WO2024003256A1 - Système d'énergie thermique pour réguler des températures d'un véhicule et véhicule équipé d'un tel système - Google Patents

Système d'énergie thermique pour réguler des températures d'un véhicule et véhicule équipé d'un tel système Download PDF

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Publication number
WO2024003256A1
WO2024003256A1 PCT/EP2023/067837 EP2023067837W WO2024003256A1 WO 2024003256 A1 WO2024003256 A1 WO 2024003256A1 EP 2023067837 W EP2023067837 W EP 2023067837W WO 2024003256 A1 WO2024003256 A1 WO 2024003256A1
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WO
WIPO (PCT)
Prior art keywords
line path
heat exchanger
coolant flow
designed
downstream
Prior art date
Application number
PCT/EP2023/067837
Other languages
German (de)
English (en)
Inventor
Axel Rohm
Tobias HÖCHE
Original Assignee
Zf Friedrichshafen Ag
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Filing date
Publication date
Application filed by Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO2024003256A1 publication Critical patent/WO2024003256A1/fr

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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 [HVAC] 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 [HVAC] 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 [HVAC] 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
    • B60H1/00899—Controlling the flow of liquid in a heat pump system
    • 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 [HVAC] devices
    • B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
    • B60H1/14—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit
    • B60H1/143—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit the heat being derived from cooling an electric component, e.g. electric motors, electric circuits, fuel cells or batteries
    • 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 [HVAC] 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
    • 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 [HVAC] 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
    • B60H2001/00928—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 comprising a secondary circuit

Definitions

  • Thermal energy system for regulating temperatures of a vehicle and vehicle with such
  • the invention relates to a thermal energy system for regulating temperatures of a vehicle and a vehicle comprising such a thermal energy system.
  • Electric vehicles require a cooling system to reduce power losses in the aggregates (battery, electric motor, reduction gear, bearings, etc.) and electronic components (power electronics such as inverters, DC/DC converters, DC-AC converters, etc.). during operation and when charging the battery.
  • battery electric motor, reduction gear, bearings, etc.
  • electronic components power electronics such as inverters, DC/DC converters, DC-AC converters, etc.
  • the vehicle systems usually have several cooling circuits, some of which can be coupled together to form a thermal management system.
  • a thermal management system there is a water-glycol-based coolant circuit through which the heat is dissipated to the environment.
  • Another circuit includes a heat pump/AC compressor for air conditioning of the passenger compartment or to support heat dissipation from the components.
  • a third circuit is provided in some systems to remove heat from the transmission's lubricating and cooling oil system.
  • the passenger cell is heated using a coolant heat exchanger from the cooling circuit of the electric drive and cooled via the cooling circuit of the air conditioning/heat pump, which requires additional heat exchangers for the air conditioning system.
  • additional electric heaters are usually required, which heat either the coolant flow or the interior air directly.
  • the second principle combines the heating and cooling functions via the refrigeration circuit by using a condenser heat exchanger instead of a heating heat exchanger and, depending on requirements, the air is passed either through this (heating) or through the evaporator heat exchanger (cooling).
  • a condenser heat exchanger instead of a heating heat exchanger
  • the air is passed either through this (heating) or through the evaporator heat exchanger (cooling).
  • the energy storage/rechargeable battery/high-voltage, HV battery also has losses in energy turnover, due to the chemical and physical processes within the cells. Their influence depends on the power and temperature, so that at low powers the power loss is also low and the greater the energy conversion, the higher the internal losses. To ensure cooling performance, liquid cooling is provided in most systems.
  • the well-known thermal management systems separate the interior air conditioning functions (heating/cooling) into several heat exchangers (water-air for heating and refrigerant-air for cooling). Electric auxiliary heaters are often provided for this purpose.
  • the series connection of the cooling of power electronics and the electric machine (drive machine or electric motor) of the electric drive leads to the performance of the electric machine or the efficiency of the electric drive (eDrive) suffering.
  • Due to relatively high temperature of the coolant The cooling capacity is limited and thus also the maximum continuous current of the power electronics. The lower the temperature of the coolant, the greater the cooling capacity and therefore also the possible current strength.
  • a thermal energy system for regulating temperatures of a vehicle, in particular an electric vehicle, comprising a heat pump with a cooling unit for cooling a coolant flow and a heating unit for heating a coolant flow.
  • the thermal energy system further comprises a low-temperature, LT line path starting downstream of the cooling unit and a high-temperature, HT line path starting downstream of the heating unit, each of which is designed to conduct a coolant flow along the respective path, with the LT line downstream of the cooling unit.
  • Line path is designed for cooling at least a first electronic unit.
  • a first of the HT and NT line paths is designed to direct the coolant flow to an engine of the vehicle and to direct the coolant flow, in particular downstream of the engine, to the heating unit, wherein a second of the HT and NT line paths is designed to direct the coolant flow to the cooling unit is formed.
  • the thermal energy system is further configured to heat at least one of a passenger compartment heat exchanger and a radiator of the vehicle by means of one of the first and second conduction paths, the thermal energy system for heating the at least one of the first Thermal energy absorbed by the electronic unit, the heat pump and the motor is used.
  • An electronic unit of the first and/or further electronic units (see below) of the vehicle can be an electronic unit that generates thermal energy, in particular during operation, and thus heats up.
  • the electronics unit can be cooled, for example, by means of the coolant flow of the NT line path.
  • the electronic unit can be one of control electronics, an inverter, a DC/DC converter, a DC/AC converter and an on-board charger (OBC).
  • OBC on-board charger
  • Two, three, four or more electronic units can be cooled or heated, in particular cooled, using the proposed system.
  • At least one of the first electronic units mentioned below can be designed to control a vehicle drive of the vehicle.
  • the first and further electronic units can include electronic subsystems.
  • the first and/or further electronic units can comprise a single electronic unit or two, three or more electronic units.
  • the first electronic units can in particular include two or three electronic units (subsystems and components).
  • At least one of the first and further electronic units can be flowed through in series (in series) by one of the line paths, in particular the coolant flow of the NT line path, whereby the sequence can advantageously be determined based on requirements and/or cooling power requirements of the electronic units to be flowed through.
  • the sequence seems particularly advantageous in such a way that the electronic units with the highest cooling capacity requirement are first supplied with the coldest coolant flow so that the highest cooling capacity can be made available for them.
