Electric drive device for a motor vehicle and methods for operating such an electric drive device

Abstract

The invention relates to an electric drive device (10) for a motor vehicle, comprising at least one electric machine (12) by means of which the motor vehicle can be driven, a first temperature control circuit (20) through which a first temperature control medium flows, in which at least one part (18) of the electric machine (12) comprising a rotor (16) and / or a stator (14) of the electric machine (12) is arranged, the part (18) of which is to be temperature controlled by means of the first temperature control medium, a second temperature control circuit (22) through which a second temperature control medium flows, and a heat exchanger (28) arranged in both the first temperature control circuit (20) and the second temperature control circuit (22), through which heat can be exchanged between the temperature control media.In the first temperature control circuit (20) a pump (30) is arranged, by means of which the first temperature control medium can be conveyed through the pump (30) in a pump flow direction (32) and thus through the first temperature control circuit (20).

Description

[0001] The invention relates to an electric drive device for a motor vehicle, in particular for a motor car, according to claim 1. The invention further relates to a method for operating such an electric drive device.

[0002] In DE 10 2022 113 567 A1, a cooling system for an electric traction machine is known as having a closed-loop system, which includes a heat exchanger for removing heat from the and / or supplying heat to the circuit in the closed-loop system.

[0003] German patent application DE 10 2021 119 594 A1 discloses an electric drive system and a temperature control system comprising the electric drive system. The electric drive system comprises at least one electric drive motor coolable by a coolant and a heat exchanger fluidically connected to the electric drive motor, wherein the electric drive system further comprises a switching device with which the flow direction of the coolant in the flow path between the heat exchanger and the electric drive motor can be switched.

[0004] US patent 10 272 767 B1 discloses a system method for cooling an electric powertrain of an electric vehicle with a first and a second cooling system as known.

[0005] EP 3 499 634 A1 discloses a battery thermal management system for a vehicle with at least one battery unit, wherein the battery thermal management system comprises a first and a second fluid circuit which are thermally connected via at least one heat exchanger.

[0006] In DE 10 2019 114 581 A1 a fuel cell vehicle is described which includes a passenger compartment and a thermal management system, wherein the thermal management system has a coolant circuit with a coolant which is circulated at least by a battery, a transmission oil cooler and a chiller.

[0007] German patent application DE 102 34 087 A1 discloses a method for operating a cooling and heating circuit of a motor vehicle. Furthermore, German patent application DE 41 32 939 A1 discloses an air conditioning system for the interior of an electric vehicle.

[0008] The object of the present invention is to create an electric drive device for a motor vehicle, as well as a method for operating such an electric drive device, so that a particularly efficient operation of the electric drive device can be achieved.

[0009] This problem is solved by an electric drive device with the features of claim 1 and by a method with the features of claim 7. Advantageous embodiments with expedient further developments of the invention are specified in the remaining claims.

[0010] A first aspect of the invention relates to an electric drive unit, also referred to as an electric drive device, for a motor vehicle, also referred to simply as a vehicle. This means that the motor vehicle, preferably designed as a motor vehicle, in particular as a passenger car, in its fully manufactured state, has the electric drive unit and can be driven, in particular purely electrically, by means of the electric drive unit. The electric drive unit comprises at least or exactly one electric machine by means of which the motor vehicle can be driven, in particular purely electrically.Preferably, the electric machine, which is also referred to as a drive machine or electric drive machine, is a high-voltage component whose electrical voltage, in particular electrical operating or nominal voltage, is preferably greater than 50 volts, in particular greater than 60 volts, and most preferably several hundred volts.

[0011] The electric drive unit has a first temperature control circuit, also referred to as the first circuit or first circuit, through which a first temperature control medium, preferably liquid, flows. Preferably, the first temperature control medium is a component of the electric drive unit. Most preferably, the first temperature control medium is an oil, so that, for example, the first temperature control circuit is also referred to as the oil circuit or oil circuit. At least one part of the electric machine, also referred to as a machine part, is arranged in the first temperature control circuit, so that the part of the electric machine can be temperature-controlled, i.e., cooled and / or heated, by means of the first temperature control medium. For example, in order to heat the part of the electric machine by means of the first temperature control medium, the first temperature control medium has a higher temperature than the part as it flows through the first temperature control circuit.Thus, heat can transfer from the first temperature control medium to the component. For example, to cool the component (machine part) using the first temperature control medium, the first temperature control medium has a lower temperature than the component as it flows through the first temperature control circuit, allowing heat to transfer from the component (machine part) to the first temperature control medium. The component of the electric machine has a rotor and / or a stator, so that the rotor and / or the stator can be temperature-controlled, i.e., cooled and / or heated, by means of the first temperature control medium flowing through the first temperature control circuit. In particular, the rotor can be driven by the stator and is therefore rotatable about a machine axis relative to the stator.In particular, the electric machine can provide drive torques via its rotor, especially for purely electric propulsion of the motor vehicle.

