DE102023206182A1 - Method and system for temperature management in a vehicle - Google Patents

Abstract

The invention relates to a method for temperature management in a vehicle, in particular a battery-electric vehicle, the vehicle comprising a coolant circuit for transporting coolant, wherein the coolant circuit is thermally coupled to at least a first heat exchanger and a second heat exchanger, a refrigerant circuit for transporting refrigerant, wherein the refrigerant circuit is thermally coupled to at least the first heat exchanger and the second heat exchanger and has a compressor for compressing the refrigerant, the method comprising the steps:
S1. compressing the refrigerant in the compressor while raising a temperature level of the refrigerant;
S2. conveying the refrigerant in the refrigerant circuit from the compressor via at least the first heat exchanger and the second heat exchanger back to the compressor;
S3. conveying the coolant at least from the first heat exchanger to the second heat exchanger and back to the first heat exchanger;
S4. wherein, in a heating operation, heat is transferred from the refrigerant to the cooling medium at the first heat exchanger and heat is transferred from the cooling medium to the refrigerant at the second heat exchanger.
The invention further relates to a temperature management system for a vehicle, in particular a battery-electric vehicle.

Description

The invention relates to a method for temperature management in a vehicle and a temperature management system for a vehicle. The vehicle is in particular a battery-electrically powered vehicle.

State of the art

The energy management of battery-electric vehicles (BEVs) is of essential importance in the efficient use of available electrical energy in order to maximize the driving range while at the same time meeting the requirements for component service life and passenger comfort.

In this context, the coordinated thermal management of the drive train together with the temperature conditioning of the passenger cabin plays an important role in optimizing this goal in the overall system. One requirement here may be that the passenger cabin must be heated when outside temperatures are low in order to ensure the thermal comfort of the passengers. If a heat pump is installed in the vehicle to increase efficiency, this can extract the heat from a heat source via an evaporator arranged upstream of a compressor via a refrigerant circuit and release it to a heat sink via a condenser arranged downstream of the compressor.

Before the heat is released, the evaporated refrigerant is brought to a higher temperature level by increasing the pressure via the compressor in order to achieve a higher heat release. The pressure is then released back to the original level.

The disadvantage of the heat pump is that the efficiency drops significantly with colder outside temperatures and therefore the required electrical power increases with the difference to the target temperature. In addition, the heat pump can normally only be operated up to the temperature range at which the evaporation point of the refrigerant used can just be set (for example -5 to -10°C).

Therefore, for extremely low temperatures, additional electrical heating elements (“positive temperature coefficient” or PTC heaters) are often installed in the state of the art in order to be able to heat the air in the passenger cabin.

The possible sole use of electrical heating elements is considered problematic, among other things, for reasons of energy efficiency of the temperature management system and due to additional costs and a loss of available design space in the vehicle.

It is an object of the invention to provide an alternative or an improved method for temperature management in a vehicle, in particular a battery-electrically powered vehicle, as well as a temperature management system for a vehicle, in particular a battery-electrically powered vehicle.

disclosure of the invention

The object of the invention is achieved by means of a method according to claim 1, as well as by a temperature management system according to claim 8. Advantageous developments, additional features and/or advantages of the invention emerge from the dependent claims and the following description.

• S1. komprimieren des Kältemittels in dem Kompressor unter Anheben eines Temperaturniveaus des Kältemittels;
• S2. fördern des Kältemittels im Kältemittelkreislauf vom Kompressor über zumindest den ersten Wärmetauscher und den zweiten Wärmetauscher zurück zum Kompressor;
• S3. fördern des Kühlmittels zumindest vom ersten Wärmetauscher zum zweiten Wärmetauscher und zurück zum ersten Wärmetauscher;
• S4. wobei in einem Heizbetrieb Wärme aus dem Kältemittel am ersten Wärmetauscher an das Kühlmittel übertragen wird und Wärme aus dem Kühlmittel am zweiten Wärmetauscher an das Kältemittel übertragen wird.

According to a first aspect, the present disclosure discloses a method for temperature management in a vehicle, in particular a battery-electrically driven vehicle, the vehicle comprising a coolant circuit for transporting coolant, wherein the coolant circuit is thermally coupled to at least a first heat exchanger and a second heat exchanger, a refrigerant circuit for transporting refrigerant, wherein the refrigerant circuit is thermally coupled to at least the first heat exchanger and the second heat exchanger and has a compressor for compressing the refrigerant, the method comprising the steps:

• S1. compressing the refrigerant in the compressor while raising a temperature level of the refrigerant;
• S2. conveying the refrigerant in the refrigerant circuit from the compressor via at least the first heat exchanger and the second heat exchanger back to the compressor;
• S3. conveying the coolant at least from the first heat exchanger to the second heat exchanger and back to the first heat exchanger;
• S4. wherein, in a heating operation, heat is transferred from the refrigerant to the cooling medium at the first heat exchanger and heat is transferred from the cooling medium to the refrigerant at the second heat exchanger.

In the context of the invention, the Arabic numerals in the designation of the process Steps "S1" to "S4" are merely used to identify the individual steps; no sequence of the method steps is to be determined here. For example, it is possible that step S3 is carried out before step S1. In particular, some or more of steps S1 to S4 can also be carried out in parallel or repeatedly in a loop.

In step S3, heat from the coolant can be released as needed and/or partially to one or more further heat sinks that are thermally coupled to the coolant circuit, for example to a vehicle battery or to a passenger cabin.

In step S3, an ambient heat exchanger can be used to extract heat from a vehicle environment and transfer it to the coolant.