  • the coolant flow can then be fed to the electronic units with lower cooling power requirements (e.g.
  • cooling capacity requirement A different supply sequence is possible and can be determined based on the cooling power requirements of the various electronic units.
  • the volume flow in the coolant circuits can be customized or be provided together, but can be tailored in particular to the cooling performance requirements of all electronic systems and/or electronic units.
  • a thermal energy system for a vehicle in particular an electrically driven vehicle with the engine, in particular an electric motor, is proposed, the energy storage/battery of which is not actively tempered via a central thermal management.
  • the battery can have its own active cooling using a coolant circuit or can be tempered using other measures.
  • air cooling is known, or passive cooling will result from low losses in future technologies.
  • the energy losses from the electrical components as well as the energy from the passenger cell (FGZ) during air conditioning are used as much as possible and, if possible, only excess, no longer usable energy is dissipated into the environment.
  • valves and coolant pumps can be reduced based on the proposed structure, resulting in simplified use of the system, lower manufacturing costs and lower maintenance costs.
  • the engine cooling or an engine heat exchanger, in particular an oil-water heat exchanger (see below) of an oil-cooled engine is assigned to the HT line path, while first electronic units, such as power electronics, an OBC, a controller, etc .are integrated in the NT line path.
  • first electronic units such as power electronics, an OBC, a controller, etc .are integrated in the NT line path.
  • the separation of the motor and the first electronic unit offers the advantage that the electronic unit can be cooled with a lower flow temperature and thus higher performance and efficiency can be achieved, while the motor itself can generally withstand higher temperature levels or can be subjected to a significantly longer load due to its high thermal mass until the limit temperature is reached.
  • the first and/or further electronic units can be flowed through in series, one after the other, the order being determined based on the requirements or cooling power requirements of the electronic units.
  • the sequence seems particularly advantageous in such a way that the electronic unit is first supplied with the coldest fluid and then flows through the central computer, while the OBC (on-board charger) is flowed through at the end, since this is only active when the other systems are switched off or do not generate any significant power loss/there is no need for cooling power.
  • a parallel supply is basically possible, or a combination of serial and parallel flow, although it must be taken into account that in this arrangement the cooling capacity is divided according to the mass flow ratios. It can be advantageous to hydraulically balance the volume flows in accordance with the expected cooling performance conditions, taking into account the pressure conditions of the electronic units using diaphragms at the inlet of these.
  • Another feature of the system is the indirect air conditioning of the cabin/passenger cell, which can be implemented via the only passenger cell heat exchanger, which, depending on requirements, is supplied with either warm coolant from the HT line path (heating requirement) or cold coolant from the NT line. Line path (cooling requirement) is supplied. Under certain requirements it may be necessary to dehumidify the air in the passenger compartment. For this purpose, it is advantageous to provide one heat exchanger for heating/heating, connected to the HT line path, and one for cooling, connected to the LT line path.
  • the low-temperature, LT line path that begins downstream of the cooling unit is to be understood as meaning a line path that begins at or near the cooling unit and/or exits from the cooling unit.
  • HT line path is to be understood as a line path that begins at or near the heating unit and/or exits from the heating unit.
  • the heat pump can further comprise a refrigerant reservoir, a compressor and a valve, in particular an expansion valve or a throttle.
  • the heat pump can be designed to absorb heat energy from a coolant stream supplied to the cooling unit by means of the cooling unit (chiller) and to heat energy supplied to a flow of coolant supplied to the heating unit by means of the heating unit (liquid cooled condenser, LLC). Dispense coolant flow.
  • the refrigerant reservoir may include coolant.
  • the heat energy supplied can at least partially be the heat energy absorbed by the cooling unit.
  • the heat energy supplied can also include lost heat energy from the heat pump.
  • the coolant flow supplied to the cooling and heating units and the coolant flow exiting the units can be directed to and discharged from the units by means of one or more lines.
  • the system may further include a first and/or a second coolant pump, each configured to pump a coolant flow along one of the first and second line paths.
  • the first coolant pump may be arranged downstream of the first line path in front of the engine, with the second coolant pump being arranged downstream of the second line path in front of the cooling unit.
  • the first and/or the second coolant pump may have an active and an inactive state.
  • the first and/or the second coolant pump can be designed in the active state to pump the coolant flow along the respective line path, wherein the first and/or the second coolant pump can be designed in the inactive state to forward the coolant flow without pumping .
  • the at least one first electronic unit and further electronic units can have one of an on-board charger, OBC, a controller and a Be vehicle electronics unit, wherein the vehicle electronics unit is designed to control the vehicle and its systems or units.
  • the passenger cell heat exchanger can have a first and a second heat exchanger or instead of the passenger cell heat exchanger, the first and second heat exchangers can be present or provided, which are designed to heat and/or cool the passenger cell.
  • the system may include the cabin heat exchanger, the first and/or the second heat exchanger.
  • the passenger cell heat exchanger, the first and/or the second heat exchanger can be designed for air conditioning of the passenger cell.
  • the first and/or the second heat exchanger can be an air-water heat exchanger.
  • the HT line path can have a higher temperature than the LT line path.
  • the first line path may be the HT line path and may be configured to direct the coolant flow along the HT line path upstream of the engine to the first heat exchanger, such that the HT line path is adapted to heat (due to the higher temperature of the coolant flow of the HT line path) at least the first heat exchanger is formed.
  • the second line path can be the NT line path and can be designed to guide the coolant flow along the NT line path downstream of the first electronic unit (e.g. charger (OBC), controller, etc.) to the second heat exchanger, so that the LT line path to the Cooling (due to the lower temperature of the coolant flow of the NT line path) of at least the second heat exchanger is formed.
  • OBC charger
  • the first heat exchanger can be designed to heat the passenger compartment, with the second heat exchanger being designed to cool the passenger compartment.
  • the second heat exchanger can be designed to dehumidify the passenger compartment, in particular the air located in the passenger compartment.
  • This structure can be described as a dual-circuit structure because the LT line path begins at the cooling unit and, after cooling the first electronic unit and the passenger compartment (via the second heat exchanger), directs the coolant flow back to the cooling unit.