[0012] The electric drive unit also has a second temperature control circuit, which is at least partially, and in particular completely, fluidically separated from the first temperature control circuit. The second temperature control circuit is permeable to a first temperature control medium, which is different from the first, and which is preferably a liquid. Preferably, the second temperature control medium is a component of the electric drive unit. For example, the second temperature control medium is or comprises at least or exclusively water, so that the second temperature control medium is also referred to as cooling water or temperature control water. Consequently, the second temperature control circuit is also referred to as the water circuit, cooling water circuit, cooling circuit, or vehicle cooling circuit.

[0013] For example, in the second temperature control circuit, a component of the electric drive device is arranged in addition to the electric machine and, in particular, is distinct from the electric machine, so that the component can be temperature-controlled, i.e., cooled and / or heated, by means of the second temperature control medium. The component is or comprises, for example, an electrical energy storage device by means of which electrical energy, in particular electrochemically, is stored or stored. For example, the electrical energy storage device is a high-voltage component whose electrical voltage, in particular its operating or nominal voltage, is preferably greater than 50 volts, in particular greater than 60 volts, and most preferably several hundred volts.For example, the electric machine can be supplied with the electrical energy stored or to be stored in the electrical energy storage device, which allows the electric machine to be operated in motor mode and thus as an electric motor for driving the motor vehicle, especially purely electrically.

[0014] The electric drive unit also includes a heat exchanger, which is also referred to as the first heat exchanger. Whenever the heat exchanger is mentioned before and below, it refers to the first heat exchanger unless otherwise specified. In particular, the aforementioned component is provided in addition to the heat exchanger. The heat exchanger is located in both the first and second temperature control circuits and is therefore accessible to both the first and second temperature control media. Heat can be exchanged between the temperature control media via the heat exchanger, so that, for example, heat can be transferred from one temperature control medium to the other and / or vice versa.

[0015] To achieve particularly efficient operation of the electric drive unit, the invention provides that a pump is arranged in the first temperature control circuit, by means of which the first temperature control medium can be conveyed through the first temperature control circuit. If the first temperature control medium is an oil, the pump is also referred to as an oil pump. The pump allows the first temperature control medium to be conveyed through the pump, and thus through the first temperature control circuit, in a specific pump flow direction. In other words, the pump is designed to convey the first temperature control medium through itself, and thus through the first temperature control circuit, in a specific pump flow direction. This pump flow direction is also referred to as the first pump flow direction.When the pump flow direction is mentioned before and after, this refers, unless otherwise specified, to the first pump flow direction. For example, the pump has a pump housing and a conveying element arranged within the pump housing, which is movable relative to the pump housing. By moving the conveying element relative to the pump housing, the pump can convey the first temperature control fluid through it in the pump flow direction and subsequently through the first temperature control circuit. For example, the conveying element is rotatable about an axis of rotation relative to the pump housing and is therefore movable, whereby, for example, by rotating the conveying element about the axis of rotation relative to the pump housing, the pump can convey the first temperature control fluid through the pump in the pump flow direction and thus through the first temperature control circuit.For example, the conveying element is rotatable in, and in particular, one direction of rotation about the axis of rotation relative to the pump housing, in order to convey the first temperature control fluid through the pump in the pump flow direction and thus through the first temperature control circuit. The pump flow direction is also referred to as the pump direction or first pump direction.

