阅读说明：本技术 空气调节和电池冷却装置及其运行方法 (Air conditioning and battery cooling apparatus and method of operating the same ) 是由 克里斯托弗·巴拉 纳维德·杜拉尼 马丁·赫策尔 托比亚斯·哈斯 马蒂亚斯·赫夫勒 于 2020-02-05 设计创作，主要内容包括：本发明涉及一种空气调节和电池冷却装置,其具有A/C冷却剂循环回路和电传动系冷却剂循环回路以及制冷剂循环回路,其中A/C冷却剂循环回路和电传动系冷却剂循环回路经由二位四通冷却剂阀彼此耦联成,使得A/C冷却剂循环回路和电传动系冷却剂循环回路构成为可独立地运行或可序列地穿流。(The invention relates to an air conditioning and battery cooling device having an A/C coolant circuit and an electric drive train coolant circuit and a refrigerant circuit, wherein the A/C coolant circuit and the electric drive train coolant circuit are coupled to one another via a two-position four-way coolant valve, such that the A/C coolant circuit and the electric drive train coolant circuit are designed to be operable independently or to flow through them in a sequential manner.)

1. An air conditioning and battery cooling device (1) having an A/C coolant circulation circuit and an electric powertrain coolant circulation circuit and a refrigerant circulation circuit, wherein

-the a/C coolant circulation loop and the electric powertrain coolant circulation loop are coupled to each other via a two-position, four-way coolant valve (21) such that the a/C coolant circulation loop and the electric powertrain coolant circulation loop are configured to be independently operable or sequentially flow through, and

-the a/C coolant circulation loop has: at least one A/C coolant radiator (20) for outputting heat to ambient air (33), a coolant pump (17) and a condenser (3) via which the A/C coolant circuit is thermally connected to the coolant circuit, and

-the electric powertrain coolant circulation loop has: at least one battery cooler (25), a coolant pump (22), a drive train coolant radiator (32) for outputting heat to ambient air (33); and a cooler (12) via which the electric powertrain coolant circulation circuit is thermally connected with the refrigerant circulation circuit, and

-the refrigerant circulation circuit has: at least one compressor (2), a condenser (3), an ambient heat exchanger (5) for outputting heat to ambient air (33) or absorbing heat from ambient air (33), an expansion device (9), and the cooler (12),

-wherein the two-position four-way coolant valve (21) connects the output of the a/C coolant radiator (20) with the input of the drive train coolant radiator (32), and a two-position three-way valve (18.1) is provided in connection with the a/C coolant circulation loop at the output of the drive train coolant radiator (32).

2. Air conditioning and battery cooling arrangement (1) according to claim 1,

it is characterized in that the preparation method is characterized in that,

the refrigerant circuit has a refrigerant heating heat exchanger (19) as an internal condenser for heating the vehicle cabin, which can be arranged in the refrigerant circuit in parallel with the condenser (3) or alternatively in connection with the condenser (3).

3. Air conditioning and battery cooling arrangement (1) according to claim 1 or 2,

it is characterized in that the preparation method is characterized in that,

the electric drive train coolant circuit has a heating device (23) which is connected in series upstream of the battery cooler (25) and, furthermore, forms a bypass to the battery cooler and, alternatively, additionally forms a bypass to the heating device (23).

4. Air conditioning and battery cooling arrangement (1) according to any of claims 1 to 3,

it is characterized in that the preparation method is characterized in that,

in the electric drive train coolant circuit, a coolant pump (28) and/or an inverter (29) and/or an electric motor heat exchanger (31) are designed to be able to flow through in parallel with the battery cooler (25).

5. Air conditioning and battery cooling arrangement (1) according to one of the claims 1 to 4,

it is characterized in that the preparation method is characterized in that,

an expansion mechanism (4) is provided in the refrigerant circulation circuit downstream of the condenser (3) and upstream of the ambient heat exchanger (5).

6. Air conditioning and battery cooling arrangement (1) according to one of the claims 1 to 5,

it is characterized in that the preparation method is characterized in that,

in the refrigerant circuit, an upstream evaporator (10) is arranged in parallel with the associated upstream expansion means (7) and/or a downstream evaporator (11) is arranged in parallel with the associated upstream expansion means (8), and/or a low-pressure receiver (13) is arranged in the refrigerant circuit upstream of the compressor (2).

7. Air conditioning and battery cooling arrangement (1) according to one of the claims 1 to 6,

it is characterized in that the preparation method is characterized in that,

an additional heating device (36) is arranged on the downstream evaporator (11) and/or on the refrigerant heating heat exchanger (19).

8. Air conditioning and battery cooling arrangement (1) according to one of the claims 1 to 6,

it is characterized in that the preparation method is characterized in that,

two parallel lines for cooling the front wheel drive and the rear wheel drive are formed in the electric drive train coolant circuit.

9. Method for operating an air conditioning and battery cooling device (1) according to one of claims 1 to 8,

it is characterized in that the preparation method is characterized in that,

in the event of a high refrigeration power demand for rapid battery charging, operating a cooler (12) in the refrigerant circuit and transferring the condensation heat from the refrigerant circuit partially via the condenser (3) to an AC coolant circuit and partially via the ambient heat exchanger (5) to ambient air (33), wherein the coolant circuit is connected by an A/C coolant radiator (20), the two-position four-way coolant valve (21) and the drive train coolant radiator (32) and the two-position three-way valve (18.1) and coolant-side condenser (3) connected in series and outputs the condensation heat to the ambient air (33), wherein the A/C coolant radiator (20) and the drive train coolant radiator (32) are connected in series via the two-position four-way coolant valve, and the battery cooler (25) forms a separate coolant circuit with the cooler (12) of the refrigerant circuit, and the electric drive train coolant circuit is connected to the heat exchanger (29, 30, 31, 35) of the electric drive train via a bypass (38) in the circuit.

10. The method of claim 9, wherein the first and second light sources are selected from the group consisting of,

it is characterized in that the preparation method is characterized in that,

in the refrigerant circuit, in addition to the cooler (12), the upstream evaporator (10) and/or the downstream evaporator (11) are operated in order to generate cooling energy for air conditioning the vehicle cabin.

11. Method for operating an air conditioning and battery cooling device (1) according to one of claims 1 to 8,

it is characterized in that the preparation method is characterized in that,

in the case of high refrigeration power demands on the air conditioning of the vehicle cabin and cooling of the electric drive train to cool the battery, operating the cooler (12) and the upstream evaporator (10) and/or the downstream evaporator (11) in the refrigerant circulation circuit, and the condensation heat from the refrigerant circuit is output to the ambient air (33) via the ambient heat exchanger (5), and to the A/C coolant circulation circuit via the condenser (3) and to the ambient air (33) via the A/C coolant radiator (20), wherein the powertrain coolant radiator (32) outputs waste heat from the electric powertrain coolant circulation loop to ambient air (33), wherein the battery cooler (25) forms an independent coolant circulation circuit together with the cooler (12) of the refrigerant circulation circuit.