  • the HT conduction path begins at the heater unit, warms the passenger compartment (via the first heat exchanger), cools the engine, and returns the coolant flow to the heater unit. Accordingly, there are two coolant circuits.
  • the air By operating both heat exchangers in parallel, the air can be dehumidified the air is first passed over the second heat exchanger and cooled in the process, whereby the moisture can be condensed and removed. The air is then passed through the first heat exchanger and heated back to the target temperature level.
  • the first heat exchanger can be designed in such a way that excess heat energy cannot be released exclusively to the passenger compartment air, but at least partially to the environment (radiator function/vehicle cooler).
  • the passenger cell can be dehumidified.
  • the first line path can be the NT line path and can be designed to guide the coolant flow along the NT line path downstream of the first electronic unit and upstream in front of the engine to the second heat exchanger, so that the NT line path is designed in particular to cool the first electronic unit, the second heat exchanger and the engine is designed. Consequently, the first electronic unit, the second heat exchanger and the motor are cooled in series by the coolant flow of the NT line path.
  • the second line path can be the HT line path and can be designed to guide the coolant flow along the HT line path downstream of the heating unit and upstream of the cooling unit to the first heat exchanger, so that the HT line path is designed in particular to heat at least the first heat exchanger .
  • the thermal energy of the first electronic unit, the second heat exchanger and the motor absorbed by means of the LT line path can be transferred via the cooling unit to the heating unit to the HT line path, which can consequently heat the first heat exchanger.
  • the LT line path begins at the cooling unit and cools the first Electronics unit, the passenger compartment and the engine and then directs the coolant flow to the heating unit.
  • the HT line path begins at the heating unit, warms the passenger compartment and directs the coolant flow back to the cooling unit. Accordingly, there is a single coolant circuit. The thermal coupling is ensured by the heat pump or the heating and cooling units, with thermal energy from the first line path being transferred exclusively via this to the second line path.
  • the system can have a compensation line with a compensation valve, in particular a throttle valve.
  • the compensation line can be connected to the NT and HT line paths.
  • the compensation line can be connected to the two line paths in such a way that a first end of the compensation line is connected to the LT line path upstream of the second coolant pump and downstream of the second heat exchanger.
  • a second end of the equalization line may be connected to the HT line path upstream of the first coolant pump and downstream of the first heat exchanger.
  • volume and/or pressure compensation can be set between the HT and LT line paths or the respective coolant circuits.
  • coolant can be added to or removed from the HT and NT line paths by means of the compensation line and the reservoir.
  • a compensating function of the compensating line between the HT and the NT line path can be carried out by means of a particularly relatively small line cross-sectional area.
  • a further filling unit can be provided for filling the compensation line with coolant.
  • the compensation valve may have a filling position during which coolant can be added. This structure is particularly advantageous if the dual-circuit structure is present and in particular if there are no valves for changing between single-circuit and dual-circuit structures.
  • the system may further include a first valve disposed downstream of the first and second heat exchangers or the passenger compartment heat exchanger and upstream of the heat pump as viewed along the first and second conduit paths.
  • the first valve can be designed between a first switching state a) and a second switching state b), wherein in the first switching state a) the first line path is the HT line path and the second line path is the NT line path, wherein in the second switching state b) the first line path is the NT -Line path and the second line path are the HT line path.
  • the dual-circuit structure can be present and according to the second switching state b) the single-circuit structure can be present.
  • the HT line path can be designed to direct the coolant flow to the radiator arranged along the HT line path, in particular to heat the radiator.
  • the system may include the radiator.
  • the radiator can be designed to absorb thermal energy from a coolant stream supplied to the radiator and to release it to an ambient fluid, in particular air. Furthermore, the radiator can be designed to absorb thermal energy from the ambient fluid and supply it to the supplied coolant stream. The efficiency of the system can be further improved by exchanging heat energy with the surrounding fluid.
  • the system may include a first valve disposed downstream of the first and second heat exchangers or the passenger compartment heat exchanger and upstream of the heat pump as viewed along the first and second conduit paths, and a second valve disposed downstream of the first as viewed along the NT conduit path Electronic unit and in front of the radiator or in front of the passenger compartment heat exchanger, in particular in front of the first or second heat exchanger of the passenger compartment and along the HT line path downstream after the heating unit and in front of the first and second heat exchangers or of the passenger compartment heat exchanger.
  • the first valve can be designed to change between a first switching state a) and a second switching state b) and the second valve can be designed to change between a first switching state c) and a second switching state d).
  • the first line path can be the HT or NT line path and the second line path can be the NT or HT line path.
  • the switching states can be used to switch between the single-circuit structure and the Dual-circuit design for cooling all components can be switched independently of the air conditioning in the passenger compartment.
  • the first and/or the second valve can be designed as a flow valve. Furthermore, the first and/or the second valve can be arranged in such a way that all required operating states of the vehicle can be operated with the system through the respective combination of the valve positions or switching states.
  • the first and/or the second valve is advantageously provided as a radial rotary valve design, but another form (axial piston valve) is also possible.
  • the first and/or the second valve can be provided with a single actuator or can be actuated together using a suitable device.
  • valves also enables the coolant circuits of the LT and HT line paths to be connected as a hydraulic series connection of all units in the system, so that the vehicle can be operated even without the heat pump being operated, thus enabling the highest possible efficiency of the entire system.
  • the hydraulic series connection of all units makes it possible to achieve the highest possible efficiency of the entire system when the heat pump is switched off.
  • Restrictions in the A/C performance of the passenger cell can depend on the boundary conditions (ambient temperature, driving condition, operating conditions, sun exposure, etc.), but this can ensure the best possible efficiency.
  • the HT line path may be the second line path and the NT line path may be the first line path, the HT line path being used to direct the coolant flow to the downstream in series arranged first heat exchanger and the radiator, in particular for heating the downstream in series arranged first heat exchanger and the radiator and the NT line path is designed to direct the coolant flow to the downstream in series arranged second heat exchanger and the motor, in particular for cooling the downstream in series arranged second heat exchanger and the motor.
  • the single-circuit structure can be present when the first and second heat exchangers of the passenger compartment are present.
  • the HT line path can be the second line path and the NT line path can be the first line path, the HT line path being used to direct the coolant flow to the radiator arranged downstream , in particular for heating the radiator arranged downstream and wherein the NT line path is designed to direct the coolant flow to the passenger cell heat exchanger arranged in series downstream and the engine, in particular for cooling the passenger cell heat exchanger arranged in series downstream and the engine.