[0016] Furthermore, according to the invention, the electric drive unit comprises a valve assembly arranged in the first temperature control circuit. The valve assembly is switchable between a first switching state and a second switching state. For this purpose, the valve assembly has, for example, a valve part which is movable, particularly relative to a valve housing of the valve assembly, between at least one first switching position that effects the first switching state and at least one second switching position that effects the second switching state, in particular rotationally and / or translationally.In the first switching state, the pump, the heat exchanger, and the part of the electric machine are interconnected by means of the valve device in such a way, particularly in terms of fluid dynamics, that, with respect to the pump flow direction, the heat exchanger is arranged downstream of the pump and the part is arranged downstream of the heat exchanger and thus downstream of the pump, and a delivery of the first temperature control fluid by means of the pump, through the pump and in the pump flow direction, results in a flow of the first temperature control fluid through the heat exchanger in a first heat exchanger flow direction and a flow of the first temperature control fluid through the part in a first partial flow direction.In other words, if, particularly during operation of the electric drive device, the first temperature control fluid is conveyed through the first temperature control circuit by means of the pump, so that the temperature control fluid flows through the pump in the pump flow direction while the valve device is in the first switching state, then the first temperature control fluid is guided or directed by means of the valve device in such a way that the first temperature control fluid, on its way through the first temperature control circuit and thus on its way through the pump, the heat exchanger and the part of the electric machine, first flows through the pump, then through the heat exchanger and then through the machine part, in such a way that the first temperature control fluid flows through the pump in the pump flow direction, through the heat exchanger in the first heat exchanger flow direction and through the machine part in the first partial flow direction.

[0017] In the second switching state, the pump, the heat exchanger, and the part of the electric machine are interconnected by means of the valve assembly in such a way, particularly in terms of fluid dynamics, that, relative to the pump flow direction, the part (machine part) is located downstream of the pump and the heat exchanger is located downstream of the part (machine part). The pumping of the first temperature control fluid, through the pump and in the pump flow direction, results in a second flow of the first temperature control fluid through the part in a direction opposite to the first partial flow direction, and a second flow of the first temperature control fluid through the heat exchanger in a direction opposite to the first heat exchanger flow direction. In other words,If the first temperature control fluid is conveyed through the first temperature control circuit by means of the pump in such a way that the first temperature control fluid flows through the pump in the pump flow direction while the valve device is in the second switching state, then the first temperature control fluid is guided or directed by means of the valve device in such a way that the first temperature control fluid, on its way through the first temperature control circuit, first flows through the pump, then through the machine part and then through the heat exchanger, in such a way that the first temperature control fluid flows through the pump in the pump flow direction, through the machine part in the second partial flow direction and through the heat exchanger in the second heat exchanger flow direction.where the second partial flow direction is opposite to the first partial flow direction, and the second heat exchanger flow direction is opposite to the first heat exchanger flow direction. This means that, by means of the valve arrangement, a reversal of the flow direction can be effected with respect to the respective flow direction in which the first temperature control fluid flows through the heat exchanger and through the machine part, since in the first switching state the first temperature control fluid flows through the heat exchanger and through the machine part in the first partial flow direction, and since in the second switching state the first temperature control fluid flows through the machine part and through the heat exchanger in the second partial flow direction.Although in both the first and second switching states the first temperature control fluid flows through the pump in the same direction of flow, meaning that in both states the first temperature control fluid is conveyed through the pump in the same direction of flow, this reversal of the flow direction allows the electric drive unit to operate according to demand with respect to the respective flow direction. This enables the temperature control of at least a portion of the vehicle to be regulated in a particularly efficient manner. For example, the portion of the vehicle whose interior, also referred to as the passenger compartment, is bounded by a structure such as a unibody, is the interior of the vehicle.This means, for example, that the invention allows the interior of a motor vehicle to be heated, and in particular to a particularly advantageous degree. This is especially possible when the motor vehicle is an electric vehicle, particularly a battery electric vehicle (BEV). The invention is based in particular on the following findings and considerations:

[0018] A common problem with electrically powered vehicles, such as electric cars, is that low ambient temperatures, like those found in winter, can significantly reduce their range. This reduction, also known as range loss or range reduction, is primarily caused by high additional electrical energy consumption or losses required to heat the interior, also called the cabin or vehicle cabin. Compared to internal combustion engine powertrains, electric powertrains have very low heat losses. These losses are then unavailable for heating the cabin and must typically be compensated for by at least one or more electric auxiliary heaters.Consequently, it is particularly desirable to utilize existing losses, including those that are technically unavoidable, as efficiently as possible to heat the cabin. Alternatively or additionally, the aforementioned section of the vehicle includes, for example, the electrical energy storage system. Thus, it is possible, for example, to utilize available losses, particularly those that are technically unavoidable, especially in the form of waste heat or heat, to warm the electrical energy storage system, also known as a battery and especially as a secondary battery, and to precondition it for charging, which is conventionally done with the aid of at least one or more electric auxiliary heaters.

