGS. 7 to 12 different operating states of the temperature control circuit 70 are shown according to the second embodiment, which are described below. However, this description applies correspondingly to the temperature control circuit 30 according to the first exemplary embodiment, with which the same operating states can be represented.
• coolant flows through the coolant strands shown as solid lines, i.e. coolant is in motion relative to the strands.
• the coolant strands shown with dashed lines do not flow through, or the coolant is in these strands and is stationary relative to the strands.
• the valves are always drawn in the same switch position, regardless of the operating state, but the person skilled in the art will of course recognize from the drawn and/or described flow profile in the temperature control circuit which switch position of the valve this corresponds to.
• FIG. 7 shows a first operating state of temperature control circuit 70 according to the second exemplary embodiment.
• the cooler circuit pump 33 is not active, and a return flow via the cooler 32 is prevented by the one-way valve 34 .
• the first valve device 36, the second valve device 49 and the battery bypass valve 45 are switched such that the first and second heat source 35 and 64 and the Capacitor 3 flows through each other in parallel.
• This parallel connection is in turn flowed through in series to the fourth heat source 44 and the traction battery 46 .
• the coolant volume flow through the condenser 3 is adjusted by means of the condenser branch valve 61 so that a defined heat emission into the condenser branch 71 takes place here. This is necessary in particular when the vehicle passenger compartment is simultaneously heated by means of the heating condenser 15 , ie heat is removed from the refrigeration circuit by means of the heating condenser 15 and at the same time by means of the condenser 3 .
• the volume flow control by means of the condenser train valve 61 is necessary in order not to remove too much heat from the refrigeration circuit, as this would reduce the heating capacity of the vehicle occupants as well as the pressure and temperature level in the refrigeration circuit, making comfortable temperature control of the vehicle occupants difficult.
• the chiller 6 and the third heat source 41 are bypassed in this first operating state and there is no flow through them. This can be useful for two reasons. First, hydraulic pressure losses are avoided by the chiller 6 and the third heat source 41, which can lead to better efficiency, an increased volume flow or a smaller dimensioning of the battery pump 43. Secondly, in the case of refrigeration circuit configurations with a compressor short-circuit, as for example in FIG 6 cannot be shut off on the refrigerant side. As a result, there would not be sufficient heat output, in particular for the vehicle passenger compartment.
• the fourth embodiment of the refrigeration circuit does not have this restriction, since the bypass valve 26, which acts as an expansion element, the chiller 6 can be bypassed on the refrigerant side in short-circuit operation. Heat sources that require a permanent flow of coolant and the lower temperature level, for example many electronic components, can therefore only be positioned at the location of the fourth heat source 44 or directly upstream of the second valve device 49 in this operating state.
• FIG. 8 shows a second operating state of temperature control circuit 70 according to the second exemplary embodiment.
• the first valve device 36 is switched in such a way that, in contrast to the first operating state from FIG. This is particularly useful in combination with the refrigeration circuits shown in FIGS. From a coolant temperature of approximately >15° C., this second operating state is also conceivable in combination with the refrigeration circuit 23 of FIG.
• the temperature level in the temperature control circuit 70 is higher than the temperature level corresponding to the suction pressure (pressure level at the pressure-temperature sensor 12) in the refrigeration circuit 23, it is possible to apply an additional load in the refrigeration circuit 23 via the chiller 6 as a measure to increase the heat output. This increases the power consumption of the refrigerant compressor 2, which results in an increased heating output. This can be used either for the vehicle passenger compartment or for the traction battery 41 .
• FIG. 9 shows a third operating state of temperature control circuit 70 according to the second exemplary embodiment.
• the ring-like closed battery cooling circuit 53 see FIGS. 5 and 6) and the ring-like closed cooler circuit 31 are formed, coolant circulating in both at the same time without a significant coolant exchange taking place between these two circuits.
• This third operating state is a cooling operation, in which the first to fourth heat sources 35, 64, 41, 44 are operated at an efficient operating point.
• the heat is dissipated via the cooler 32 to the environment.
• the waste heat from the third and fourth heat sources 41 , 44 and from the traction battery 46 is dissipated by means of the chiller 6 into the refrigeration cycle.
• FIG. 10 shows a fourth operating state of temperature control circuit 70 according to the second exemplary embodiment.
• the first valve device 36, the second valve device 49 and the battery bypass valve 45 are switched in such a way that the fourth heat source 44 is connected in parallel with the first and second heat source 35, 64 and with the condenser 3.
• the traction battery 46 is bypassed via the battery bypass line 54 and the fourth heat source 44 and the battery pump 43 (not active) flow backwards.