  • the single-circuit structure can be present when the individual passenger cell heat exchanger of the passenger cell is present.
  • the engine may include a first and/or a second engine of the vehicle.
  • the first engine can be designed for front-wheel drive or for rear-wheel drive.
  • the second engine can be designed for front-wheel drive or rear-wheel drive. If both engines are present, all-wheel drive may be provided.
  • the first motor can be arranged along the first line path after the second motor, wherein the first line path is designed to direct the coolant flow to the first and second motors, in particular to cool the first and second motors.
  • the first motor can in particular be arranged along the NT line path downstream of the passenger compartment heat exchanger and the LT line path can be designed to cool the passenger compartment heat exchanger and to direct the coolant flow to the first engine, in particular to cool the first engine.
  • the second motor may be arranged in series or parallel to the first electronics unit and downstream of the LT line path in front of the passenger compartment heat exchanger, and the LT line path may be used to direct the coolant flow to the parallel-connected electronics unit and the second Motor have a coolant flow parallel connection.
  • the NT line path can be designed to cool the electronic unit connected in parallel and the second motor.
  • the coolant parallel connection can be combined again into a single line in front of the passenger cell heat exchanger.
  • the HT line path can be the first line path and the NT line path can be the second line path, the NT line path being used to guide the coolant flow to the passenger cell heat exchanger arranged downstream of the first power electronics, can be designed in particular for cooling the passenger cell heat exchanger arranged downstream of the first electronic unit.
  • the HT line path can be designed to direct the coolant flow to the radiator and the first motor arranged downstream of the radiator, in particular for heating the radiator and heating/cooling the first motor arranged downstream of the radiator. According to these switching states, lost energy can be released to the ambient fluid by means of the radiator. According to these switching states, the dual-circuit structure can be present.
  • the HT line path can be the first line path and the NT line path can be the second line path, the HT line path being used to direct the coolant flow to the passenger compartment heat exchanger and to the one arranged downstream of the passenger compartment heat exchanger first motor, in particular for heating the passenger cell heat exchanger and cooling the first motor arranged downstream of the passenger cell heat exchanger.
  • the dual-circuit structure can be present.
  • the cooling unit can have an active and an inactive state, wherein in the active state the cooling unit cools the coolant flow of the second line path supplied to the cooling unit and provides it to the NT line path and in the inactive state the cooling unit supplies the coolant flow of the second line path supplied to the cooling unit the LT line path without thermal energy exchange.
  • “Without heat exchange” means that the cooling unit is not in is in operation and therefore does not cool the coolant flow and only forwards it. A thermal energy exchange can therefore be prevented or stopped.
  • the NT line path may be designed to receive thermal energy from the radiator, which is arranged downstream of the first electronics unit along the NT line path.
  • the heat pump can have an active and an inactive state, wherein in the active state there is an exchange of heat energy between the cooling unit and the heating unit and in the inactive state there is no exchange of heat energy between the cooling unit and the heating unit. Consequently, in the inactive state, no heat energy is transferred from the cooling unit to the heating unit. A thermal energy exchange can therefore be prevented or stopped.
  • the radiator can have an active and an inactive state, wherein in the active state the radiator is designed to cool or heat an ambient fluid of the vehicle and in the inactive state of the radiator there is no exchange of heat energy with the ambient fluid and/or the radiator.
  • a thermal energy exchange can therefore be prevented or stopped.
  • a parallel line for conducting the respective coolant flow can be provided, which directs the coolant flow parallel to the radiator, so that no exchange of thermal energy with the ambient fluid takes place.
  • a bypass valve can be provided, by means of which the respective coolant flow is directed to the radiator or to the parallel line.
  • the system may further include the passenger compartment heat exchanger, the first heat exchanger and/or the second heat exchanger.
  • the passenger cell heat exchanger, the first heat exchanger and/or the second heat exchanger can have an active and an inactive state, wherein in the active state the passenger cell heat exchanger, the first heat exchanger and/or the second heat exchanger are designed for cooling and/or heating the passenger cell.
  • the first Heat exchanger and/or the second heat exchanger does not exchange heat energy with the passenger compartment, in particular the air in the passenger compartment.
  • the coolant flow of the HT line path may have a higher temperature when leaving the heating unit than the coolant flow of the LT line path when leaving the cooling unit.
  • a temperature difference between the HT and NT line paths can be 0 to 10K, 0 to 50K, in particular 0 to 100K.
  • the thermal energy system can further include an engine heat exchanger, in particular an oil-water heat exchanger, ⁇ WWT for the engine or the first engine. Additionally or alternatively, the oil-water heat exchanger can be designed to absorb thermal energy from the engine or the first engine and to release it to the coolant flow of the first line path, so that the first line path cools the engine or the first engine.
  • the thermal energy system may further include an oil pump configured to pump oil from the engine or the first engine to the ⁇ WWT for cooling or warming the engine or the first engine. The oil can be further routed from the ⁇ WWT to the engine or the first engine. Accordingly, an engine oil circuit can be present.
  • the engine heat exchanger can have an active and an inactive state.
  • the engine heat exchanger may transfer thermal energy from the engine to the coolant flow of the HT line path or receive thermal energy from the coolant flow.
  • the engine can be cooled or heated accordingly.
  • the heat energy exchange does not take place or the transfer of heat energy is prevented.
  • the engine heat exchanger may have an active and an inactive state, with the engine heat exchanger in the active state exchanging thermal energy between the engine and the coolant flow of the first conduction path. In the inactive state, no heat energy exchange takes place.
  • the thermal energy system may be configured based on an operating mode of the vehicle to include the first coolant pump, the second coolant pump, the cooling unit, the heat pump, the radiator, the passenger compartment heat exchanger, the first heat exchanger and/or the second heat exchanger of one of the inactive and active states switch to the other of the inactive and active states.
  • the thermal energy system can switch the first and/or the second valve from one of the two switching states to the other of the two switching states based on the operating mode.
  • the operating mode may include at least one eco mode, in which the thermal energy system switches the first coolant pump, the second coolant pump, the radiator, the passenger compartment heat exchanger, the first heat exchanger and/or the second heat exchanger into the active state.