[0019] Since, for example, the first temperature control medium is oil and the second temperature control medium consists at least or exclusively of water, the heat exchanger is also referred to as an oil-water heat exchanger. In conventional electric drive systems, it is usually only possible to regulate the temperature, and in particular heat, of a specific section of the vehicle, such as the passenger compartment and / or the battery, via the heat exchanger. In this case, the first temperature control medium is used to cool at least part of the electric motor and, for example, also to cool a transmission (also referred to as a gearbox), which causes the first temperature control medium to heat up and thus absorb heat, particularly from the motor component and, if applicable, from the transmission.After cooling the machine component and, if applicable, the gearbox, the first temperature control fluid flows back into a sump, for example, an oil sump, which is located, for example, in a housing of the drive unit. The first temperature control fluid is then drawn from the sump, particularly by means of a pump, and subsequently passed through the heat exchanger. In this process, the first temperature control fluid typically loses at least some of the absorbed heat to the housing, the sump, the surrounding environment, and, for example, to at least one other area and / or element. The heat contained in the first temperature control fluid is then transferred to the second temperature control fluid via the heat exchanger.For example, the heat generated in the second temperature control fluid is absorbed by a chiller, which is located, for instance, in the second temperature control circuit and, for example, in a refrigerant circuit. The chiller operates, for example, as an evaporator, which evaporates the refrigerant, allowing it to absorb heat from the second temperature control fluid. A cooler, which can be, or is, operated as a condenser or gas cooler, is located in the refrigerant circuit. The cooler cools the refrigerant, transferring heat from the refrigerant to the air, which is then directed into the interior, thus heating the interior.This entire path, from the generation of waste heat to its utilization, particularly for heating the interior, involves numerous heat transfers and thermal sinks, making it sluggish and inefficient in transient situations. For example, to heat the interior quickly, especially in heat pump operation, the volume and / or mass flow rate of the first temperature control fluid in the first temperature control circuit is maximized to efficiently transfer heat from the first fluid to the second. However, at lower ambient temperatures and the associated high viscosity of the first fluid, this results in high pump losses and significant splashing losses in the gearbox, thus reducing the efficiency gain or advantage of heat pump operation.Another problem can be that the maximum continuous power output of the electric machine depends significantly on the temperatures of the rotor and the stator. These temperatures depend on the maximum volume or mass flow rate of the first cooling medium and on the temperature of the second cooling medium in the heat exchanger. For example, if the temperature of the second cooling medium in the heat exchanger is 65°C, while the temperature of the first cooling medium in the heat exchanger is 80°C, there is only a small temperature difference between the first and second cooling media in the heat exchanger, which can hinder efficient and / or rapid heating of the interior. The aforementioned problems and disadvantages can now be avoided by the invention.In particular, the second switching state of the valve assembly allows heat, especially waste heat, transferred from the machine part to the first temperature control medium while the first temperature control medium flows through the machine part in the second partial flow direction to be used particularly effectively and efficiently via the heat exchanger. This is achieved by arranging the heat exchanger downstream of the pump flow direction and upstream of the heat exchanger.In other words, it is possible to prevent the first temperature control fluid from losing an excessive amount of heat on its way from the machine part to the heat exchanger in the second switching state. Thus, in the second switching state, the first temperature control fluid has a suitably high temperature at or within the heat exchanger, which allows the second temperature control fluid, and via it at least that part of the vehicle, to be advantageously temperature-controlled, and in particular, heated. On the one hand, this allows waste heat to be effectively and efficiently dissipated from the machine part to prevent excessively high temperatures of the machine part without heating the sump or housing parts of the drive unit or other components, and / or without an excessive amount of heat being lost to the environment.On the other hand, the first temperature control fluid, when it flows through the heat exchanger in the second switching state, can contain a particularly high amount of heat. This allows the second temperature control fluid, and consequently at least part of the vehicle, to be heated advantageously via the heat exchanger. In other words, a particularly large amount of heat can be supplied to the second temperature control circuit, enabling the interior and / or the electrical energy storage system to be heated effectively and efficiently, especially when interior heating and / or battery heating is required.