12. Method for operating an air conditioning and battery cooling device (1) according to one of claims 1 to 8,

it is characterized in that the preparation method is characterized in that,

operating the upstream evaporator (10) and/or the downstream evaporator (11) in the refrigerant circuit with passive electric drive train cooling and passive battery cooling, and outputting the condensation heat from the refrigerant circuit to the ambient air (33) via the ambient heat exchanger (5), wherein the waste heat from the electric drive train coolant circuit and from the battery cooler (25) connected in parallel with the drive train is output to the ambient air (33) via the series-connected AC/coolant radiator (20) and the drive train coolant radiator (32), wherein the coolant circuit leads from the two-way three-way valve (27) via the two-way four-way valve (21), the condenser (3) and the AC/coolant radiator (20) to the drive train coolant radiator as a drive for driving the vehicle with a moderate cooling power requirement for air conditioning of the vehicle cabin And a two-position three-way valve (34) at a branch point of the cooler cooling circuit and the battery cooling circuit.

13. Method for operating an air conditioning and battery cooling device (1) according to one of claims 1 to 8,

it is characterized in that the preparation method is characterized in that,

in the case of cabin heating and battery warming and in the case of moderate cooling power demands for active electric drive train cooling, a cooler (12) in the refrigerant circuit is operated and the condensation heat from the refrigerant circuit is output to the refrigerant heat exchanger (19) and to the cabin and via the ambient heat exchanger (5) to the ambient air (33), wherein the battery cooler (25) is connected to the heating device (23) in a separate circuit for battery warming.

14. Method for operating an air conditioning and battery cooling device (1) according to one of claims 1 to 8,

it is characterized in that the preparation method is characterized in that,

in the case of cabin heating and passive electric drive train warming and active battery cooling, waste heat from the refrigerant circuit is output to the refrigerant-heating heat exchanger (19), wherein the battery coolant circuit is connected to the battery cooler (25) and the cooler (12), and the electric drive train coolant circuit is connected in the circuit passively self-warming via a bypass (38).

15. Method for operating an air conditioning and battery cooling device (1) according to one of claims 1 to 8,

it is characterized in that the preparation method is characterized in that,

in the case of intensive cabin heating and passive electric drivetrain warming, the waste heat from the refrigerant circuit is output to the refrigerant heat exchanger (19), wherein the battery coolant circuit is connected to the cooler (12) and the heating device (23) and warms up, wherein the battery cooler (25) does not flow downstream of the two-position three-way valve (24), and the electric drivetrain coolant circuit is connected in the circuit passively self-warming via a bypass (38).

Technical Field

The invention relates to an air conditioning and battery cooling device for a battery electric vehicle with high cooling capacity and passive battery cooling, and to a method for air conditioning a vehicle and cooling a battery.

Background

The invention relates in particular to the design of thermal systems for electric vehicles, vehicles with hybrid drives or fuel cell vehicles operated by means of so-called high-voltage batteries or accumulators. The above-mentioned highly electrified vehicles are generally equipped with the possibility for rapid charging of the electrical energy storage. In connection with this, the need for cooling of the respective energy store increases during rapid charging. Furthermore, a large charging current leads to high electrical losses and thus to a strong heating of the energy store.

Therefore, during the rapid charging of the battery, a particularly high cooling power must be provided by the thermal system, which means a challenge for conventional systems for battery cooling.

The charging time of the high voltage battery is a major drawback from the perspective of the driver and user of the battery electric vehicle. At a typical outlet of a household, the charging time of the high voltage battery is, for example, eight to twelve hours. In contrast, battery electric vehicles typically have an effective range of between 150 and 300 kilometers, and therefore users often must charge their vehicles.

Therefore, an important prerequisite and main feature of the increasingly accepted electric vehicles is that the charging time of the high-voltage battery is significantly shortened. For this reason, a so-called ultra-fast charging technique is studied so as to reduce the charging time of the battery to about 20 minutes. In the next few years, the charging infrastructure required for this purpose continues to expand along the major traffic trunks in europe. Charging power of up to 350 kw is provided by means of corresponding technologies, such as the so-called "ultra-fast high-power charging network", so that the charging of the battery can be similar to the refueling of fuel-consuming vehicles at conventional gas stations. The disadvantages pertaining to the rapid charging of batteries are: for example, lithium ion batteries, while providing relatively high power densities, are also prone to overcharge, deep discharge, and high charge currents, which can lead to rapid overheating of high voltage batteries, especially at high ambient temperatures. To avoid damage to the high voltage battery, the charging electronics monitor the state of the battery, including voltage and temperature, and adjust the charging current accordingly.

In order to be able to ensure a high charging speed during a rapid charging process, the high-voltage battery needs to be actively cooled in order to be kept in a specific temperature range of 10 ℃ to 35 ℃. In this respect, high-voltage battery coolers are known from the prior art, which are connected to the refrigeration circuit of the vehicle either directly or indirectly in a refrigerant-cooled manner and correspondingly maintain the battery at a desired temperature level. The waste heat generated by the battery unit is absorbed by the coolant or refrigerant and output to the environment, or possibly even used to heat the passenger cabin.

In the case of direct refrigerant-cooled systems for battery cooling, the refrigerant circuit absorbs waste heat of the high-voltage battery or the vehicle cabin on the low-pressure side by evaporation of the refrigerant in the evaporator. The vaporized refrigerant is compressed by a compressor to a higher pressure level. Heat is additionally transferred to the refrigerant by the compression work. At the outlet of the compressor, the refrigerant enters the condenser as a high-pressure gas having a high temperature. In the condenser, the previously absorbed heat of evaporation and compression is output either to the air in the case of an air-cooled condenser or to the coolant, for example in the case of a water-cooled condenser. The refrigerant leaves the condenser in liquid form, however at high pressure, before it enters the expansion mechanism. The refrigerant passing through the expansion device is reduced in pressure from a high pressure to a low pressure level. Whereby the temperature of the refrigerant likewise drops to a level which is thereafter again suitable for absorbing waste heat. The cold and liquid refrigerant enters the evaporator and absorbs heat again in the evaporated condition, whereby the refrigerant circulation circuit is closed.