In step S3, heat can be generated using an electrical heating element and transferred to the coolant.

In step S3, heat from waste heat of a drive unit of the vehicle can be transferred to the coolant.

In step S2, heat from the coolant can be released as needed and/or partially to one or more further heat sinks that are thermally coupled to the coolant circuit, for example to a condenser for heating a driver's cab of the vehicle or for heating a coolant-cooled battery.

In step S2, heat can be transferred to the refrigerant from one or more heat sources, for example ambient heat, waste heat from the compressor, or from additional electrical heating elements.

Steps S1 to S4 may be performed until a temperature of the refrigerant at an outlet of the compressor reaches a predetermined value.

• - einen Kältemittelkreislauf zur Führung eines Kältemittels, umfassend zumindest einen Kompressor und eine Kältemittelförderpumpe;
• - einen Kühlmittelkreislauf zur Führung eines Kühlmittels, wobei der Kühlmittelkreislauf thermisch mit einer Batterie des Fahrzeugs gekoppelt ist und zumindest eine Kühlmittelförderpumpe umfasst, der Kühlmittelkreislauf aufweisend eines oder mehrere Ventile zur bedarfsweisen Leitung des Kühlmittels;
• - einen ersten Wärmetauscher, insbesondere einen flüssigkeitsgekühlten Kondensator (LCC), der thermisch sowohl mit dem Kältemittelkreislauf als auch mit dem Kühlmittelkreislauf gekoppelt ist;
• - einen zweiten Wärmetauscher, insbesondere einen Batteriekühler, der thermisch sowohl mit dem Kältemittelkreislauf als auch mit dem Kühlmittelkreislauf gekoppelt ist und hinsichtlich einer Flussrichtung des Kältemittels in einem Heizbetrieb hinter dem ersten Wärmetauscher und vor dem Kompressor angeordnet ist;
• - eine Steuerung, die steuerungstechnisch mit der Kühlmittelförderpumpe, der Kältemittelförderpumpe, und dem einen oder den mehreren Ventilen des Kühlmittelkreislaufs verbunden und zur Durchführung des Verfahrens nach Anspruch 1 eingerichtet ist.

According to a second aspect, the present disclosure discloses a temperature management system for a particularly battery-electrically powered vehicle, comprising:

• - a refrigerant circuit for carrying a refrigerant, comprising at least one compressor and one refrigerant feed pump;
• - a coolant circuit for conducting a coolant, wherein the coolant circuit is thermally coupled to a battery of the vehicle and comprises at least one coolant feed pump, the coolant circuit having one or more valves for conducting the coolant as required;
• - a first heat exchanger, in particular a liquid-cooled condenser (LCC), which is thermally coupled to both the refrigerant circuit and the coolant circuit;
• - a second heat exchanger, in particular a battery cooler, which is thermally coupled to both the refrigerant circuit and the coolant circuit and is arranged behind the first heat exchanger and in front of the compressor with respect to a flow direction of the refrigerant in a heating mode;
• - a controller which is connected in terms of control technology to the coolant feed pump, the refrigerant feed pump, and the one or more valves of the coolant circuit and is set up to carry out the method according to claim 1.

The coolant circuit can be thermally coupled to an ambient heat exchanger, via which heat is extracted from the vehicle environment and supplied to the coolant.

The refrigerant circuit can be thermally coupled to a condenser for heating a driver's cab of the vehicle, wherein the condenser is arranged behind the compressor with respect to a flow direction of the refrigerant.

• - ein erster Eingang fluidisch mit dem ersten Wärmetauscher verbunden ist und ein erster Ausgang mit dem zweiten Wärmetauscher;
• - ein zweiter Eingang einen Kühlmittelstrom aus Richtung der thermischen Kopplung mit der Batterie aufnimmt.

The coolant circuit may comprise a four-way valve which can be controlled by the controller as required and has two inlets and two outlets, whereby:

• - a first inlet is fluidly connected to the first heat exchanger and a first outlet is fluidly connected to the second heat exchanger;
• - a second inlet receives a coolant flow from the direction of the thermal coupling with the battery.

The second heat exchanger can be fluidically arranged between the four-way valve and a first three-way valve, wherein the first three-way valve directs a coolant flow as needed in the direction of the thermal coupling with the battery and/or in the direction of the first heat exchanger.

A second three-way valve can be arranged fluidically between the first three-way valve and the first heat exchanger, wherein the second three-way valve directs a coolant flow coming from the first three-way valve directly to the first heat exchanger as required and/or via the ambient heat exchanger to the first heat exchanger.

A second output of the four-way valve can be fluidically connected to a third three-way valve, wherein the third three-way valve directs a coolant flow coming from the four-way valve as required in the direction of the thermal coupling with the battery and/or in the direction of the second three-way valve.

The coolant circuit may be thermally coupled to an electrical heating element between the four-way valve and the third three-way valve. An electrical heating element may be thermally coupled to the coolant circuit at the first heat exchanger.

• - der erste Wärmetauscher fluidisch zwischen einem ersten Ausgang des Fünf-Wege-Ventils und einem ersten Eingang des Vier-Wege-Ventils angeordnet ist;
• - der zweite Wärmetauscher fluidisch zwischen einem ersten Ausgang des Vier-Wege-Ventils und einem ersten Eingang des Fünf-Wege-Ventils angeordnet ist; und
• - die thermische Kopplung mit der Batterie zwischen einem zweiten Ausgang des Fünf-Wege-Ventils und einem zweiten Eingang des Vier-Wege-Ventils angeordnet ist.