[0020] In order to effectively and efficiently regulate the temperature, and in particular heat, at least a specific area of ​​the vehicle, and consequently achieve particularly efficient operation of the electric drive system, one embodiment of the invention provides that the pump has a first connection and a second connection. The first connection is also referred to as the first pump connection, and the pump can be supplied with the first temperature control medium via this connection. The second connection is also referred to as the second pump connection, and the first temperature control medium can be discharged from the pump via this connection.This means that during operation, the pump draws in the first temperature control fluid via the first port, pumps it from the first port to the second port, and then pumps it away from the pump via the second port. This means, for example, that the first port is on the suction side of the pump and the second port is on the pressure side, specifically in both the first and second switching states. The heat exchanger has a third and a fourth port. The machine section has a fifth and a sixth port. The first temperature control fluid can flow through each of these ports.

[0021] In the first switching state of the valve assembly, the connections are interconnected by the valve assembly, particularly in terms of flow characteristics, such that, relative to the pump flow direction, the second connection is downstream of the first connection, the third connection downstream of the second connection, the fourth connection downstream of the third connection, the fifth connection downstream of the fourth connection, and the sixth connection downstream of the fifth connection. This allows the heat exchanger to be supplied with the first temperature control fluid, provided by the pump via the second connection, via the third connection in the first switching state, and the machine section to be supplied with the first temperature control fluid, provided by the heat exchanger via the fourth connection, via the fifth connection.

[0022] In the second switching state, the connections are interconnected by means of the valve assembly, particularly in terms of flow dynamics, such that, relative to the pump flow direction, the second connection is downstream of the first connection, the sixth connection downstream of the second connection, the fifth connection downstream of the sixth connection, the fourth connection downstream of the fifth connection, and the third connection downstream of the fourth connection. This allows the machine section to be supplied with the first temperature control fluid provided by the pump via the second connection via the sixth connection, and the heat exchanger to be supplied with the first temperature control fluid provided by the machine section via the fifth connection via the fourth connection.This allows heat, especially waste heat, which is transferred from the electric machine to or onto the first temperature control medium, to be used particularly effectively and efficiently via the heat exchanger to temperature control the second temperature control medium and, via this, at least the part of the motor vehicle, in particular to heat it.

[0023] To achieve particularly effective and efficient temperature control, especially heating, of at least a portion of the vehicle and consequently particularly efficient operation of the drive system, a further embodiment of the invention provides that the first temperature control circuit, at least with respect to the first switching state, is designed as a closed circuit from at least the second connection to the fifth connection. This prevents excessive heat losses of the first temperature control medium. A further embodiment is characterized by the fact that the electric drive system has the aforementioned sump, which, particularly when the first temperature control medium is oil, is an oil sump. The first temperature control medium is contained or held in the sump.With respect to the first partial flow direction, the temperature control circuit branches downstream of the sixth outlet or at the sixth outlet into a return branch and a transmission branch. Specifically, the return branch and the transmission branch are fluidically parallel to each other, at least with respect to the first partial flow direction. The aforementioned transmission unit of the electric drive unit is arranged in the transmission branch, with the transmission unit being located outside the return branch. In particular, the vehicle can be driven by the electric motor via the transmission unit. The first temperature control fluid flowing through the transmission branch can be routed into the sump via the transmission unit. In other words, with respect to the first partial flow direction, the transmission unit is arranged upstream of the sump and downstream of the section.Thus, for example, the first temperature control fluid flowing through the transmission branch passes through the transmission unit on its way through the transmission branch. This transmission unit can be temperature-controlled, i.e., cooled and / or heated, by means of the first temperature control fluid flowing through the transmission branch. After the transmission unit has been temperature-controlled, the first temperature control fluid flows into the sump. The first temperature control fluid flowing through the return branch can be routed to the sump via the return branch, bypassing the transmission unit. This means that the temperature control fluid flowing through the return branch flows around the transmission unit on its way to the sump, i.e., it does not flow through the transmission unit. This allows for particularly efficient operation of the drive system.