  • the single-circuit structure can be set.
  • the cooling unit and/or the heat pump can be in the inactive state in order to minimize electrical energy requirements.
  • the motor, the first and/or the second motor may be or include an electric motor.
  • the HT and/or the NT line path can have an active and an inactive state, with heat energy transport taking place through the respective coolant flow in the active state and no heat energy transport taking place in the inactive state.
  • the coolant flow can be circulated in the respective line path.
  • the first and/or the second coolant pump can be operated via a single pump motor, whereby there is a forced coupling of the two speeds/delivery rates. If the first and second coolant pumps have separate drives, one of the coolant pumps can be switched off.
  • the object is achieved by a vehicle, in particular an electric vehicle, comprising a system according to the first aspect.
  • a vehicle in particular an electric vehicle, comprising a system according to the first aspect.
  • Previously described features of the first aspect can be designed as features of the second aspect.
  • FIG. 2 shows a schematic representation of a thermal energy system according to a second exemplary embodiment
  • FIG. 3 shows a schematic representation of a thermal energy system according to a third exemplary embodiment
  • FIG. 4 and 5 show a schematic view of a thermal energy system according to a fourth exemplary embodiment
  • FIG. 6 to 8 show a schematic view of a thermal energy system according to a fifth exemplary embodiment
  • FIG. 9 shows a schematic view of a thermal energy system according to a sixth exemplary embodiment
  • FIG. 10 shows a schematic view of a thermal energy system according to a seventh exemplary embodiment
  • FIG. 11 shows a schematic view of a thermal energy system according to an eighth exemplary embodiment
  • FIG. 12 shows a schematic view of a thermal energy system according to a ninth exemplary embodiment
  • Fig. 19 is a schematic representation of a vehicle with a thermal energy system.
  • the thermal energy system includes a heat pump 110 with a heating unit 111, a cooling unit 112, an expansion valve 113, a compressor 114 and a reservoir 1 15.
  • the cooling unit 1 12 is designed to contain a coolant or coolant supplied to the cooling unit 112. to cool the supplied coolant flow.
  • the heating unit 111 is designed to heat a coolant stream supplied to it.
  • the heat pump 110 is designed with the expansion valve 113, the compressor 114 and the reservoir 115 to at least partially, in particular completely, transfer the heat energy, which is absorbed by the cooling unit 112 for cooling the coolant flow, to the heating unit 111. Furthermore, heat loss energy can be transferred from the heat pump 110 to the coolant flow by means of the heating unit 111.
  • the heating unit 111 can use this thermal energy to heat the coolant stream supplied to it.
  • a high-temperature, HT line path HT begins at the heating unit 111 and a low-temperature, NT line path NT begins at the cooling unit 112. Both line paths are designed to conduct a coolant flow along the respective line path.
  • the line paths can be designed as pipes, hoses, channels and/or as a combination of these.
  • the coolant flow of the HT line path has a higher temperature when leaving the heating unit 11 1 than the LT line path when leaving the cooling unit 112, a temperature difference can be up to 100K.
  • the NT line path is designed for cooling at least a first electronic unit 120.
  • the first electronic unit 120 can be designed to control the vehicle drive of the vehicle. According to Fig. 1, three first electronic units are shown, which are connected in series and are cooled by the NT line path.
  • a second line path II of the HT and NT line paths directs the coolant flow to the cooling unit 1 12.
  • the first line path I is the HT line path and the second line path II is the NT line path.
  • the thermal energy system 100 is designed to provide at least one of a passenger compartment heat exchanger 140, in particular a first heat exchanger 141 and/or a second heat exchanger 142 of the passenger compartment of the vehicle and a radiator 170 of the vehicle by means of one of the two line paths I, II, wherein the thermal energy system 100 uses the thermal energy absorbed by at least the first electronic unit, in particular the first power electronic unit 120, the heat pump 110 and the motor 130 for heating.
  • the NT line path as a second line path II directs the coolant flow downstream of the power electronics 120 to the second heat exchanger 142 of the passenger cell.
  • the second heat exchanger 142 is designed to cool the passenger compartment.
  • the second heat exchanger 142 is set up to dehumidify the air in the passenger compartment.
  • a second coolant pump 152 for pumping the coolant flow is arranged downstream of the second heat exchanger 142.
  • the NT line path returns the coolant flow to the cooling unit 112.
  • the cooling unit 112 can accommodate this and accordingly reduce a temperature of the coolant flow.
  • the thermal energy absorbed by the cooling unit 112 is transferred to the heating unit 111 by the heat pump 110, with the heating unit 111 supplying the thermal energy to the coolant flow of the HT line path.
  • the HT line path as the first line path I supplies its coolant flow to the first heat exchanger 141 for heating the passenger compartment. Additionally or alternatively, heat energy can be released to the environment by means of the first heat exchanger 141.
  • the coolant flow loses thermal energy accordingly.
  • the HT line path directs the coolant flow to a motor 130.
  • a first coolant pump 151 for pumping the coolant flow is arranged between the second heat exchanger 141 and the motor 130.
  • the motor 130 is arranged on an electric motor section EA, which generates a front-wheel drive of the vehicle in FIG. 1.
  • the engine 130 is cooled using the coolant flow of the HT line path and the heated coolant flow is supplied to the heating unit 111.
  • there are two individual coolant circuits (dual-circuit structure), which is represented by the solid line of the first conduction path and the dashed line of the second conduction path. Due to the structure shown in FIG. 1, there are no valves for flow control and the structure is correspondingly simple.
  • the thermal coupling of the two coolant circuits is ensured via the heat pump 110, whereby the heat from the LT line path can only be transferred to the HT line path and then dissipated to the environment and/or the passenger compartment.
  • the first heat exchanger 141 along the HT line path is designed such that at least some of the thermal energy for heating the passenger compartment and excess thermal energy can be dissipated to the environment.
  • the system 100 in FIG. 1 has a compensation line AL with a compensation valve AV, in particular a throttle valve.
  • the compensation line AL is connected to the NT and HT line paths.
  • the compensation line is connected to the two line paths in such a way that a first end of the compensation line AL is connected to the NT line path upstream of the second coolant pump 152 and downstream of the second heat exchanger 142.
  • a second end of the compensation line AL is connected to the HT line path upstream of the first coolant pump 151 and downstream of the first heat exchanger 141.