The coolant circuit may comprise a five-way valve and a four-way valve, wherein:

• - the first heat exchanger is fluidically arranged between a first outlet of the five-way valve and a first inlet of the four-way valve;
• - the second heat exchanger is fluidically arranged between a first outlet of the four-way valve and a first inlet of the five-way valve; and
• - the thermal coupling with the battery is arranged between a second output of the five-way valve and a second input of the four-way valve.

A third output of the five-way valve may be fluidically connected to an ambient heat exchanger arranged between the five-way valve and the first heat exchanger.

The coolant circuit can be thermally coupled to an electrical heating element between a second output of the four-way valve and a second input of the five-way valve.

An electrical heating element can be thermally coupled to the coolant circuit at the first heat exchanger.

Short description of the characters

• 1 zeigt schematisch den Aufbau und die Funktionsweise einer Wärmepumpe gemäß dem Stand der Technik;
• 2 zeigt schematisch den Aufbau und die Funktionsweise eines Temperaturmanagement-Systems für ein Fahrzeug gemäß einer Ausführungsform der Erfindung;
• 3a zeigt schematisch den Aufbau und die Funktionsweise eines Temperaturmanagement-Systems für ein Fahrzeug gemäß einer Ausführungsform der Erfindung;
• 3b zeigt schematisch den Aufbau und die Funktionsweise eines Temperaturmanagement-Systems für ein Fahrzeug gemäß einer Ausführungsform der Erfindung;
• 4 zeigt schematisch den Aufbau und die Funktionsweise eines Temperaturmanagement-Systems für ein Fahrzeug gemäß einer Ausführungsform der Erfindung, auf einer Kühlmittelseite;
• 5 zeigt schematisch den Aufbau und die Funktionsweise eines Temperaturmanagement-Systems für ein Fahrzeug gemäß einer Ausführungsform der Erfindung, auf einer Kühlmittelseite;
• 6 zeigt schematisch den Aufbau und die Funktionsweise eines Temperaturmanagement-Systems für ein Fahrzeug gemäß einer Ausführungsform der Erfindung;
• 7 zeigt schematisch den Aufbau und die Funktionsweise eines Temperaturmanagement-Systems für ein Fahrzeug gemäß einer Ausführungsform der Erfindung;

The invention is explained in more detail below using exemplary embodiments with reference to the attached schematic and not to scale drawing. In the invention, a feature can be designed positively, i.e. present, or negatively, i.e. absent. In this specification, a negative feature is not explicitly explained as a feature unless it is important according to the invention that it be absent. This means that the invention actually made and not one constructed by the prior art consists in omitting this feature. The absence of a feature (negative feature) in an exemplary embodiment shows that the feature is optional. - In the purely exemplary figures (Fig.) of the drawing show:

• 1 shows schematically the structure and operation of a heat pump according to the state of the art;
• 2 shows schematically the structure and operation of a temperature management system for a vehicle according to an embodiment of the invention;
• 3a shows schematically the structure and operation of a temperature management system for a vehicle according to an embodiment of the invention;
• 3b shows schematically the structure and operation of a temperature management system for a vehicle according to an embodiment of the invention;
• 4 shows schematically the structure and operation of a temperature management system for a vehicle according to an embodiment of the invention, on a coolant side;
• 5 shows schematically the structure and operation of a temperature management system for a vehicle according to an embodiment of the invention, on a coolant side;
• 6 shows schematically the structure and operation of a temperature management system for a vehicle according to an embodiment of the invention;
• 7 shows schematically the structure and operation of a temperature management system for a vehicle according to an embodiment of the invention;

Description

1 shows schematically the structure and functioning of a heat pump 1 according to the prior art. In a refrigerant circuit 7, refrigerant is pumped by a refrigerant pump (not shown). The refrigerant comprises in particular propane (R290) and/or CO2 (R744).

The heat pump 1 extracts heat from a heat source 5 via an evaporator 3 and releases it to a heat sink 6 via a condenser 4. Before the heat is released at the condenser 4, the coolant evaporated at the evaporator 3 is first evaporated by increasing the pressure brought to a higher temperature level via an electric compressor 2 in order to achieve a higher heat output. The pressure is then relaxed back to the initial level, typically by an electronically controlled expansion valve 8.

Based on the 2 The structure and operation of a temperature management system 10 according to the invention for a vehicle is explained schematically below, in which the principle of the heat pump is used. In the 2 In the embodiment shown, the temperature management system 10 can carry out a heating operation in which, for example, a passenger cabin and/or a battery 500 (see, for example, 4 to 7 ) of the vehicle, as well as a cooling mode in which, for example, the passenger cabin and/or the battery 500 of the vehicle are cooled. The temperature management system 10 comprises a refrigerant circuit 200 for guiding the refrigerant, having a compressor 210 and a refrigerant feed pump (not shown).

A coolant circuit 100 for guiding a coolant is thermally coupled to the battery 500 of the vehicle, which in the present schematic view of the 2 in the features 101 and feature 101' with other components of the coolant circuit 100 that are not shown individually. The components 101 and 101' further comprise a coolant feed pump and one or more valves 130, 140, 150, 160, 170, 180 (see 4 and 5 ) for supplying the coolant as required. The reference number 105 designates a line system in which the coolant is conveyed between the individual components of the cooling circuit 100. Similarly, the reference number 205 designates a corresponding line system of the refrigerant circuit 200 in which the refrigerant is conveyed.

A first heat exchanger 300, in the embodiment shown a liquid cooled condenser (LCC), is thermally coupled to both the refrigerant circuit 200 and the coolant circuit 100. This means that heat can be transferred between the refrigerant circuit 200 and the coolant circuit 100.