[0024] In a further, particularly advantageous embodiment of the invention, the component comprises both the stator and the rotor of the electric machine. The stator is arranged in a first machine branch of the first temperature control circuit, and the rotor is arranged in a second machine branch of the first temperature control circuit, which is connected in parallel to the first machine branch in terms of fluid flow. Thus, the first temperature control fluid flows, from a fluid dynamics perspective, in parallel through the first and second machine branches as it passes through the machine component, and therefore, from a fluid dynamics perspective, in parallel through the stator and the rotor. This enables particularly advantageous temperature control and, consequently, particularly advantageous operation of the drive unit.

[0025] In a further embodiment of the invention, a pressure relief valve is arranged in the transmission branch, which is positioned, for example, upstream or downstream of the transmission assembly in the flow direction of the first temperature control fluid flowing through the transmission branch. To achieve particularly efficient operation of the drive unit, a further embodiment of the invention provides that the electric drive unit comprises the aforementioned refrigerant circuit through which the refrigerant flows. Furthermore, the electric drive unit includes a second heat exchanger arranged both in the refrigerant circuit and in the second temperature control circuit, as well as outside the first temperature control circuit. This second heat exchanger can be, or is, operated as an evaporator for evaporating the refrigerant. For example, the second heat exchanger is the aforementioned chiller.The second heat exchanger allows heat to be exchanged between the refrigerant and the second temperature control medium, particularly by operating the second heat exchanger as an evaporator, enabling heat to be transferred from the second temperature control medium to and from the refrigerant. The heat transferred from the second temperature control medium to or from the refrigerant can be used, for example, to temperature-control, and in particular to heat, at least a specific area of ​​the vehicle, such as the energy storage system and / or the passenger compartment. This allows for particularly efficient temperature control and, consequently, particularly efficient operation of the drive system.

[0026] To achieve a particularly demand-oriented and thus efficient operation of the drive unit, the invention provides for a second pump in the second temperature control circuit. This pump conveys the second temperature control fluid in a second pump flow direction, thereby circulating it through the second temperature control circuit. In particular, the preceding and following descriptions of the first pump can readily be applied to the second pump, but then with reference to the second temperature control fluid instead of the first. Furthermore, a valve element is arranged in the second temperature control circuit, which can be switched between a third and a fourth switching state. For example, the valve element has a second valve part, which is arranged, for instance, in a second valve housing of the valve element.For example, the second valve part is movable relative to the second valve housing between at least one third switching position that effects the third switching state and at least one fourth switching position that effects the fourth switching state, in particular rotationally and / or translationally.

[0027] In the third switching state, the second pump and the heat exchanger are fluidically interconnected in the second temperature control circuit by means of the valve element in such a way that the delivery of the second temperature control fluid by the second pump, through the second pump flow direction, results in a flow of the second temperature control fluid through the heat exchanger in a third heat exchanger flow direction. In other words, if the second pump delivers the second temperature control fluid in such a way that it flows through the second pump in the second pump flow direction while the valve element is in the third switching state, then the second temperature control fluid flows through the heat exchanger in the third heat exchanger flow direction.Preferably, the third heat exchanger flow direction is opposite to the first heat exchanger flow direction and vice versa.

[0028] In the fourth switching state, the second pump and the heat exchanger are fluidically interconnected in the second temperature control circuit by means of the valve element in such a way that a delivery of the second temperature control fluid by means of the second pump, through the second pump and in the second pump flow direction, results in a flow of the second temperature control fluid through the heat exchanger in a fourth heat exchanger flow direction opposite to the third heat exchanger flow direction.In other words, if the second pump delivers the second temperature control fluid in such a way that it flows through the pump in the second pump flow direction while the valve element is in the fourth switching state, then the second temperature control fluid subsequently flows through the heat exchanger in the fourth heat exchanger flow direction, which is preferably opposite to the second heat exchanger flow direction. The fourth heat exchanger flow direction is opposite to the third heat exchanger flow direction, and vice versa. This ensures advantageous flow through the heat exchanger, enabling particularly efficient operation.