During the rapid charging process, waste heat of about 8 kilowatts to 12 kilowatts is generated in the battery unit. At high ambient temperatures, the cooling capacity of the air conditioning installation of the vehicle must therefore be able to absorb the battery waste heat generated in addition to the cabin air conditioning in order to reduce the temperature of the unit below a critical value or to keep it there.

In known systems, the power capacity of the condenser, known as the air heat exchanger and also as the radiator, is a weak point and the corresponding dimensioning is a big challenge. In the case of direct heat dissipation via a condenser or in the case of indirect heat dissipation via a radiator, the total heat of evaporation from the vehicle cabin and the battery and the heat of compression of the compressor are output to the ambient air.

Thus, during a rapid charging process, the condenser or radiator must be able to output approximately 20-22 kilowatts of waste heat from the air conditioning system to the environment when the vehicle is connected to the outlet during the course of the charging process. However, conventional condensers or simple radiators cannot provide such power in idle while the vehicle is parked. The condenser or radiator can only provide the required power in the case of high wind speeds caused by the driving wind during driving.

For this reason, the heat dissipation of the refrigeration circuit has a significant influence on the charging power and thus on the charging time of the battery electric vehicle.

Various systems for battery cooling of battery electric vehicles are known in the art.

More precisely, therefore, a battery cooler system with a bypass is known from US 2009/0317697 a1, in which the battery cooling is effected in conjunction with the air conditioning of the vehicle cabin via various circulation circuit arrangements and bypasses.

A disadvantage of the known solutions is that the cooling capacity, in particular in the case of rapid charging when the vehicle is parked, is insufficiently provided by the conventional systems. For this reason, other ways of solving the problem of insufficient cooling capacity are also sought in the prior art.

Charging stations with a thermal management system of an electric vehicle during a charging phase are known, for example, from US 2017/0096073 a 1. The system comprises an external cooling circuit of the vehicle, which is connected with its battery cooling circuit to a charging station, wherein the cooling power for cooling the battery during the charging process is provided with sufficient capacity.

Alternatively, an internal, separate storage is provided in the vehicle, which can store a certain share of the waste heat during the charging process if an external system of the charging station is not available.

A disadvantage of systems with external cooling capacity is that very high infrastructure outlay is required in order to additionally provide cooling stations at the charging stations.

Furthermore, the coupling of the charging station for the charging process and the cooling system of the vehicle is associated with additional operating effort for the user. In addition to the electrical connection, the additional coupling of the system by establishing a fluid connection can also be technically safer than the electrical connection for the charging process of the battery.

Disclosure of Invention

The object of the invention is therefore to be able to cool an energy store in a vehicle as required in accordance with the increased demand for energy store and by means of an on-board air-conditioning mechanism.

In particular, a system is to be provided which makes it possible to provide high cooling power during a rapid charging process when the vehicle is parked, but which, in addition, also meets the typical demand profile for vehicle air conditioning systems.

Said object is achieved by the subject of the invention. The modifications are given in the following description.

First, there are various ways to solve the problem of the expansion of the cooling capacity. One way is to increase the power of the condenser or radiator when the vehicle is parked. For this reason, the end face of the capacitor or the heat sink can be enlarged. Another aspect is to provide a heat reservoir, which can absorb a certain amount of heat during the charging process. And finally, fans with high power can be used to increase the amount of air in the radiator when parking in order to compensate or replace the missing driving wind.

According to the inventive concept, the object is achieved by: the heat transfer capacity to the ambient air is increased by connecting and combining subsystems for specific operating states and parameter conditions, wherein the individual subsystems of the thermal management system are modularly and variably configured to be connectable together or separable as required.

The object of the invention is achieved in particular by an air conditioning and battery cooling device having an a/C coolant circuit and an electric drive train coolant circuit and a refrigerant circuit, wherein the a/C coolant circuit and the electric drive train coolant circuit are coupled to one another via a two-position four-way coolant valve, so that the a/C coolant circuit and the electric drive train coolant circuit can be operated independently or can be configured to flow through one another in a sequential manner.

Furthermore, the a/C coolant circuit has at least one a/C coolant radiator for outputting heat to the ambient air, a coolant pump and a condenser, via which the a/C coolant circuit is thermally connected to the refrigerant circuit.

The electric drive train coolant circuit has at least one battery cooler, a coolant pump, a drive train coolant radiator for outputting heat to the ambient air, and a cooler via which the electric drive train coolant circuit is thermally connected to the coolant circuit.

The refrigerant circuit has at least one compressor, a condenser, an ambient heat exchanger for outputting heat to or absorbing heat from ambient air, an expansion mechanism, and a cooler. Here, a two-position, four-way valve connects the output of the a/C coolant radiator to the input of the drive train coolant radiator. Further, a two-position, three-way valve is provided at the output of the driveline coolant radiator in connection with the A/C coolant circulation loop.

The position of the two-position, four-way valve is selected such that the separation of the coolant circuit leads to a different flow sequence of the components. In combination with an additional two-position three-way valve downstream of the drive train coolant radiator, also referred to as a low-temperature radiator, it is now possible to switch in the valves so that the electric drive train is no longer in the same coolant circuit as the a/C coolant radiator and the drive train coolant radiator. The heat transfer surface on the overall ambient side can thus be used as a heat sink for the refrigeration circuit. This operating mode is particularly advantageous in operation when the vehicle is parked and the traction battery is rapidly charged at the same time. During this time, the drive train is not cooled, but flows only in a small circuit in order to maintain the homogenization function of the coolant.

The refrigerant circulation circuit includes a condenser and a compressor in the base circuit. Downstream of the compressor, the basic circuit is divided into two partial circuits at the two-position three-way valve, which can be traversed alternatively or cumulatively jointly by the refrigerant. One sub-line includes a condenser and the other sub-line includes a refrigerant heating heat exchanger that functions as an internal condenser. The sub-circuits converge again upstream of the ambient heat exchanger. The A/C coolant circulation circuit is connected to the refrigerant circulation circuit via a condenser.

The electric powertrain coolant circulation loop has a plurality of sub-lines connectable to each other. Three coolant pumps are provided, which enable the formed partial circuits to be traversed independently by the coolant. One partial line is formed as a parallel line by the components of the electric drive train of the front wheel drive and of the rear wheel drive together with the respective coolant pump. The other partial line is formed by a further coolant pump, a coolant heating device and a battery cooler, wherein a bypass for the battery cooler and alternatively a bypass for the coolant heating device are additionally provided. The sub-line is formed in parallel with the first-mentioned sub-line. The other parallel sub-line has a cooler. Finally, the sub-line is configured to be connected to the driveline coolant radiator via a two-position, four-way coolant valve. Thereby, five sub-lines are obtained, four of which are connected in parallel with each other to form an electric drive train coolant circulation circuit.