A second heat exchanger 400, in the embodiment shown a battery cooler, is thermally coupled to both the refrigerant circuit 200 and the coolant circuit 100 and is arranged behind the first heat exchanger 300 and before the compressor 210 with respect to a flow direction of the refrigerant in a heating mode.

An electronic control system (not shown) is connected to the coolant feed pump, the refrigerant feed pump, the valves of the coolant circuit 100, as well as the 2 shown valves of the refrigerant circuit 200.

The heat pump's heat sources can be the vehicle's surroundings or waste heat from the vehicle's electric drive train. The second heat exchanger 300, in this case the battery cooler, is used to utilize the waste heat from the electric drive train, for example from the e-axle 112 and battery 500, which are combined in the components 101 and 101'.

To use the heat from the environment, an ambient heat exchanger is required in the coolant circuit 200 or a heat exchanger to the coolant circuit 100, which in turn is itself connected to an ambient heat exchanger 110. The latter can be, for example, a radiator, which is usually used to dissipate heat from the electric drive train to the environment. An ambient heat exchanger 110 is in 2 in the components 101 and 101' and is in the 4 and 5 as part of the coolant circuit 100.

In order to be able to completely eliminate an ambient heat exchanger in the refrigerant circuit 200 in the case of cabin cooling, not only the heat absorption but also the heat release from refrigerant to coolant with subsequent transfer to the environment must be possible.

This is done in the embodiment of the 2 the first heat exchanger 300 in the form of the liquid-cooled condenser, which has a fluid path to the ambient heat exchanger 110 (see 4 and 5 ). The first heat exchanger 300 is arranged behind the electric compressor 210 with respect to a flow direction of the coolant in order to release the heat to the coolant at a higher temperature level. In the coolant circuit 200, it can be arranged either before or after the drive unit, depending on preference and design.

Other components of the refrigerant circuit in 2 illustrated embodiment comprise an accumulator 270, which serves as an intermediate tank for the refrigerant, an electronically controlled expansion valve 220 for expanding the refrigerant after a condenser 240 used for heating the passenger cabin in heating mode, and an evaporator 230, which in a passenger cabin cooling mode of the heat pump behind the first heat exchanger 300.

A shut-off valve 260 and two electronically controllable three-way valves 250, 251 serve to direct the refrigerant to the evaporator 230, the condenser 240, and/or to the first heat exchanger 300 as required.

The first heat exchanger 300 can be used to introduce heat into the coolant circuit 100 via the heat pump functionality and thereby heat up the battery, for example for preconditioning for direct current charging at a rapid charging station or for performance and service life reasons at cold battery cell temperatures. If the heat from the coolant circuit 200 is to be released via the first heat exchanger 300, the path to the condenser 240 is blocked via the 3-way valve 251.

The problem was already mentioned at the beginning that the heat pump can normally only be operated up to the temperature range at which the evaporation point of the refrigerant used can just be set (e.g. -5 to -10°C).

In order to increase the efficiency of the heat pump functionality and to avoid the problem of limitations caused by the evaporation point of the refrigerant, the output heating power of the compressor is initially fed back to its input to increase the temperature level before it is then released to the desired heat sink when the heating power is sufficient.

This is done by a triangular process on the coolant side, which is described below with reference to the 3 to 5 is explained in more detail. The coolant triangle process can be implemented without the need for additional valves on the refrigerant side.

3a shows a schematic representation of the coolant circuit 100 and the refrigerant circuit 200 in heating mode, that is to meet a heating requirement, for example to heat the passenger cabin of the vehicle. The reference numerals correspond to those in 2 reference symbols used.

Similar to the reference numerals 101, 101' of the coolant circuit 100, the reference numerals 201, 201', and 201" in the 3a Depending on the design, some or all of the opposite 2 components of the refrigerant circuit 200 not shown.

As in 2 is also in 3a It can be seen that heat can be transferred between the refrigerant circuit 200 and the coolant circuit 100 at the first heat exchanger 300 and the second heat exchanger 400. In order to increase the heating output after the compressor 210, according to the invention the temperature level is continuously increased in the circuit, which extends over the coolant circuit 100.

The connection of the first 300 and second heat exchanger 400 in the common coolant circuit 100 driven by the coolant pump allows the first heat exchanger 300 to absorb the heat from the coolant circuit 200 after the compressor 210 and the second heat exchanger 400 to transfer the heat back to the coolant circuit 200 before the inlet of the compressor 210. This is a triangular process with the return of the heating power, which in the 5 represented by the arrows 500, at the outlet of the compressor 210 via a diversion via the coolant circuit 100 back to the inlet of the compressor 210 in order to promote a faster heating behavior.

It is possible to carry out the coolant triangulation process with additional heat sources in the same coolant circuit 100, such as with the ambient heat exchanger 110 and a bypass valve for the possible use of additional ambient heat, as well as the possible integration of the waste heat of the drive unit or other coolant-cooled components.

3b , which uses the same reference numerals as 3a , shows an exemplary implementation of the 3a The coolant circuit 100 is in 3b on the right, the refrigerant circuit 200 on the left. In contrast to 3a runs in 3b in heating mode, a flow direction on the coolant side from the second heat exchanger 400 to the first heat exchanger. The first 300 and the second heat exchanger 400 are integrated into the two circuits for the exchange of heat between the coolant circuit 100 and the refrigerant circuit 200. In addition, the coolant circuit 100 has a first heat sink 106, for example the vehicle battery 500 or a capacitor used for heating the passenger cabin in heating mode.