[0029] Preferably, the valve element is in the third switching state whenever the valve assembly is in the first switching state. Furthermore, it is preferably always provided that the valve element is in the fourth switching state whenever the valve assembly is in the second switching state. This allows the heat exchanger to be operated as a counterflow heat exchanger in both the first and second switching states, thus enabling a particularly advantageous heat exchange between the temperature control media.For example, if the first temperature control fluid is pumped by the (first) pump in such a way that the first temperature control fluid flows through the first pump in the first pump flow direction, while the valve device is in the first switching state, the valve element is in the third switching state, and the second temperature control fluid is pumped by the second pump in such a way that the second temperature control fluid flows through the second pump in the second pump flow direction, then the first temperature control fluid flows through the heat exchanger in the first heat exchanger flow direction, and the second temperature control fluid flows through the heat exchanger in the third heat exchanger flow direction, wherein preferably the third heat exchanger flow direction is opposite to the first heat exchanger flow direction.For example, if the first pump delivers the first temperature control fluid in such a way that the first temperature control fluid flows through the first pump in the first pump flow direction, while the valve device is in the second switching state, the valve element is in the fourth switching state, and the second pump delivers the second temperature control fluid in such a way that the second temperature control fluid flows through the second pump in the second pump flow direction, then the first temperature control fluid flows through the heat exchanger in the second heat exchanger flow direction, and the second temperature control fluid flows through the heat exchanger in the fourth heat exchanger flow direction, so that the heat exchanger can be operated, or is operated, as a counterflow heat exchanger in both the first and second switching states.This allows heat to be exchanged effectively and efficiently between the temperature control agents via the heat exchanger, enabling particularly efficient operation.

[0030] A second aspect of the invention relates to a method for operating an electric drive device according to the first aspect of the invention. Advantages and advantageous embodiments of the first aspect of the invention are to be regarded as advantages and advantageous embodiments of the second aspect of the invention, and vice versa.

[0031] To achieve particularly efficient operation, one embodiment of the second aspect of the invention provides that the electric drive unit operates in an efficiency mode in which the valve assembly is in the first switching state. Preferably, the electric drive unit operates in a heat pump mode when the measured actual temperature in the interior of the vehicle is lower than a predefinable target temperature, with the valve assembly in the first switching state in this heat pump mode. Preferably, the electric drive unit operates in a battery heating mode when the measured actual temperature of the vehicle's electrical energy storage system is lower than a target temperature. This allows for particularly efficient operation.

[0032] Finally, it has proven particularly advantageous to operate the electric machine in battery heating mode in a power-waste mode, in which the electric machine is deliberately operated with a lower secondary efficiency than a possible primary efficiency. This generates waste heat from the electric machine, which is then transferred to the primary temperature control medium, thus heating it. This allows for particularly efficient operation of the drive system.

[0033] The target temperature of the electrical energy storage device is also referred to as the target battery temperature. The actual temperature of the electrical energy storage device is also referred to as the actual battery temperature.

[0034] The target battery temperature is determined, for example, from a battery heating characteristic map. This process is carried out, for instance, by an electronic computer within the electric drive unit, where the battery heating characteristic map is stored in the memory of the electronic computer. The target battery temperature is defined in the battery heating characteristic map as a function of a current state of charge and, in particular, the current ambient temperature. The state of charge characterizes the current state of charge of the energy storage device.Alternatively or additionally, for example, the electric drive unit is operated in battery heating mode if a determined potential efficiency loss of the electric drive unit due to activating the battery heating mode (also referred to as switching on) is less than a determined efficiency gain of the electric drive unit.

[0035] The power-wasting mode is also known as the power-wasting mode, in which waste heat is generated by deliberately operating the electric machine with lower efficiency, i.e. with a lower efficiency rating.

[0036] The electric drive unit is operated in efficiency mode, for example, when neither battery heating mode nor heat pump mode is requested.

[0037] For example, if a navigation input predicts that a fast charging process is imminent and / or if a user of the electric drive system has selected a fast charging station, the target battery temperature is determined from a charging power characteristic curve. This curve defines the target battery temperature based on the maximum power of the fast charging station, the ambient temperature, and the state of charge. If the target battery temperature is higher than the actual battery temperature, the second switching state for activating the battery heating mode is selected, meaning it is set or switched on.

[0038] Further advantages, features, and details of the invention will become apparent from the following description of preferred embodiments and from the drawings. The features and combinations of features mentioned above in the description, as well as those mentioned below in the figure description and / or shown in the figures alone, can be used not only in the combinations specified, but also in other combinations or individually, without departing from the scope of the invention.