A particularly common liquid for heat transfer is considered as a coolant, which liquid serves as a heat carrier or, depending on the application, also as a refrigerant. For example, water glycol mixtures are particularly prevalent in coolant circulation loops in motor vehicles.

The refrigerant circuit is essentially composed of the already mentioned components of the compressor, of the refrigerant-cooled or water-cooled condenser and of an ambient heat exchanger with an expansion device connected upstream. The ambient heat exchanger can thus be used as an auxiliary cooler or subcooler for a condenser or as an evaporator for absorbing heat from the ambient air in the heat pump mode. Furthermore, an evaporator for cooling the vehicle cabin and the cooler is also a part of the circuit of the refrigerant circulation circuit. The cooler is an evaporator on the refrigerant side and correspondingly has an expansion mechanism connected upstream and associated therewith. The cooler absorbs heat from an electric powertrain coolant circulation loop to which the battery coolant line also belongs.

The A/C coolant radiator is a liquid air heat exchanger positioned in a sub-circuit with a two-position, four-way coolant valve in the A/C coolant circulation loop, wherein the A/C coolant radiator is connected on the output side with the two-position, four-way coolant valve.

The drive train coolant radiator is likewise a liquid-air heat exchanger and is likewise arranged in a partial circuit with a two-position four-way coolant valve in the electric drive train coolant circuit, wherein the two-position four-way coolant valve is connected on the input side to the drive train coolant radiator.

The heat exchanger a/C coolant radiator and the drive train coolant radiator can each be operated separately from one another in their partial circuits of the a/C coolant circuit and the electric drive train coolant circuit, and can furthermore also be switched in sequentially via a two-position four-way coolant valve and thus be configured in series so as to be able to flow through in succession.

The ambient heat exchanger is a refrigerant air heat exchanger disposed in the refrigerant circulation circuit downstream of the condenser.

The three heat exchangers are air heat exchangers in which heat is output to the ambient air during operation of the refrigeration system or is absorbed from the ambient air in a specific operating state during operation of the heat pump.

The chiller is a refrigerant coolant heat exchanger disposed in a sub-circuit of the electric powertrain coolant circulation loop.

The technical concept for increasing the cooling capacity of air conditioning and battery systems is that three air heat exchangers can be provided for the purpose of discharging waste heat during particularly high required refrigeration capacities and the associated time for the condensation heat accumulation in the refrigerant circuit.

Furthermore, the battery cooling can be performed actively or passively via a refrigerant circuit or a coolant circuit, wherein active battery cooling is understood to mean cooling the battery using the cooling capacity of the refrigerant circuit, and passive battery cooling is understood to mean using the cooling power of the coolant circuit. The coolant circulation loop then outputs waste heat to the ambient air in the air heat exchanger. Another aspect of the inventive concept is that waste heat is temporarily stored in a region of the coolant circulation loop that is separate from the battery cooling. The temporarily absorbed and stored waste heat is then output to the environment in other operating states.

Preferably, the refrigerant circuit has a refrigerant heating heat exchanger as an internal condenser for heating the vehicle cabin, which internal condenser can be formed in the refrigerant circuit in parallel with the condenser or alternatively can be connected to the condenser.

The air conditioning and battery cooling devices are advantageously supplemented by: the electric drive train coolant circuit has a heating device in a partial circuit, which is connected in series upstream of the battery cooler and also bypasses the battery cooler.

It is also advantageous if the heating device is designed as a bypass.

In the electric drive train refrigerant circuit, a coolant pump and/or an inverter and/or an electric motor heat exchanger are arranged in parallel with the battery cooler in the partial circuit in a flow-through manner.

Preferably, an expansion mechanism is provided in the refrigerant circuit downstream of the condenser and upstream of the ambient heat exchanger, whereby in heat pump mode the ambient heat exchanger is configured to operate as an evaporator for absorbing heat from ambient air.

According to one embodiment, an upstream evaporator with an associated and upstream-connected expansion device and/or a downstream evaporator with an associated and upstream-connected expansion device are/is arranged in parallel in the refrigerant circuit. Furthermore, a low-pressure accumulator may be provided in the refrigerant circuit upstream of the compressor.

In order to increase the heating capacity for the vehicle cabin, additional heating devices, in particular as PTC heating elements, are advantageously provided downstream of the evaporator and/or at the refrigerant heating heat exchanger.

Preferably, in the electric drive train coolant circuit, two parallel lines for separate parallel cooling of the front wheel drive and the rear wheel drive are formed, provided that parallel drives are provided.

The object of the invention is also achieved by a method for operating an air conditioning and battery cooling device by: at high ambient temperatures and high refrigeration power demands for rapid battery charging, the cooler is operated in the refrigerant circuit, and the condensation heat from the refrigerant circuit is transferred partly via the condenser to the AC coolant circuit and partly via the ambient heat exchanger to the ambient air. The coolant circulation loop consists of an A/C coolant radiator, a two-position four-way coolant valve, a driveline coolant radiator, a two-position three-way valve, and a coolant-side condenser connected in series. A portion of the heat of condensation is output to ambient air via an AC coolant circulation loop, wherein the a/C coolant radiator and the driveline coolant radiator are connected in series via a two-position, four-way coolant valve. The battery cooler and the cooler of the refrigerant circulation circuit form an independent coolant circulation circuit. The electric powertrain coolant circulation loop is connected in the circulation loop via a bypass.

Advantageously, in the refrigerant circuit, in addition to the cooler, an upstream evaporator and/or a downstream evaporator for the air conditioning of the vehicle cabin for generating cooling energy is additionally operated.

Preferably, the cooler and the upstream evaporator and/or the downstream evaporator are operated in the refrigerant circuit in the event of a high refrigeration power requirement for the air conditioning of the vehicle cabin and for cooling the electric drive train to cool the battery. The heat of condensation from the refrigerant circulation loop is output to the ambient air via the ambient heat exchanger and to the a/C coolant circulation loop via the condenser and to the ambient air via the a/C coolant radiator. The powertrain coolant radiator outputs waste heat from the electric powertrain coolant circulation loop to the ambient air, wherein the battery cooler forms a separate coolant circulation loop from the cooler of the refrigerant circulation loop.

In the case of moderate refrigeration power requirements for air conditioning of the vehicle cabin and passive battery cooling, the upstream evaporator and/or the downstream evaporator is operated in the refrigerant circuit. The heat of condensation from the refrigerant circulation circuit is partly output to the ambient air via the ambient heat exchanger. Waste heat from the electric powertrain coolant circulation loop and the battery cooler connected in parallel with the powertrain is output to ambient air via the series-connected AC/coolant radiator and the powertrain coolant radiator. The coolant circulation circuit is connected from the two-position three-way valve to the two-position three-way valve as a branch point of the driver cooling system and the battery cooling system via the two-position four-way valve, the condenser, and the AC/coolant radiator.