Furthermore, several heat sources are potentially integrated into the coolant circuit 100 at the locations marked by 108, 108', and 108", for example in the form of an ambient heat exchanger or as waste heat from a vehicle drive (e-axis 112). As in the 3b As shown, a heat source 108 can be between the second heat exchanger 400 and the first heat exchanger, a further heat source 108' can be arranged behind the first heat exchanger, and a third heat source 108" directly in front of the second heat exchanger 400.

In order to support faster heating on the coolant side, the coolant circuit 100 in the embodiment shown has a three-way valve 107 with one inlet and two outlets, which is arranged behind the first heat exchanger 300 and in front of the heat sink 106 in relation to the flow direction of the coolant. A first outlet of the three-way valve 107 is connected to the heat sink 106, while a second outlet short-circuits the refrigeration circuit 100 if necessary so that the heat sink 106 is bypassed. The short-circuiting or, in other words, integration or bypassing of the heat sink 106 as required allows no heat to be released to the heat sink 106 on the coolant side during the heating phase or, if only a portion of the coolant is passed through to the heat sink 106, only an acceptable amount of heat to be released to the heat sink 106, while a sufficiently large amount of heat is available for the coolant triangulation process.

In a similar way, a three-way valve 207 is arranged in the refrigerant circuit 200 in such a way that a heat sink 206 integrated in the refrigerant circuit 200 can be completely or partially bypassed as required. The three-way valve 206 is arranged behind the compressor 210 and before the first heat exchanger 300 in relation to the flow direction of the refrigerant. By appropriately controlling the three-way valve 207, the refrigerant flow can be directed from the compressor 210 to the first heat exchanger 300 and further to the second heat exchanger 400, excluding the heat sink 206, or from the compressor 210 via the heat sink 206 to the second heat exchanger 400. In order to support rapid heating of the refrigerant circuit, the heat sink 206 can thus be completely or partially bypassed as required.

In general, it should be noted that the three-way valve shown in Figure 3b is only one possible embodiment. In general, a valve device can be used that allows the mass flow to be divided in whole or in part, so that the available heat output can be divided between the desired heat sinks and corresponding control is possible. For example, a proportionally controllable 4-way valve can be used to split the mass flow or the functionality of a 3-way valve can be implemented using two 2-way valves.

The 4 and 5 show two alternative embodiments of the coolant circuit 100 as it can be used to utilize the coolant triangulation process just described.

In the 4 In the embodiment shown, the coolant circuit 100 comprises a four-way valve 130, which can be regulated by the controller as required and has two inlets 131, 132 and two outlets 133, 134.

Here, a first inlet 131 is fluidically connected to the first heat exchanger 300 and a first outlet 133 to the second heat exchanger 400. A second inlet 132 receives a coolant flow from the direction of the thermal coupling with the battery 500. The second heat exchanger 400 is fluidically arranged between the four-way valve 130 and a first three-way valve 140, wherein the first three-way valve 140 directs a coolant flow as required in the direction of the thermal coupling with the battery 500 and/or in the direction of the first heat exchanger 300. A second three-way valve 150 is fluidically arranged between the first three-way valve 140 and the first heat exchanger 300, wherein the second three-way valve 150 directs a coolant flow coming from the first three-way valve 140 directly to the first heat exchanger 300 as required and/or via the ambient heat exchanger 110 to the first heat exchanger 300 while absorbing heat from the environment. The second three-way valve 150 is controlled at least partially as a function of an outside temperature of the vehicle, which can be determined, for example, via an outside temperature sensor.

A second output of the four-way valve 130 is fluidically connected to a third three-way valve 160, wherein the third three-way valve 160 directs a coolant flow coming from the four-way valve 130 as needed in the direction of the thermal coupling with the battery 500 and/or in the direction of the second three-way valve 150.

In the 4 In the embodiment shown, the first four-way valve 130, the first three-way valve 140, the second three-way valve 150, and the third three-way valve 160 are electronically controlled by the control of the temperature management system 10.

To increase the heating power, an electrical heating element on the first heat exchanger 300 can be thermally coupled to the coolant circuit 100, or the electrical heating element 120 can, as in 4 shown between the Four-way valve 130 and the third three-way valve 160 are thermally coupled to the coolant circuit 100.

Depending on how you look at it, the advantages of this approach can be seen in relative cost savings or increased functionality, which can, for example, improve the response time when a cabin is heated. The process makes heat pump operation independent of the evaporation point of the coolant and thus also contributes to the energy efficiency of the vehicle, since the operation of a heat pump is usually more energy efficient than the operation of electrical heating elements. Increased energy efficiency therefore helps to maximize the driving range.

Alternatively or additionally, it would also be conceivable for the coolant triangle process to be used simultaneously with a refrigerant triangle process, in which, on the side of the refrigerant circuit 200, refrigerant is pumped from the outlet of the compressor 210 directly back to the compressor inlet by means of a corresponding arrangement of additional valves in order to raise the temperature level by means of this short circuit.

The combination of the refrigerant triangle process and the coolant triangle process can therefore result in an even further improved heating performance. The improved availability of the heat pump at extremely low temperatures and increased heating performance also mean that additional electrical PTC heaters can be saved if the compressor is suitably dimensioned.

5 shows a part of another embodiment of the temperature management system 10, wherein a five-way valve 170 and a four-way valve 180 are used instead of the four-way valve and the three-way valves 140, 150, 160. The four-way valve 170 and the five-way valve 180 are electronically controlled by the control of the temperature management system 10.