  • coolant can be added to or removed from the HT and NT line paths by means of the compensation line AL and the reservoir 131.
  • a compensating function of the compensating line AL between the HT and the NT line path can be carried out by means of a particularly relatively small line cross-sectional area.
  • a further filling unit can be provided for filling the compensation line with coolant.
  • the compensation valve AV can have a filling position during which coolant can be added.
  • the structure with the compensation line is particularly advantageous for the dual-circuit structure and if this cannot be changed using additional valves.
  • Multiple arrows in the figures for certain units such as the motor 130, the heating unit 111, the cooling unit 112, the compressor 114, the first and second heat exchangers 141, 142 indicate an absorption or release of thermal energy.
  • the multiple arrows in the heating unit point to a release of thermal energy to the coolant flow to heat it.
  • the multiple arrows in FIG. 1 tend to point downwards in the image plane of the heating unit.
  • the multiple arrows of the cooling unit 112 tend to point upwards, since thermal energy is absorbed to cool the coolant flow.
  • the reservoir 131 can be designed to compensate for pressure changes or volume changes due to temperature differences in the coolant flow by adding or removing coolant from the coolant flow.
  • the HT line path is the second line path II and the LT line path is the first line path I.
  • the LT line path begins at the cooling unit 112, cools the power electronics 120, the second heat exchanger 142 and the motor 130 and ends at the heating unit 111.
  • the HT line path begins at the heating unit 111, heats the first heat exchanger 141 and ends at the cooling unit 112.
  • only the second coolant pump 152 is used; the first coolant pump 151 is not required.
  • the second coolant pump is arranged along the HT line path between the first heat exchanger 141 and the cooling unit 112. According to FIG.
  • a common coolant circuit (single-circuit structure) is shown.
  • the single-circuit structure is characterized by the continuous lines of the first and second line paths I, II.
  • additional pumps may be required to ensure functionality, see for example Fig.3
  • FIG. 3 shows a third exemplary embodiment of a thermal energy system 100, wherein in addition to the structure shown in FIG. 2, the first coolant pump 151 is arranged between the motor 130 and the second heat exchanger 142 along the NT line path.
  • 4 shows a fourth exemplary embodiment of a thermal energy system 100 with a first valve 161.
  • the first valve 161 is arranged along the first and second line paths I, II downstream after the first and second heat exchangers 141, 142 and in front of the heat pump 110.
  • the first valve 161 is designed to switch between a switching state a) and a switching state b), whereby in the switching state a) the first line path I is the HT line path and the second line path II is the NT line path, see Fig. 4.
  • the switching state a) creates the dual circuit structure with separate Coolant circuits set. If the first valve 161 changes to the switching state b), the single-circuit structure with a single coolant circuit is set.
  • Thermal energy can be delivered to the passenger compartment by heating the first heat exchanger 141.
  • the thermal energy can be transferred to the first heat exchanger 141 either to the passenger compartment or to the ambient air. Intermediate positions enable a continuous distribution of the heat energy released between the passenger compartment and the ambient air.
  • the heat pump 110 can be switched between an active and an inactive state, wherein in the active state thermal energy is absorbed from the coolant flow supplied to the cooling unit 112 and supplied to the coolant flow supplied to the heating unit. In the inactive state, the heating and cooling units 111, 112 forward the coolant flow without exchanging heat energy with the other coolant flow. In Figures 1 to 5, the heat pump 110 is in the active state.
  • FIG. 5 shows the single-circuit structure with thermal bypass using a heat pump 110 and heat dissipation to the environment via the first heat exchanger 141.
  • the heating of the passenger compartment is achieved by heating the supply air/interior air at least in a portion of the first heat exchanger 141.
  • the air flow which is not discussed in more detail in this document, must be designed according to the required air mass flows so that the heat can be distributed independently of the Passenger cell supplies can be dissipated and all comfort requirements can still be met.
  • Fig. 6 shows a fifth embodiment of a heat energy system 100 with a radiator 170.
  • the heat pump 110 is in the inactive state. Due to the inactive state of the heat pump 110, energy can be saved and the vehicle can be operated in an eco mode. Despite Eco mode, the various units can be cooled and heated as described above.
  • the radiator 170 is arranged along the second line path II between the first heat exchanger 141 and the second coolant pump 152. Furthermore, the radiator 170 can have an active and an inactive state, wherein in the active state the radiator can exchange heat energy with an ambient fluid, in particular air. In the inactive state, the corresponding coolant flow is passed on without exchanging thermal energy with the ambient fluid.
  • the HT line path is the second line path II and the NT line path is the first line path I.
  • the heat pump 110 and the radiator 170 of the thermal energy system 100 of the fifth exemplary embodiment are in the active state, with the two first and second switching states a) and b) of the first valve 161 being shown.
  • the single-circuit structure is shown in FIG. 7 and the dual-circuit structure is shown in FIG. 8.
  • the first heat exchanger 141 is assigned to the HT line path and the second heat exchanger 142 to the LT line path. This simplifies the structure advantageously, since only a single valve 161 is required to interconnect the LT and HT line paths, meaning that all relevant operating states can be operated.
  • the actuation of the valve 161 can be made particularly simple, since only two switching or switching states are required.
  • the two possible switching states a) and b) result in either the single-circuit structure, in which all components are connected in series, or the dual-circuit structure, in which the NT and HT line paths are separate from one another, where the thermal coupling in this case by the heat pump 110 takes place, ie the heat is transported from the LT line path into the HT line path.
  • the single-circuit structure also enables the highest possible efficiency to be achieved here, since the heat pump 110 can be switched off (eco mode; Fig. 6) and the heat loss can be dissipated directly to the environment.
  • the performance of the air conditioning and cooling of the components is limited by the ambient conditions, such as air temperature, solar radiation, etc., so that the Eco mode is only available as a function with possible restrictions in comfort and function or vehicle performance.
  • FIG. 9 shows a sixth exemplary embodiment of a thermal energy system 100, which, in comparison to the fifth exemplary embodiment, has two valves, namely a first and a second valve 161, 162.
  • the first valve 161 is arranged along the first and second line paths I, II downstream after the first and second heat exchangers 141, 142 or the passenger cell heat exchanger 140 and before the heat pump 110.