Advantageously, the cooler is operated in the refrigerant circuit with cabin heating and battery warming and with moderate cooling power requirements for active electric drive train cooling. The condensation heat from the refrigerant circulation circuit is output to a refrigerant heating heat exchanger for heating the vehicle cabin, and the other condensation heat is output to the ambient air via an ambient heat exchanger. The battery cooler is connected with the heating device in a separate circulation loop for battery warming.

In the case of cabin heating and passive electric drive train warming and active battery cooling, the waste heat from the refrigerant circuit is output to the refrigerant-heating heat exchanger. The battery coolant circulation circuit is connected to the battery cooler and the cooler. The electric drive train coolant circuit is passively connected in the circuit from the temperature rise via a bypass.

Preferably, in the case of intensive cabin heating and passive electric drive train warming in the charging mode, the waste heat from the refrigerant circuit is output to the refrigerant heating heat exchanger. The battery coolant circuit is connected to the cooler and the heating device and warms the coolant, wherein the battery cooler is not flowed through downstream of the two-position three-way valve, and the coolant is conducted in a bypass to the battery cooler. The electric drive train coolant circuit is passively connected in the circuit from the temperature rise via a bypass.

The idea of the invention is that the separation of the coolant circuit leads to different flow sequences of the components.

In combination with an additional two-position three-way valve downstream of the driveline coolant radiator, it is now possible to switch the valves such that the electric driveline is no longer in the same coolant circuit as the radiator. Thus, the entire ambient-side heat transfer surface of the heat sink can serve as a heat sink for the refrigerant circuit. This operating mode is particularly advantageous in operation when the vehicle is parked and the traction battery is rapidly charged at the same time. During this time, the drive train is not cooled, but is only flowed through in a small circuit in order to maintain the homogenization function of the coolant.

An additional bypass line with an additional valve is provided in the battery cooling circuit. By means of this development, the battery homogenization function can be maintained in the case of a heat pump without heat being extracted from the traction battery, while at the same time heat can be extracted from the drive train. This function is advantageous if the traction battery does not allow further cooling due to thermal stability, but nevertheless requires heat in order to be able to effectively provide heating power to the vehicle cabin.

In the heating operation, a refrigerant heating heat exchanger, also referred to as an interior condenser, is used instead of the coolant heat exchanger in order to heat the air flowing into the vehicle cabin. This eliminates the necessity of always having to use a coolant-refrigerant heat exchanger and a condenser. This leads overall to a more efficient operation and, if necessary, to a very large amount of waste heat in the traction battery and the drive train directly to the environment and for this reason no refrigerant circulation circuit should be used, enabling a more efficient passive battery cooling at mild ambient temperatures of 10 ℃ to 20 ℃.

The advantage of the invention is that, in operation with a rapid charging function while the vehicle is stationary and the battery is being towed, the flow direction of the heat exchanger is optimized if the two-position four-way valve is connected such that not only the refrigerant-air heat exchanger ("Subcooler") but also the coolant-air heat exchanger ("Radiator") can be provided as a heat sink for the refrigeration circuit.

At the same time, it is advantageous that the drive train does not have to be cooled all the time when there is no need. This saves refrigeration power, which can be used to regulate the traction battery or the vehicle cabin.

In the heating mode, if heat is to be extracted via the cooler not only from the traction battery but also from the drive train, the advantage is added that heat can continue to be extracted at thermal stability. In the prior art, heat cannot be simultaneously extracted from the drive train.

It is also advantageous to couple heat into the vehicle cabin by means of a refrigerant-air heat exchanger in the heating mode. By feeding the heat directly from the refrigerant circulation circuit, the supply of heat has an optimum energy efficiency.

Drawings

Further details, features and advantages of the design of the invention emerge from the following description of an exemplary embodiment with reference to the attached drawings. The figures show:

figure 1 shows a circuit diagram of an air conditioning and battery cooling arrangement with two coolers,

figure 2 shows a circuit diagram of an air conditioning and battery cooling arrangement with a cooler,

figure 3 shows a flow chart of the cooling power demand at fast charge at high temperature,

figure 4 shows a flow chart in the case of high cooling power demand for air conditioning of the vehicle cabin and cooling of the electric drive train,

figure 5 shows a flow diagram in the case of moderate cooling power demand for the air conditioning of the vehicle cabin in passive electric drive train cooling and passive battery cooling,

figure 6 shows a flow chart during cabin heating and battery warm-up and in case of moderate cooling power demand for active electric powertrain cooling,

FIG. 7 shows a flow chart for the case of cabin heating and passive electric drive train heating and active battery cooling, and

fig. 8 shows a flow diagram during intensive cabin heating and passive electric drive train warming.

Detailed Description

The air-conditioning and battery cooling device 1 with the two coolers 12 and 14 is shown in fig. 1 as a circuit diagram with all the essential components and optional wiring. In addition to the refrigeration system, the overall thermal system, which is formed by the combination of the coolant and the refrigerant circuit, also has a heat pump function. This is understood to mean that the vehicle can be supplied with cooling and heating by means of the air conditioning and battery cooling device.

The system consists of two coolant circuits and one refrigerant circuit, wherein the coolant circuits can be coupled to one another.

The A/C coolant circulation loop is shown in thin double lines.

The refrigerant circulation circuit is shown by a double line of a medium line width. The electric powertrain coolant circulation loop, including the battery cooling circulation loop, is shown with a thick double line.

In circuits with different operating states, the lines that are not operating are shown as single thin lines.

A two-position, four-way coolant valve 21 is provided for coupling the coolant circulation circuit so as to combine the a/C coolant circulation circuit and the electric powertrain coolant circulation circuit in a large series circulation circuit or also completely separate from each other.

By the series coupling of the partial lines of the a/C coolant circuit with the electric drive train coolant circuit, the drive train coolant radiator 32 can additionally be used for outputting condensation heat to the ambient air 33 in addition to the a/C coolant radiator 20 and the ambient heat exchanger 5 of the refrigerant circuit. Furthermore, electric powertrain components such as inverter 29, converter 30, motor heat exchanger 31 may be used as a heat reservoir to store a certain amount of waste heat from the refrigeration facility system when parked. When the coolant circuit is completely disconnected during driving operation, the temporarily stored heat can be output to the environment later.