• the coolant circuit 31 flows through in a ring-like manner, with a parallel line branching off at point 52, which runs along the connecting line 50, the battery bypass line 54, the fourth Heat source 44 and the connecting line 56 extends to open at the third connection 55 in the cooler circuit 31 again.
• FIG. 11 shows a fifth operating state of temperature control circuit 70 according to the second exemplary embodiment.
• the first valve device 36 is in its other switching position and is switched in such a way that the third heat source 41 and the chiller 6 are connected in series with the parallel connection of the first heat source 35, the second heat source 64 and the condenser branch 57 is switched.
• This connection is in turn connected in parallel to the fourth heat source 44, through which the flow is backwards.
• This operating state is particularly useful for efficient cooling of the third and fourth heat sources 41 , 44 .
• a ring-like circuit is formed from the series connection of the cooler 32, the cooler circuit pump 33, the parallel connection (first heat source 35, second heat source 64 and condenser 3), the third heat source 41, the chiller 6 and the third connection 55 educated.
• a parallel branch is formed, which branches off at point 52 and has a series connection of connecting line 50, battery bypass line 54, fourth heat source 44 and opens back into the circuit described above at third connection 55.
• FIG. 12 shows a sixth operating state of temperature control circuit 70 according to the second exemplary embodiment.
• the second valve device 49 is switched so that the Connecting line 50 is not flowed through and the battery cooling circuit 53 (see Fig. 5 and 6) is formed bypassing the traction battery 46.
• a ring-like circuit is formed from a series connection of the cooler 32, the cooler circuit pump 33, the parallel connection (first heat source 35, second heat source 64 and condenser 3), the third heat source 41, the chiller 6 and the third connection 55.
• the flow through the fourth heat source 44 is counterclockwise, so that the coolant flows are mixed at the junction with the circuit line 51 upstream of the third heat source 41, which flows from the fourth heat source 44 on the one hand and from the first heat source 35 on the other , the second heat source 64 and the condenser 3 come.
• This operating mode is particularly useful in heat pump operation since the waste heat from the fourth heat source 44 can be used via the chiller 6 to heat the vehicle passenger compartment.
• the battery pump 43 If the battery pump 43 is not active, it is passively flown backwards, whereby the fourth heat source 44 is flowed through parallel to the chiller 6 and to the third heat source 41 .
• This operating state is particularly advantageous with regard to the pump capacity, since the battery pump 43 does not have to be operated.
• the fourth heat source 44 is arranged in series and not parallel to the first and second heat source and the condenser 3 and thus does not reduce the volume flow through them.
• FIG. 13 shows a temperature control circuit 80 according to a third exemplary embodiment of the invention.
• This temperature control circuit 80 differs from the temperature control circuit 70 only in that the second connection 48 has only a second valve device 81 and no connecting line 50 .
• the placement of the second valve device 81 in the battery cooling circuit 53 corresponds to that of the second Valve device 49.
• the second valve device 81 is designed as a 2/2-way valve.
• the second valve device 81 has two switching positions, with the coolant flow coming from the battery bypass line 54 or the traction battery 46 being routed into the circuit line 51 in a first switching position.
• the coolant coming from the cooler 32 is routed by the second valve device 81 to the parallel connection of the condenser branch 71 , the first heat source 35 and the second heat source 64 .
• the second connection 48 according to FIG. 13 corresponds to the second connection 48 according to FIGS. 5 and 6, except that in FIGS. 5 and 6 the connection by means of the second valve device 49 plus connecting line 50 and in FIG. 13 the connection only by means of the second Valve device 81 is realized.
• the cooler circuit pump 33 is arranged in the cooler circuit 31 downstream of the second connection 48 or downstream of the second valve device 81 .
• the circuit line 51 is blocked at the second valve device 81 and the line coming from the cooler 32 is also blocked at the second valve device 81 .
• the coolant flow coming from the battery bypass line 54 or the traction battery 46 is led to the cooling circuit pump 33 and to the parallel connection of the first heat source 35 , the second heat source 64 and the condenser 3 .
• the parallel connection (first and second heat source 35, 64 and capacitor 3), fourth heat source 44 and optionally traction battery 46 and/or battery bypass line 54 are connected in series in a closed ring-like manner.
• This third exemplary embodiment thus enables the realization of a serial connection of the cooling circuit pump 33 and the battery pump 43 in the first and second operating states described above. In these operating states, both the cooler circuit pump 33 and the battery pump 43 are activated, which can result in the battery pump 43 being dimensioned smaller.
• the one-way valve 34 can be omitted.
• a temperature sensor 82 is provided, which is arranged between the second valve device 82 and the cooler circuit pump 33, since the return temperature of the traction battery 46 or the cooler 32 can thereby be detected.