  • the second valve 162 is viewed along the NT line path downstream after the first power electronics 120 and in front of the radiator 170 or in front of the passenger compartment heat exchanger 140 and along the HT line path downstream after the heating unit 111 and in front of the first and second heat exchangers 141, 142 or the passenger cell heat exchanger 140 arranged.
  • the first valve 161 is designed to change between a first switching state a) and a second switching state b) and the second valve 162 is designed to change between a first switching state c) and a second switching state d).
  • the first line path I is the HT or NT line path
  • the second line path II is the NT or HT line path.
  • first and second switching states a) to d) of the first and second valves 161, 162 are defined as follows for improved understanding in accordance with the figures:
  • the single-circuit structure is present and the first valve 161 is in the second switching state b) and the second valve 162 is in the first switching state c).
  • the HT line path is the second line path II and the NT line path is the first line path I.
  • the HT line path directs the coolant flow due to the second valve 162 to the first heat exchanger 141 for heating the passenger compartment and then to the radiator 170.
  • the radiator 170 is in the active state, absorbing thermal energy from the coolant flow of the HT line path and releasing it to the ambient fluid.
  • the cooled coolant flow is then directed to the cooling unit 112.
  • the LT line path first cools the power electronics 120 and then the passenger cell through the second heat exchanger 142.
  • the electric motor section EA further comprises an engine heat exchanger, in particular an oil-water heat exchanger, ⁇ WWT 133 and an oil pump 132.
  • the oil-water heat exchanger 133 is designed to receive heat energy from the engine 130 through an oil flow and deliver it to the coolant flow of the first line path I, so that the first line path I cools the engine 130.
  • the oil pump 132 is suitable for pumping the oil along Oil lines are formed in the electric motor section EA.
  • the coolant flow of the LT line path leaving the second heat exchanger 142 cools the ⁇ WWT
  • first and second valves 161, 162 enable both single-circuit and dual-circuit designs for cooling all components and subsystems, regardless of the air conditioning of the passenger compartment, meaning that all relevant operating states can be operated.
  • FIG 9 shows an example of the single-circuit structure in the operating state "driving” and “air conditioning/heating of the passenger compartment” and “dehumidification of the interior air", in which the heat pump 110 transfers the heat energy via the thermal bypass already described above in front of the line electronics 120 or the Removed from the passenger cell and fed back into the coolant flow in front of the radiator 170.
  • 10 shows a seventh exemplary embodiment of a thermal energy system 100 with a first and a second motor 130, 134 and the second and first switching states b) and c) of the valves 161, 162.
  • the first motor 130 is similar to the previous exemplary embodiments along the first Line path I is arranged in front of the heating unit 1 11.
  • the second motor 134 is arranged along the NT line path in parallel and in series with the power electronics 120.
  • 10 further shows a high-temperature section HTA and a low-temperature section NTA. 10, the vehicle has a four-wheel drive with two motors 130,
  • a further second electronic unit in particular a second power electronic unit 121, can be arranged in series with the first motor 130.
  • FIG 11 shows an eighth exemplary embodiment of a thermal energy system 100 with the second and first switching states b) and c) of the valves 161, 162, in which, in contrast to the seventh exemplary embodiment, in the electric motor section EA the ⁇ WWT 133 and the oil pump 132 are provided. Furthermore, only the power electronics 120 is arranged along the NT line path.
  • the HT line path is the second line path II and directs the coolant flow through the radiator 170 and to the cooling unit 112.
  • FIG. 12 shows a ninth exemplary embodiment of a thermal energy system 100 with the second and first switching states b) and c) of the valves 161, 162, in which only the second engine 134 of the vehicle is provided.
  • FIG. 13 to 18 show a tenth exemplary embodiment of a thermal energy system 100 with a single motor 130 in the electric motor section EA, the electric motor section EA having the ⁇ WWT 133 and the oil pump 132.
  • the heat pump 110 is in the inactive state and the valves 161, 162 have the second and first switching states b) and c).
  • the coolant pump 151 pumps the coolant flow of the first line path I through the ⁇ WWT 133, cools the oil of the electric motor section EA, and then it is sent to the inactive heating unit 111 of the heat pump 110.
  • the HT line path is the second line path II and the coolant flow of the HT line path is directed to the radiator 170.
  • the radiator 170 cools the coolant stream by releasing thermal energy into the ambient fluid.
  • the second line path II then directs the coolant flow to the cooling unit 1 12.
  • the NT line path is the first line path I and initially cools the power electronics 120, the passenger cell through the passenger cell heat exchanger 140 and the engine 130 through the ⁇ WWT 133 before it directs the coolant flow to the heating unit 111.
  • the heat loss from the power electronics 120 and the motor 130 is dissipated to the environment. Air conditioning of the passenger cell is only possible to a limited extent depending on the ambient air temperature.
  • Fig. 13 can represent an eco mode of the vehicle.
  • the heat pump 110 is in the active state, so that the coolant flow is cooled by the cooling unit 112 and the coolant flow is heated by the heating unit 111. It will be the Heat loss from all components is dissipated to the environment. What proves to be advantageous here is that a thermal bypass is achieved by means of the heat pump 110, which leads to a significant increase in cooling performance by reaching the highest coolant temperature in the flow of the radiator 170 and at the same time the lowest coolant temperature in the flow of the power electronics 120 to be cooled single coolant circuit is achieved. Cooling of the passenger cell is also possible at higher ambient air temperatures.
  • the valves 161, 162 have the first switching states a) and c), so that the dual-circuit structure is present.
  • the HT line path is the first line path I and delivers thermal energy to the radiator 170 before the coolant flow through the ⁇ WWT 133 absorbs thermal energy from the engine 130 and is directed to the heating unit 111.
  • the NT line path is the second line path II and cools the power electronics 120, the passenger compartment through the passenger compartment heat exchanger 140 and returns the coolant flow to the cooling unit 1 12.
  • the heat loss from the motor 130 and the power electronics 120 from the LT line path and thermal energy from the passenger compartment, as well as the electrical power from the heat pump 1 10 are transferred to the HT circuit and dissipated to the environment.
  • the valves 161, 162 have the second switching states b) and d) and the dual-circuit structure is present.
  • a circulation of the coolant flow of the LT line path is possible, but no heat transport takes place.