As in 5 recognizable, the first heat exchanger 300 is arranged fluidically between a first outlet 173 of the five-way valve 170 and a first inlet 181 of the four-way valve 180. The second heat exchanger 400 is arranged fluidically between a first outlet 183 of the four-way valve 180 and a first inlet 171 of the five-way valve 170. The thermal coupling with the battery 500 is arranged fluidically between a second outlet 174 of the five-way valve 170 and a second inlet 182 of the four-way valve 180.

A third outlet of the five-way valve 170 is fluidically connected to the ambient heat exchanger 120, which is arranged between the five-way valve 180 and the first heat exchanger 300. The coolant circuit 100 can be designed as in 5 shown between a second output 184 of the four-way valve 180 and a second input 172 of the five-way valve 170, thermally coupled to an electrical heating element 120. Alternatively, an electrical heating element on the first heat exchanger 300 may be thermally coupled to the coolant circuit 100.

• S1. Komprimieren des Kältemittels in dem Kompressor 210 unter Anheben eines Temperaturniveaus des Kältemittels;
• S2. fördern des Kältemittels im Kältemittelkreislauf 200 vom Kompressor 210 über zumindest den ersten Wärmetauscher 300 und den zweiten Wärmetauscher 400 zurück zum Kompressor 210;
• S3. fördern des Kühlmittels zumindest vom ersten Wärmetauscher 300 zum zweiten Wärmetauscher 400 und zurück zum ersten Wärmetauscher 300;
• S4. wobei im Heizbetrieb Wärme aus dem Kältemittel am ersten Wärmetauscher 300 an das Kühlmittel übertragen wird und Wärme aus dem Kühlmittel am zweiten Wärmetauscher 400 an das Kältemittel übertragen wird.

A temperature management method according to the invention comprises in both the 4 and 5 shown embodiments the following steps:

• S1. Compressing the refrigerant in the compressor 210 while raising a temperature level of the refrigerant;
• S2. conveying the refrigerant in the refrigerant circuit 200 from the compressor 210 via at least the first heat exchanger 300 and the second heat exchanger 400 back to the compressor 210;
• S3. conveying the coolant at least from the first heat exchanger 300 to the second heat exchanger 400 and back to the first heat exchanger 300;
• S4. wherein in heating operation heat from the refrigerant is transferred to the coolant at the first heat exchanger 300 and heat from the coolant is transferred to the refrigerant at the second heat exchanger 400.

As already noted above, the Arabic numerals in the designation of the process steps "S1" to "S4" serve only to identify the individual steps; they are not intended to specify a sequence of the process steps. For example, it is possible that step S3 is carried out before step S1. In particular, some or more of the steps S1 to S4 can also be carried out in parallel or repeatedly in a loop.

The heat present in the coolant is transferred to the coolant via the second heat exchanger 400 and is not or not completely transferred to another heat sink, for example the battery 500. The coolant temperature at the outlet of the second heat exchanger 400 drops in the direction of the temperature level of the coolant, taking into account the thermal resistance. If the evaporation point of the coolant and thus the reduced coolant temperature are below the ambient temperature, the coolant can be diverted to the ambient heat exchanger 110 via the second three-way valve 150 in order to extract additional ambient heat. If the environment is too cold, the ambient heat exchanger 110 can also be bypassed via the second three-way valve 150. The heat output increased via the compressor 210 is introduced into the coolant via the first heat exchanger 300 and is not or not completely released to another heat sink, for example the condenser 240, in the passenger cabin. This cycle can be continued until a temperature of the coolant at an outlet of the compressor 210 reaches a predetermined value that allows the heating output to be released to the desired heat sink.

As an alternative to the topologies disclosed, other topology variants and interconnections may also exist, which also enable the coolant triangle process described above. Embodiments of the invention include, for example, topologies of the coolant circuit in which, instead of the 4 and 5 solutions shown, ie instead of one four-way valve and three three-way valves or one five-way valve and one four-way valve, two four-way valves and one three-way valve are used (see the solutions below with regard to 6 described embodiment), or three three-way valves and one four-way valve. Some embodiments also provide for the use of five three-way valves in the coolant circuit. In general, it should be noted that the use of more highly integrated multi-way valves and various combinations of valves is possible.

To further increase the heating potential, the waste heat from the vehicle's drive unit can also be integrated, whereby the integration can be arranged before or after the first heat exchanger 300 depending on preference and design. This is particularly useful if a targeted waste heat production can be set via a deliberate inefficient operation of the e-axle (in the summary as inverter, e-machine and transmission) (also: "waste heat generation"). In addition to the drive unit, depending on the availability of other heat sources, these can also be integrated into the thermal topology so that they promote the coolant triangulation process.

Based on the 6 and 7 Further implementations of a temperature management system 10 according to the invention and of a method for temperature management are now presented. For identical features, the 2 used reference symbols are used.

In the 6 The coolant triangulation process described above can be operated in conjunction with a heat pump for heating the passenger cabin in the temperature management system 10 shown. For heating the passenger cabin, as in the 2 The capacitor 240 is arranged in the system shown. In contrast to the system shown in 2 In the embodiment shown, the capacitor 240 is used in the embodiment of 6 not integrated into the refrigerant circuit 200 via a three-way valve, but via an electronically controlled expansion valve 261, which is arranged in the flow direction of the refrigerant in heating mode behind the compressor 210. In the fluidic connection between the compressor 210 and the first heat exchanger 300, which can be a liquid-cooled condenser, another electronically controlled expansion valve 252 is arranged, via which refrigerant can be passed to the first heat exchanger 300. Another electronically controlled expansion valve 262 integrates the evaporator 230 in cooling mode, and an electronically controlled expansion valve 263 is arranged in the flow direction before the second heat exchanger.