In the heating mode, in heat pump operation, the temporary stored heat or waste heat from the electric drive train components can be used as a heat source for the evaporation of the refrigerant, and the heat can thereby be made available to the system for heating. In this way, the overall thermal system of air conditioning and battery cooling allows to provide cooling or heating power in a very efficient way.

The refrigerant circulation loop is composed of a compressor 2 and a condenser 3, and a refrigerant heating heat exchanger 19 is connected with the compressor and the condenser through a two-position three-way valve 18.2. The check valve 15 downstream of the condenser 3 prevents refrigerant from being diverted into the condenser 3 if the condenser 3 is not traversed.

The expansion means 4 is at the same time a two-position, three-way valve and a branch point towards the ambient heat exchanger 5 and is alternatively directly connected to the evaporators 10 and 11. The return flow of the refrigerant from the ambient heat exchanger 5 takes place via the check valve 15 to the evaporators 10 and 11 connected in parallel and to the coolers 12 and 14 connected in parallel and the associated expansion means 6, 7, 8 and 9. The expansion mechanism 9 is simultaneously a two-position three-way valve, and enables bypass of the refrigerant to the coolers 12 and 14 and the evaporators 10 and 11. The refrigerant returns to the compressor 2 via the low pressure receiver 13 and the circulation loop is closed.

The first cooler 12 forms a battery coolant line with a coolant pump 22, a heating device 23, a two-position three-way valve 24, a battery cooler 25 and a shut-off valve 26. The bypass may be connected to the battery cooler 25 via a two-position, three-way valve 24. The battery coolant line is connected to the electric drive coolant line via a two-position, three-way valve 34. The check valve 15 prevents the coolant from flowing from the electric drivetrain coolant circuit into the battery coolant line after the electric motor heat exchanger 31.

The second cooler 14 with its expansion means 6 is shown in parallel circuit with the first cooler 12 in the refrigerant circuit. On the coolant side in the electric drive train, the cooler 14 is illustrated by way of a two-position three-way valve 27, which serves as a junction of the parallel coolant lines of the front and rear wheel drive heat exchangers (also referred to as motor heat exchangers 31) and corresponding branching points not further illustrated.

For heating the cabin, a refrigerant heating heat exchanger 19 is provided and an additional heating device 36 is provided in the downstream evaporator 11.

The coolant two-position four-way valve 21 has four coolant ports. One port is connected to the electric powertrain coolant circulation loop. One port is connected to the input of the driveline coolant radiator 32. Another port is connected to the output of the a/C coolant radiator 20 and the last port is connected to the input of the condenser 3.

Furthermore, an additional coolant two-position three-way valve 18.1 is arranged downstream of the drive train coolant radiator 32 in the flow direction. The coolant line can lead from the two-position three-way valve 18.1 to the input of the condenser 3.

By means of this arrangement of the two-position, four-way valve 21 and the coolant, two-position, three-way valve 18.1, it is possible to optimize the air-side flow through the heat exchanger and to prevent heat extraction from the drive train in the event of a rapid charging function of the traction battery when the vehicle is parked, and thus a high required cooling capacity with a low air mass flow compared to the heat sink.

An additional parallel connected cooler 14 including an expansion mechanism 6 and a check valve 16 may be provided in the refrigeration cycle.

The additional cooler 14 is provided and connected in such a way that the drive train can be used as a heat source via the additional cooler 14 in the case of heating separately from the traction battery, in particular, whereby the temperature levels on the coolant side are no longer correlated with one another.

Instead of the otherwise usual coolant-air heat exchanger, the refrigerant-heating heat exchanger 19 is provided as an internal condenser.

A refrigerant two-way three-way valve 18.2 is inserted into the refrigerant circuit in order to be able to distinguish between the internal condenser and the flow through the water-cooled condenser 3.

By this change, the heat from the refrigerant can be directly transferred to the air flowing into the vehicle cabin.

The air-conditioning and battery cooling device 1 according to fig. 2 differs from the air-conditioning and battery cooling device 1 shown in fig. 1 only with regard to the features described below. Two coolant two-position three-way valves are provided in the coolant battery circuit. A two-position three-way valve 24 is placed between the battery cooler 25 and the heating device 23, the electric coolant heater. The second two-position, three-way valve 37 is upstream of the coolant pump 22, which is also referred to as a battery pump.

Furthermore, an additional coolant line is provided, which connects the two-position three-way valves 37 and 24 to one another. By means of this modification, it is possible to completely separate the battery cooling circuit from the electric drive train cooling circuit in the case of heating when heat extraction from the battery is not permitted, and at the same time extract heat from the electric drive train, but not from the battery circuit, by means of the cooler 12. Without connection to the electric drive train coolant circuit, a separate battery coolant circuit can be connected and the traction battery cooler is returned by the continuous flow of coolant via the coolant pump 22, the heating device 23, the two-position three-way valve 24 and the battery cooler 25 to the two-position three-way valve 37, where the circuit is closed.

A further difference from the air-conditioning and battery cooling device 1 according to fig. 1 is that the electric drive train coolant circuit and the refrigerant circuit do not have a second cooler. According to the circuit arrangement according to fig. 2, only a cooler 12 is provided for coupling the refrigerant circuit with the battery coolant line and the electric drive coolant line.

Without a parallel circuit for an additional cooler, the refrigerant circuit is identical to the refrigerant circuit according to fig. 1. The A/C coolant circulation circuit is also constructed similarly. Here, the condenser 3 is joined on the coolant side and is connected to an a/C coolant radiator 20 via a coolant pump 17. The output of the A/C coolant radiator 20 is connected to a two-position, four-way valve 21, which is fluidly connected via a node to the coolant input of the condenser 3. A line is provided in the a/C coolant circuit from the condenser input to the coolant two-position, three-way valve 18.1, which connects the a/C coolant circuit to the electric drive train coolant circuit at the output of the drive train coolant radiator 32.

In the refrigerant circulation circuit, the refrigerant heating heat exchanger 19 and the condenser 3 are connected in parallel via a refrigerant two-position three-way valve 18.2 as a distributor. In the refrigerant cycle circuit, the expansion mechanism 4 has a function of a two-position three-way valve after the parallel lines are merged. Which is connected on one side to the ambient heat exchanger 5 and on the other side to the refrigerant lines for supplying the evaporators 10 and 11 for cooling the cabin. At the evaporators 10 and 11, an additional heating device 36 is also provided on the air side, via which the vehicle cabin is designed to be additionally heatable, preferably electrically heatable, in the case of heating. Preferably, a PTC heating element is used as the additional heating means.