• FIG. 14 shows a temperature control circuit 90 according to a fourth exemplary embodiment of the invention. Compared to the temperature control circuit 70 , this exemplary embodiment also has a chiller bypass valve 91 and a chiller bypass line 92 .
• the chiller bypass line 92 branches off from the battery string 40 , bypasses (only) the chiller 6 and flows back into the battery string 40 again. With the chiller bypass valve 91 , a coolant flow coming from the third heat source 41 can be selectively routed through the chiller bypass line 92 or through the chiller 6 . Intermediate positions are also conceivable, so that the flow can flow through the chiller bypass line 92 and the chiller 6 at the same time.
• coolant flows through the coolant lines shown as solid lines and coolant lines shown with broken lines do not flow through them.
• FIG. 15 shows a temperature control circuit 100 according to a fifth exemplary embodiment of the invention.
• this exemplary embodiment also has an LT cooler (so-called low-temperature cooler). This is arranged in an LT cooler line 102, which branches off from the cooler circuit 31 downstream of the cooler circuit pump 33, in particular between the cooler circuit pump 33 and the one-way valve 34, and opens into a second connection 103, more precisely a connecting line 104.
• the connecting line 104 differs from the connecting line 50 only in that the LT cooler line 102 opens into it at a node 105, the condenser line 71 branches off from it at the node 105, and the line also branches off from it at the node 105 the second heat source 64 branches off and between the node 105 and the point 52 a one-way valve 106 is arranged.
• the one-way valve 106 only allows flow from node 105 to point 52 .
• second connection 104 corresponds to second connection 48.
• a one-way valve 107 is arranged between node 105 and LT cooler 101 , which only allows flow in the direction from LT cooler 101 to node 105 .
• the flow temperature of the condenser 3 and the second heat source 64 can be lowered by this exemplary embodiment.
• Figure 16 shows a first operating state of temperature control circuit 100 from Figure 15.
• This first operating state of the temperature control circuit 100 represents a heating operation.
• the cooling circuit pump 33 is not active here, and a backflow through the two coolers 32 and 101 is prevented by the one-way valves 34 and 107 .
• the first operating state otherwise corresponds to the first operating state illustrated in FIG. 7 .
• coolant flows through the coolant lines shown as solid lines and coolant lines shown with broken lines do not flow through them.
• Figure 17 shows a second operating state of temperature control circuit 100 from Figure 15.
• This second operating state of the temperature control circuit 100 represents cooling operation.
• the cooling circuit pump 33 is active.
• the one-way valve 106 prevents an undesired flow from the point 52 to the condenser branch 71 and/or the second heat source 64, since the pressure level at point 52 is higher than at the node due to the cooler circuit pump 33 and the pressure loss through the LT cooler 101 105
• This second operating state essentially corresponds to the operating state shown in FIG. 9 , in contrast to which there is flow through both coolers 32 and 101 , which, as already mentioned, leads to a lower flow temperature of the condenser 3 and the second heat source 64 .
• FIG. 18 shows a temperature control circuit 110 according to a sixth exemplary embodiment of the invention. In this embodiment, only the differences to the temperature control circuit 100 according to the fifth 15 received and otherwise referred to its description.
• a second valve device 111 differs from the second valve device 49 in that two separate lines are connected to one of the valve connections. In a first switching position of the second valve device 111, this valve connection is inactive or blocked, so that the two lines on the second valve device 111 are also separated from one another. In a second switching position, the second valve device 111 connects the one-way valve 47 and the battery bypass line 54 to both of these separate lines. One of the lines is the connecting line 50 and the other line leads to a node 112, from which the capacitor branch 71 extends, to which the second heat source 64 is connected in parallel.
• the LT cooler line 102 opens into the node 112.
• the one-way valve 106 from FIG. 15 can therefore be omitted.
• An undesired flow during cooling operation from point 52 via the connecting line 50 to the condenser branch 71 and/or the second heat source 64 is prevented by the second valve device 111 .
• FIG. 19 shows a temperature control circuit 120 according to a seventh exemplary embodiment of the invention.
• this exemplary embodiment only the differences from the temperature control circuit 70 according to the second exemplary embodiment from FIG. 6 are described. For the rest, reference is made to its description.
• the temperature control circuit 120 has a second valve device 121, which differs from the second valve device 49 in that it has three switching positions.
• the connecting line 50 extends between the second valve device 121 and the point 52.
• the parallel connection Condenser branch 71 and second heat source 64 leads from the second valve device 121 to the first connection 39.
• a one-way valve 122 is provided between the side of this parallel circuit which is connected to the second valve device 121 and the point 52.