The second heat exchanger 400, which can be a battery cooler, is arranged with respect to the flow direction of the coolant in heating mode as already described in 2 described in front of the compressor 210 or in front of the accumulator 270.

Taking into account the differences in comparison to the embodiment of the 2 Differently designed valve arrangements allow the refrigerant flow in the temperature management system of the 6 as described above, if necessary, it can be circulated in the refrigerant circuit 200 bypassing the condenser 240 in order to promote rapid heating of the same. If necessary, the arrangement of the expansion valves 252, 261 allows part of the heating power or even the entirety to be directed to the condenser 240.

With regard to the coolant circuit 100, 6 a structure that is similar to 4 described coolant circuit 100, but instead of a four-way valve 130 and three three-way valves 140, 150, 160, it has a first 1700 and a second proportionally controllable four-way valve 1800 and a three-way valve 118. In addition, 6 explicitly other components of the coolant circuit 100, such as the ambient heat exchanger 110 and a three-way valve 118, by means of which the ambient heat exchanger can be integrated or bypassed in the coolant circuit 100 as required. In addition to This shows the 6 the integration of waste heat from the e-axis 112 in front of the first heat exchanger 300 as well as the position of two coolant pumps 115, 115' in front of the battery 500 and in front of the three-way valve 118.

Again 6 As can be seen, the battery 500 is arranged between the first 1700 and the second four-way valve 1800, so that the coolant flow coming from the first heat exchanger 300 can be guided via the second four-way valve 1800 to the second heat exchanger 400, via an optionally arranged heating element 120, or optionally partially or completely via a sub-circuit 100' that encloses the battery 500. In this way, the coolant temperature at the battery 500 can be adjusted as required. In order to support rapid heating of the coolant circuit 100, the battery 500 can be bridged and the coolant triangulation process supports rapid heating of the coolant circuit 100 and the refrigerant circuit 200.

In contrast to 6 shows 7 a temperature management system 10 in which the coolant triangle process described above is used in conjunction, but heating of the passenger cabin is not carried out via a heat pump operation with condenser 240, but rather by a cabin heat exchanger 111 in the coolant circuit 100.

In the embodiment shown, the refrigerant circuit 200 comprises only the components compressor 210, first heat exchanger 300, second heat exchanger 400, and evaporator 230, which are connected to corresponding lines 205. A three-way valve 255, which is arranged behind the first heat exchanger 300, makes it possible to direct the refrigerant flow, as required, in whole or in part via the evaporator and/or via the second heat exchanger 400 to the compressor 210, from which the refrigerant returns to the first heat exchanger 300. Alternatively, in embodiments of the invention, two electronic expansion valves are arranged instead of the three-way valve 255.

The coolant circuit 100 is basically similar to that in 6 shown coolant circuit 100, but comprises a four-way valve 1900, a five-way valve 2000, and two three-way valves 118, 119 for conducting the coolant as required, the second three-way valve 199 being optional. The ambient heat exchanger 110 is integrated or bridged as required via the first three-way valve 118. The second three-way valve 119 conducts the coolant coming from the first three-way valve 118 either to the four-way valve 1900 and from there to the first heat exchanger 300, or bridges the first heat exchanger 300 at least partially and conducts the coolant flow to the cabin heat exchanger 111 and the five-way valve 2000.

Starting from the five-way valve 2000, the coolant can optionally be directed back to the first three-way valve 118, or to a sub-circuit 100', which, starting from the five-way valve 2000, comprises the components of the second heat exchanger 400, the four-way valve 1900, and the battery 500 in succession. Optionally, an electric heating element 120 can also be provided behind the five-way valve 2000.

The invention is not limited to the embodiments described and illustrated. Rather, it also includes all specialist developments within the scope of the invention defined by the patent claims.

In addition to the embodiments described and illustrated, further embodiments are conceivable, which may include further modifications and combinations of features.

Claims (21)