A cooler 12 is provided in parallel with the evaporators 10, 11, and is incorporated into the refrigerant circulation circuit via an expansion mechanism 9, which also has a two-position three-way valve function. A bypass line is also provided at the expansion device 9, which line spans the node for connecting the parallel lines and leads to the low-pressure accumulator 13 and from there to the compressor 2. The electric drive train coolant circuit is connected from the two-position four-way valve 21 to the drive train coolant radiator 32 and then to the two-position three-way valve 18.1, and the two-position three-way valve is connected to the two-position three-way valve 34. Here, a division into battery coolant lines and into the cooler 12 takes place. The remaining ports of the two-position, three-way valve 34 are connected to the electric drive coolant line, which in turn has parallel lines for the front and rear wheel motor heat exchangers 31 and the upstream connected converter 30 and inverter 29 and coolant pump 28. Furthermore, a bypass 38 is connected to the heat exchangers 29, 30, 31 and 35, 30, 31 of the electric drive coolant line, said bypass being accessible via the shut-off valve 26. By means of the additional bypass possibility, the circulation circuit can be connected independently only via the heat exchanger of the direct electric drive coolant line, which circulation circuit is decoupled from the radiator 20, 5, 32. This is advantageous, for example, for operating states in which the cooling capacity of the radiators 20, 5, 32 is used preferentially for other cooling tasks.

The following description of fig. 3 to 8 sets forth the main operating modes of the air-conditioning and battery cooling device 1 according to fig. 2, with which the system can be operated with respectively specific basic tasks. Of course, combinations of the described modes are also possible in certain situations.

The fluid connections through which the fluid flows in each mode are shown as double lines. In the mode concerned, the single line is not through-flowing of fluid.

Fig. 3 shows a flow chart of the air conditioning and battery cooling device 1 according to fig. 2 in the case of a rapid charging of the battery at a relatively high ambient temperature, such as for example from 25 ℃ to 45 ℃. In the case of rapid charging of the battery, a high cooling capacity is required in order to avoid overheating of the battery and the associated damage thereto. Therefore, in the refrigerant circuit, the cooler 12 having the associated expansion mechanism 9 is preferentially operated. The evaporators 10 and 11 are additionally provided with a refrigerant, if necessary, to cool the vehicle cabin. After the compression of the refrigerant vapor in the compressor 2, the refrigerant two-way three-way valve 18.2 is connected in the direction of the condenser 3. The condenser 3 outputs the condensed waste heat in the a/C coolant radiator 20 to the ambient air 33 on the coolant side of the a/C coolant circulation loop, after which the coolant is led via the two-position, four-way valve 21 into the drive train coolant radiator 32, which is thus connected in series, and the coolant in turn outputs heat to the ambient air 33. The cooled coolant is then returned to the coolant-side input of the condenser 3 via the coolant two-way three-way valve 18.1. The coolant circulation circuit is driven by a coolant pump 17.

The refrigerant cooled in the condenser 3 passes via the expansion device 4 into the ambient heat exchanger 5, where it continues to output heat to the ambient air 33 and is condensed or subcooled. The refrigerant then passes via the non-return flap 15 to the respective parallel refrigerant lines for the compressor 10 upstream of the associated expansion means 7, the evaporator 11 downstream of the associated expansion means 8 and the cooler 12 with the associated expansion means 9, where it evaporates on absorbing heat, as required and regulated.

The cooler 12 is incorporated on the coolant side into a battery coolant circulation loop driven by a coolant pump 22. The coolant flows via the heat exchanger of the heating device 23, which is not heated in this case, and via the two-position three-way valve 24 into the battery cooler 25, where the rapidly charged waste heat is absorbed by the coolant flow. Via the open shut-off valve 26, the circulation circuit of the battery coolant flow to the cooler 12 is closed and the circulation circuit is closed. The two-position, three-way valve 37 switches the connection from the cooler 12 to the coolant pump 22 in the circulation circuit position according to fig. 3.

In this configuration, the electric drive train is not cooled, but circulates via the bypass 38 as a small closed circulation loop. Here, the coolant pump 28 drives the coolant flow through the heat exchangers 29, 30, 31 and 35, 30, 31 and, via the open shut-off valve 26, establishes a circulation circuit via the bypass 38. The parallel electric drive train coolant line is delimited at the end by two-position three-way valves 34 and 27, which are respectively connected for the coolant circuit. The two-position three-way valves 34 and 27 are blocked off towards the external lines of the two-position four-way valve 21 and the two-position three-way valve 18.1, respectively.

In this mode, the three radiators 5, 20, 32, i.e., the air heat exchangers, are used as waste heat sinks for cooling the battery and the vehicle cabin, with the a/C coolant radiator 20 and the drive train coolant radiator 32 connected in series.

Fig. 4 shows a flow chart of the air conditioning and battery cooling device 1 according to fig. 2 in the case of a high load on the drive train at high speed and at the same time a high cooling power requirement for cooling the vehicle cabin at high temperatures.

The electric powertrain coolant circulation loop is connected via a two-position, three-way valve 34, and the coolant pump 28 delivers coolant through the heat exchangers 29, 30, 31 and 35. The two parallel coolant lines for the front and rear heat changers are merged in a two-position three-way valve 27 and then directed to the driveline coolant radiator 32 via a two-position four-way coolant valve 21. There, waste heat from the drive train is transferred to the ambient air 33 and the cooled coolant reaches the two-position three-way valve 34 via the two-position three-way valve 18.1, where the circuit of the electric drive train coolant circuit is closed in the operating mode. Thus, the electric powertrain is passively cooled only via the powertrain coolant radiator 32, and is not connected to the refrigerant circulation circuit of the vehicle.

In addition to the evaporators 10 and 11 for cabin cooling, the refrigerant circuit of the vehicle also supplies a cooler 12, which effects battery cooling.

The battery cooling circuit is connected from the battery cooler 25 via an open shut-off valve 26 to the cooler 12 and from there via a two-position three-way valve 37, a coolant pump 22, through the non-functional heating device 23 and a two-position three-way valve 24, and finally to the battery cooler 25.

The battery cooling circuit is therefore decoupled from the electric drive train coolant circuit in the operating mode.

After the compressor 2, the refrigerant circuit is connected via a two-position three-way valve 18.2 to the condenser 3 and via the check valve 15 and the expansion mechanism 4 to the ambient heat exchanger 5. In this operating mode, on the coolant side, the a/C coolant circuit serves to output condensation heat out of the refrigerant circuit via the AC coolant radiator 20 and also to output condensation heat in parallel to the ambient air 33 via the ambient heat exchanger 5 of the refrigerant circuit.

In the operating mode according to fig. 4, the battery cooling and the cooling of the vehicle cabin are actively operated via the refrigerant circuit, whereas the electric drive train cooling is effected passively only via the drive train coolant radiator 32.