  • the coolant pump 151 in the HT line path pumps the coolant flow through the ⁇ WWT 133 and absorbs heat loss from the engine 130.
  • the coolant flow then flows to the heating unit 111 of the heat pump 1 10 and absorbs energy, whereby the temperature of the coolant flow in the HT line path increases.
  • the coolant flow is then directed through the HT line path to the passenger compartment heat exchanger 140 to heat the passenger compartment.
  • the coolant flow is then directed to the first coolant pump 151. It will only be the heat lost from the electrical Power of the heat pump 110 is used in the coolant flow of the HT line path for heating.
  • the valves 161, 162 have the second switching states b) and d) and the dual-circuit structure is present.
  • both NT and HT line paths or the first and second line paths I, II are active compared to FIG. 16.
  • the coolant pump 151 pumps the coolant flow through the ⁇ WWT 133, which absorbs heat loss from the engine 130 and the coolant flow is directed through the first line path I to the heating unit 111.
  • the heating unit 111 heats the coolant flow and the HT line path or the first line path I directs the coolant flow to the passenger compartment heat exchanger 140 to heat the passenger compartment.
  • the coolant flow is then directed to the first coolant pump 151.
  • the NT line path directs the coolant flow to cool the power electronics 120 and on through the radiator 170, with no heat energy exchange taking place due to the temperature of the ambient fluid.
  • the coolant flow is further directed to the second coolant pump 152 and then to the cooling unit 112. Only the heat loss from the power electronics 120 is transferred from the LT line path and the electrical power from the heat pump 110 into the HT line path.
  • a temperature of the ambient fluid is higher than the temperature of the coolant flow of the NT line path or the second line path II, so that thermal energy from the ambient fluid can be supplied to the coolant flow by means of the radiator 170.
  • the heat loss from the power electronics 120 and the energy obtained from the ambient air from the LT line path, as well as the electrical power from the heat pump 110, are transferred to the HT line path.
  • FIG 19 shows a schematic representation of a vehicle 200 comprising a thermal energy system 100 according to one of the previous exemplary embodiments.
  • the vehicle 200 may be configured to control the thermal energy system 100.
  • the vehicle 200 can be designed to receive control commands to send one or more units of the thermal energy system 100 to control the thermal energy system 100.
  • the vehicle 200 may be an electric and/or electronic vehicle with an electronic motor (electric motor).
  • EA electric motor section 140 passenger compartment heat exchanger 141 first heat exchanger 142 second heat exchanger
  • first coolant pump 152 second coolant pump 161 first valve 162 second valve

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

L'invention concerne un système d'énergie thermique conçu pour réguler les températures d'un véhicule, comprenant une pompe à chaleur comportant une unité de refroidissement pour refroidir un flux de réfrigérant et une unité de chauffage pour chauffer un flux de réfrigérant ; un chemin de conduction basse température NT commençant en aval de l'unité de refroidissement et un chemin de conduite haute température HT commençant en aval de l'unité de chauffage qui sont respectivement conçus pour conduire un flux de réfrigérant le long du chemin respectif, le chemin de conduction NT étant conçu refroidir au moins une première unité électronique en aval de l'unité de refroidissement, le système d'énergie thermique étant conçu pour chauffer au moins un échangeur de chaleur d'habitacle ou un radiateur du véhicule au moyen d'un des deux chemins de conduction, le système d'énergie thermique utilisant, pour le chauffage, l'énergie thermique reçue par la première unité électronique ou la pompe à chaleur ou le moteur.
PCT/EP2023/067837 2022-06-30 2023-06-29 Système d'énergie thermique pour réguler des températures d'un véhicule et véhicule équipé d'un tel système WO2024003256A1 (fr)

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DE102022206698.7A DE102022206698B4 (de) 2022-06-30 2022-06-30 Wärmeenergiesystem zum Regulieren von Temperaturen eines Fahrzeugs und Fahrzeug mit einem solchen

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Citations (5)

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Publication number Priority date Publication date Assignee Title
WO2014143621A1 (fr) * 2013-03-12 2014-09-18 Delphi Technologies, Inc. Climatiseur à pompe à chaleur unitaire ayant une boucle de dérivation de vapeur comprimée
GB2529162A (en) * 2014-08-11 2016-02-17 Jaguar Land Rover Ltd A system for use in a vehicle
DE102017221557A1 (de) * 2017-08-09 2019-02-14 Hyundai Motor Company Wärmepumpensystem für ein Fahrzeug
EP3623183A1 (fr) * 2018-09-11 2020-03-18 C.R.F. Società Consortile per Azioni Système de gestion thermique des composants d'un véhicule hybride
DE102019132689A1 (de) * 2019-12-02 2021-06-02 Bayerische Motoren Werke Aktiengesellschaft Wärmemanagementsystem für ein Kraftfahrzeug und Kraftfahrzeug mit einem solchen

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JP5867305B2 (ja) 2012-06-20 2016-02-24 株式会社デンソー 車両用熱管理システム
US10967702B2 (en) 2017-09-07 2021-04-06 Tesla, Inc. Optimal source electric vehicle heat pump with extreme temperature heating capability and efficient thermal preconditioning
KR20210057313A (ko) 2019-11-12 2021-05-21 현대자동차주식회사 차량용 히트펌프 시스템
JP2023003801A (ja) 2021-06-24 2023-01-17 サンデン株式会社 熱媒体温調システム

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014143621A1 (fr) * 2013-03-12 2014-09-18 Delphi Technologies, Inc. Climatiseur à pompe à chaleur unitaire ayant une boucle de dérivation de vapeur comprimée
GB2529162A (en) * 2014-08-11 2016-02-17 Jaguar Land Rover Ltd A system for use in a vehicle
DE102017221557A1 (de) * 2017-08-09 2019-02-14 Hyundai Motor Company Wärmepumpensystem für ein Fahrzeug
EP3623183A1 (fr) * 2018-09-11 2020-03-18 C.R.F. Società Consortile per Azioni Système de gestion thermique des composants d'un véhicule hybride
DE102019132689A1 (de) * 2019-12-02 2021-06-02 Bayerische Motoren Werke Aktiengesellschaft Wärmemanagementsystem für ein Kraftfahrzeug und Kraftfahrzeug mit einem solchen

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