• a coolant flow is directed from the traction battery 46 or the battery bypass line 54 into the circuit line 51, so that the battery cooling circuit 53 is formed, for example.
• a flow of coolant from the second valve device 121 into the condenser branch 71, to the second heat source 64 and into the connecting line 50 is blocked.
• coolant flow from the second valve device 121 into the circuit line 51 is blocked, released into the condenser branch 71 and to the second heat source 64 and blocked into the connecting line 50 .
• FIG. 20 shows a temperature control circuit 130 according to an eighth exemplary embodiment of the invention.
• the temperature control circuit 110 according to the sixth exemplary embodiment from FIG. 18 are explained and, moreover, reference is made to its description.
• the temperature control circuit 130 has a second valve device 131, which differs from the second valve device 111 in that it has three switching positions instead of two. In a first switching position of the second valve device 131, a coolant flow is directed from the traction battery 46 or the battery bypass line 54 into the circuit line 51, so that the battery cooling circuit 53 is formed, for example. A flow of coolant from the second valve device 131 into the condenser branch 71, to the second heat source 64 and into the connecting line 50 is blocked.
• coolant flow from the second valve device 131 into the circuit line 51 is blocked, released into the condenser branch 71 and to the second heat source 64 and blocked into the connecting line 50 .
• FIG. 21 shows an operating state of temperature control circuit 130 from FIG. 20. As already mentioned, in FIG. 21 coolant flows through the coolant lines shown as solid lines and coolant lines shown with dashed lines do not flow through.
• the cooling circuit pump 33 is not active. By shutting off the connecting line 50, flow through the first heat source 35 is prevented. This makes sense in particular when the first heat source 35 does not make any volume flow requirements and also does not generate any heat output. In this way, the heat output from the condenser 3 and the second heat source 64 can be supplied to the traction battery 46 or the chiller 6 in a targeted manner, so that the thermal mass of the first heat source 35 does not have to be heated. Additionally arise hydraulic advantages, since the first heat source 35 does not have to be flown through, which results in better efficiency, a higher volume flow through the condenser branch 71 and the second heat source 64 or a smaller dimensioning of the battery pump 43 .
• FIG. 22 shows a temperature control circuit 140 according to a ninth exemplary embodiment of the invention.
• the temperature control circuit 80 according to the third exemplary embodiment from FIG. 13 are explained, and reference is also made to its description.
• the temperature control circuit 140 also has only a second valve device 141 and no connecting line 50 at the second connection 48 .
• the second valve device 141 differs from the second valve device 81 in that the second valve device 141 has a third switch position in addition to the two switching positions of the second valve device 81 described.
• the placement of the second valve device 141 in the battery cooling circuit 53 corresponds to that of the second valve device 81 .
• the battery cooling circuit 53 is interrupted, i.e. the flow of coolant coming from the battery bypass line 54 or the traction battery 46 is blocked.
• the cooler circuit 31 is formed, i.e. the flow of coolant coming from the cooler 32 is passed on to the parallel connection of the condenser branch 71, the first heat source 35 and the second heat source 64.
• a further difference between the temperature control circuit 140 and the temperature control circuit 80 is that in the temperature control circuit 140 the condenser branch valve 61 and the first valve device 36 of the temperature control circuit 80 are combined to form the first valve device 142 . That is, the first valve device 142 of the temperature control circuit 140 allows the same interconnections and functionalities as the condenser branch valve 61 and the first valve device 36 together, for which purpose the valve device 142 has at least four switching positions. The first valve device 142 is arranged at the first connection 39 .
• a condenser branch 143 has the condenser 3 but no longer has a condenser branch valve.
• the condenser coil 143 is connected to an input side of the first heat source 35 and the second heat source 64 .
• the other end of the capacitor branch 143 is connected directly to an input connection of the first valve device 142 .
• An output side of the first heat source 35 and the second heat source 64 is connected to an input port separate therefrom.
• the battery string 40 is connected to one and the other forwards the coolant along the cooler circuit 31 to the third connection 56.
• the first valve device 142 can be used in all the previously described exemplary embodiments instead of the condenser branch valve 61 and the first valve device 36 .

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• Physics & Mathematics (AREA)
• Thermal Sciences (AREA)
• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Air-Conditioning For Vehicles (AREA)
• Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)

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• 2022
  • 2022-09-14 WO PCT/EP2022/075472 patent/WO2023061685A1/de not_active Ceased
  • 2022-09-14 US US18/689,305 patent/US20240383314A1/en active Pending
  • 2022-09-14 JP JP2024516840A patent/JP2024538936A/ja active Pending
  • 2022-09-14 KR KR1020247001647A patent/KR20240022603A/ko active Pending

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