Fig. 5 shows a flow chart of the air conditioning and battery cooling system 1 according to fig. 2 in the case of a high load of the electric drive train coolant circuit from high speed of the vehicle and in the case of passive battery cooling at moderate temperatures of from 10 to 20 ℃.

The battery cooling and the electric drive train cooling take place passively via an electric drive train coolant circuit which leads in parallel to the lines for cooling the battery and the drive and is then combined via a two-way four-way valve 21 and a non-functional condenser 3, which is supported by a coolant pump 17, firstly to an a/C coolant radiator 20, where a first part of the waste heat is output to the ambient air 33. The coolant flow then passes through the two-position, four-way valve 21 to the driveline coolant radiator 32, where a second portion of the waste heat is output to ambient air 33. The electric drive train coolant circuit is closed via the two-position three-way valve 18.1 toward the two-position three-way valve 34, where the coolant flow is distributed to the battery cooling circuit or the electric drive train.

In this mode, the vehicle cabin is air-conditioned in the usual manner from the refrigerant circuit via the evaporators 10 and 11, wherein the heat possibly required at the moderate ambient temperature can be output to the vehicle cabin via the refrigerant heating heat exchanger 19 as an internal condenser or to the ambient air 33 via the expansion mechanism 4 with a two-position three-way function towards the ambient heat exchanger 5.

Fig. 6 shows a flow chart for the heating of the vehicle cabin at low ambient temperatures and cold components which are not yet at operating temperature.

At low ambient temperatures, the evaporators 10 and 11 in the refrigerant circuit are not supplied with refrigerant and only the cooler 12 is switched into the refrigerant circuit for absorbing heat. The refrigerant circuit works in the usual manner via the compressor 2 towards the two-position three-way valve 18.2 to the refrigerant heating heat exchanger 19, where the condensation heat is output to the cabin. Finally, the further condensation heat is output in the ambient heat exchanger 5 via the combined expansion two-way three-way valve 4 and the circulation loop to the cooler 12 is closed.

The cooler 12 receives heat from the electric drive train on the coolant side. The coolant flow takes place from the electric drive train via the two-position three-way valve 27 and the open shut-off valve 26 to the cooler 12 and subsequently the coolant reaches the parallel electric drive train coolers 29, 30, 31, 35 via the two-position three-way valve 34. The coolant is moved by coolant pumps 28, respectively.

In this mode, the battery is not cooled, but passively and/or actively warmed to the operating temperature. This takes place in a separate circulation loop, which is connected by a coolant pump 22 via a heating device 23, which possibly outputs additional heat to the coolant flow. The coolant flow is delivered to the battery cooler 25 via the two-position three-way valve 24, but in the operating mode, the battery cooler 25 warms up the battery. The return flow of the coolant takes place via a bypass, wherein the two-position three-way valve 37 is correspondingly connected such that the coolant circulates in the small circuit. The shut-off valve 26 restricts or shuts off the battery cooling circuit in the direction of the electric drive train cooling circuit.

Fig. 7 shows a flow diagram of the air conditioning and battery cooling system 1 according to fig. 2 in a heating mode with a pre-conditioned battery.

The refrigerant circulation circuit operates in the mode to heat the vehicle cabin. The hot refrigerant gas exiting the compressor 2 via the two-position, three-way valve 18.2 is therefore completely condensed in the coolant heating heat exchanger 19 as an internal condenser and possibly subcooled, and the heat of condensation is output to the vehicle cabin for heating. Then, the condensed refrigerant reaches the cooler 12 via the expansion mechanism 4 and the expansion mechanism 9 to absorb heat, after which the refrigerant gas is sent to the low-pressure accumulator 13, and then sent to the compressor 2.

The heat for evaporating the refrigerant in the cooler 12 comes from the battery cooler 25 on the coolant side, which is integrated into the battery cooling circuit via the open shut-off valve 26, the cooler 12 and the two-position three-way valve 37, as well as the coolant pump 22 to the battery cooler 25.

In this mode, the electric drive train is operated in a short circuit, similar to the mode according to fig. 3, after which the bypass 38 is connected with the shut-off valve 26 open, and the coolant pump 28 delivers the coolant through the heat exchangers 29, 30, 31 for the front and rear wheel drive trains and the parallel heat exchangers 35, 30, 31.

Fig. 8 shows a flow chart of the air conditioning and battery cooling device 1 according to fig. 2 in a so-called supercharging mode for particularly intensive warming of the vehicle cabin.

In order to intensively warm the vehicle cabin, an additional heating device 23 is activated in the battery coolant circuit, wherein the battery cooler 25 is bypassed via a two-position three-way valve 24. The coolant is led into the cooler 12 via the shut-off valve 26 in the open position, after which the circulation circuit is closed again via the two-position three-way valve 27 to the coolant pump 22 to the heating device 23.

The heat of the battery coolant circuit is absorbed by the refrigerant in the cooler 12 on the refrigerant side and is output to the vehicle cabin downstream of the compressor 2 in the refrigerant-heating heat exchanger 19. By corresponding connection of the two-position three-way valve 18.2, only the refrigerant heating heat exchanger 19 is charged with hot refrigerant vapor, while the condenser 3 does not heat the hot refrigerant vapor, so that all the condensation heat can be output to the vehicle cabin. Subsequently, the refrigerant of the fluid is again fed to the cooler 12 via the two-position three-way valve and the expansion mechanism 4 and the expansion mechanism 9, where the refrigerant evaporates under the condition of heat absorption of the heat of the heating device 23, and the refrigerant circulation circuit is closed toward the low-pressure collector 13 and the compressor 2. Similar to the mode shown and described in fig. 7 and 3, the electric powertrain coolant circulation loop is again short circuited.

Reference numerals

1 air-conditioning and battery cooling device

2 compressor

3 condenser

4 expansion mechanism

5 Environment Heat exchanger OHX

6 expansion mechanism

7 expansion mechanism

8 expansion mechanism

9 expansion mechanism

10 upstream of the evaporator

11 downstream evaporator

12 cooler

13 low pressure collector

14 additional cooler

15 check valve

16 check valve

17 coolant pump

18.1 Coolant two-position three-way valve

18.2 refrigerant two-position three-way valve

19 refrigerant heating heat exchanger/internal condenser

20A/C coolant radiator

21 two-position four-way coolant valve

22 coolant pump

23 heating device

24 two-position three-way valve

25 cell cooler

26 stop valve

27 two-position three-way valve

28 coolant pump

29 inverter

29 converter

31 motor heat exchanger

32 driveline coolant radiator

33 ambient air

34 two-position three-way valve

35 charger

36 additional heating device

37 two-position three-way valve

38 bypass