Method for temperature management in a vehicle, in particular one powered by a battery, the vehicle comprising a coolant circuit (100) for transporting coolant, wherein the coolant circuit (100) is thermally coupled to at least a first heat exchanger (300) and a second heat exchanger (400), a refrigerant circuit (200) for transporting refrigerant, wherein the refrigerant circuit (200) is thermally coupled to at least the first heat exchanger (300) and the second heat exchanger (400) and has a compressor (210) for compressing the refrigerant, the method comprising the steps: S1. compressing the refrigerant in the compressor (210) while raising a temperature level of the refrigerant; S2. conveying the refrigerant in the refrigerant circuit (200) from the compressor (210) via at least the first heat exchanger (300) and the second heat exchanger (400) back to the compressor (210); S3. conveying the coolant at least from the first heat exchanger (300) to the second heat exchanger (400) and back to the first heat exchanger (300); S4. wherein in a heating operation, heat from the coolant is transferred to the coolant at the first heat exchanger (300) and heat from the coolant is transferred to the coolant at the second heat exchanger (400). procedure according to claim 1 , characterized in that in step S3, as required and/or partially, heat from the coolant is released to one or more further heat sinks which are thermally coupled to the coolant circuit (200), for example to a vehicle battery (500) or to a passenger cabin. Method according to claim one of the Claims 1 and 2 , characterized in that in step S3, heat is extracted from a vehicle environment using an ambient heat exchanger (110) and transferred to the coolant. Method according to claim one of the Claims 1 until 3 , characterized in that in step S3 heat is generated with an electrical heating element (120) and transferred to the coolant. Method according to claim one of the Claims 1 until 4 , characterized in that in step S3 heat from waste heat of a drive unit of the vehicle is transferred to the coolant. Method according to one of the Claims 1 until 5 , characterized in that in step S2, as required and/or partially, heat from the coolant is released to one or more further heat sinks which are thermally coupled to the coolant circuit (200), for example to a condenser (240) for heating a driver's cab of the vehicle or for heating a coolant-cooled battery. Method according to one of the Claims 1 until 6 , characterized in that in step S2 heat from one or more heat sources is transferred to the refrigerant, for example ambient heat, waste heat from the compressor, or from additional electrical heating elements. Method according to one of the Claims 1 until 7 , characterized in that steps S1 to S4 are carried out until a temperature of the refrigerant at an outlet of the compressor (210) reaches a predetermined value. Temperature management system (10) for a vehicle, in particular one powered by a battery, comprising: - a refrigerant circuit (200) for guiding a refrigerant, comprising at least one compressor (210) and a refrigerant feed pump; - a coolant circuit (100) for guiding a coolant, wherein the coolant circuit (100) is thermally coupled to a battery (500) of the vehicle and comprises at least one coolant feed pump, the coolant circuit (100) having one or more valves (130, 140, 150, 160, 170, 180) for guiding the coolant as required; - a first heat exchanger (300), in particular a liquid-cooled condenser (LCC), which is thermally coupled both to the refrigerant circuit (200) and to the coolant circuit (100); - a second heat exchanger (400), in particular a battery cooler, which is thermally coupled to both the refrigerant circuit (200) and the coolant circuit (100) and is arranged behind the first heat exchanger (300) and before the compressor (210) with respect to a flow direction of the refrigerant in a heating mode; - a controller which is connected in terms of control technology to the coolant feed pump, the coolant feed pump, and the one or more valves (130, 140, 150, 160, 170, 180) of the coolant circuit (100) and for carrying out the method according to one of the Claims 1 until 8 is set up. Temperature management system (10) according to claim 9 , characterized in that the coolant circuit (100) is thermally coupled to an ambient heat exchanger (110), via which heat is extracted from a vehicle environment and supplied to the coolant. Temperature management system (10) according to one of the Claims 9 and 10 , characterized in that the refrigerant circuit (200) is thermally coupled to a condenser (240) for heating a driver's cab of the vehicle, wherein the condenser (240) is arranged behind the compressor (210) with respect to a flow direction of the refrigerant. Temperature management system (10) according to Claims 9 until 11 , characterized in that the coolant circuit (100) comprises a four-way valve (130) which can be regulated by the controller as required and has two inlets (131, 132) and two outlets (133, 134), wherein: - a first inlet (131) is fluidically connected to the first heat exchanger (300) and a first outlet (133) to the second heat exchanger (400); - a second inlet (132) receives a coolant flow from the direction of the thermal coupling with the battery (500). Temperature management system (10) according to claim 12 , characterized in that the second heat exchanger (400) is arranged fluidically between the four-way valve (130) and a first three-way valve (140), wherein the first three-way valve (140) supplies a coolant current, as required, in the direction of the thermal coupling with the battery (500) and/or in the direction of the first heat exchanger (300). Temperature management system (10) according to claim 13 , characterized in that a second three-way valve (150) is fluidically arranged between the first three-way valve (140) and the first heat exchanger (300), wherein the second three-way valve (150) directs a coolant flow coming from the first three-way valve (140) directly to the first heat exchanger (300) as required and/or via the ambient heat exchanger (110) to the first heat exchanger (300). Temperature management system (10) according to one of the Claims 12 until 14 , characterized in that a second outlet (134) of the four-way valve (130) is fluidically connected to a third three-way valve (160), wherein the third three-way valve (160) directs a coolant flow coming from the four-way valve (130) as required in the direction of the thermal coupling with the battery (500) and/or in the direction of the second three-way valve (150). Temperature management system (10) according to claim 15 , characterized in that the coolant circuit (100) between the four-way valve (130) and the third three-way valve (160) is thermally coupled to an electrical heating element (120). Temperature management system (10) according to one of the Claims 9 until 16 , characterized in that an electrical heating element on the first heat exchanger (300) is thermally coupled to the coolant circuit (100). Temperature management system (10) according to one of the Claims 9 until 11 , characterized in that the coolant circuit (100) comprises a five-way valve (170) and a four-way valve (180), wherein: - the first heat exchanger (300) is fluidically arranged between a first outlet (173) of the five-way valve (170) and a first inlet (181) of the four-way valve (180); - the second heat exchanger (400) is fluidically arranged between a first outlet (183) of the four-way valve (180) and a first inlet (171) of the five-way valve (170); and - the thermal coupling with the battery (500) is arranged fluidically between a second output (174) of the five-way valve (170) and a second input (182) of the four-way valve (180). Temperature management system (10) according to claim 18 , characterized in that a third outlet (175) of the five-way valve (170) is fluidically connected to an ambient heat exchanger (110) which is arranged between the five-way valve (170) and the first heat exchanger (300). Temperature management system (10) according to one of the Claims 18 and 19 , characterized in that the coolant circuit (200) is thermally coupled to an electrical heating element (120) between a second output (184) of the four-way valve (180) and a second input (172) of the five-way valve (170). Temperature management system (10) according to one of the Claims 18 until 20 , characterized in that an electrical heating element on the first heat exchanger (300) is thermally coupled to the coolant circuit (100).

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