[0039] The drawing shows in: Fig. 1 a schematic representation of a first embodiment of an electric drive device for a motor vehicle; Fig. 2 a schematic representation of a second embodiment of the electric drive device; and Fig. 3. A flowchart to illustrate a procedure for operating the electric drive device.

[0040] In the figures, identical or functionally equivalent elements are provided with the same reference symbols.

[0041] Fig. Figure 1 shows a schematic representation of a first embodiment of an electric drive unit 10 for a motor vehicle, also referred to simply as a vehicle. The motor vehicle, preferably designed as a car, in particular as a passenger car, has the electric drive unit 10 in its fully manufactured state and can be driven by means of the electric drive unit 10, in particular purely electrically. The drive unit 10 has at least one electric machine 12, which has a stator 14 and a rotor 16. The rotor 16 can be driven by means of the stator 14 and is thereby rotatable about a machine axis of rotation relative to the stator 14. Via its rotor 16, the electric machine 12 can provide drive torques for driving the motor vehicle, in particular purely electrically.The electric machine 12 has a part 18, also referred to as a machine component, which comprises the stator 14 and / or the rotor 16. In the first embodiment, the machine component (part 18) comprises both the stator 14 and the rotor 16, so that when part 18 is mentioned below, it refers to both the stator 14 and the rotor 16. The drive unit has a first temperature control circuit 20 through which a first temperature control medium flows. The first temperature control medium is a liquid and is designed as an oil, so the first temperature control circuit 20 is also referred to as an oil circuit. It is evident that part 18 is arranged in the oil circuit and is thus to be temperature controlled, i.e., heated and / or cooled, by means of the oil flowing through the oil circuit.

[0042] The drive unit 10 also has a second temperature control circuit 22 through which a second temperature control medium flows. The second temperature control medium is different from the first. In particular, the second temperature control medium comprises at least water, so that the second temperature control medium is also referred to as temperature control water or cooling water. Therefore, the second temperature control circuit 22 is also referred to as the cooling circuit, coolant circuit, or vehicle cooling circuit. The first temperature control circuit 20 is also referred to as the first circuit, and the second temperature control circuit 22 is also referred to as the second circuit.

[0043] The drive unit 10 includes an electrical energy storage device 24, also referred to as a battery. It is evident that the energy storage device 24 is an additional component to the electric machine 12, located outside the temperature control circuit 20 and within the temperature control circuit 22. This allows the energy storage device 24 to be temperature controlled, i.e., cooled and / or heated, by means of the second temperature control medium flowing through the second temperature control circuit 22. The drive unit 10 also includes a third circuit, a refrigerant circuit 26, through which a refrigerant can flow. The refrigerant circuit 26 operates as a heat pump and can therefore be operated as a heat pump, enabling the drive unit 10 to be operated in heat pump mode.

[0044] The drive unit 10 has a first heat exchanger 28, which is located in both the temperature control circuit 20 and the temperature control circuit 22 and is therefore permeable to both the first and the second temperature control medium. It can be seen that the heat exchanger 28 is located outside the refrigerant circuit 26, i.e., not within the refrigerant circuit 26. Heat is exchanged between the temperature control media via the heat exchanger 28.

[0045] In the first temperature control circuit 20, a first pump 30, also referred to as an oil pump, is arranged. The pump 30 is designed to pump the first temperature control fluid through the pump 30, i.e., through itself, in a first pump flow direction illustrated by an arrow 32, thereby enabling the first temperature control fluid to be pumped through the first temperature control circuit 20.

[0046] In the first temperature control circuit 20, a valve assembly 34 is arranged, which switches between a first switching state S1, which is in Fig. Figure 1 shows the first switching state S1, and the system is switchable to a second switching state S2. In the first switching state S1, the first pump 30, the first heat exchanger 28, and part 18 of the electric machine 12 are fluidically interconnected in the first temperature control circuit 20 by means of the valve assembly 34 such that, with respect to the first pump flow direction, the heat exchanger 28 is arranged downstream of the pump 30 and part 18 is arranged downstream of the heat exchanger 28. The pumping of the first temperature control fluid by the pump 30 in the first pump flow direction results in a flow of the first temperature control fluid through the heat exchanger 28 in a first heat exchanger flow direction and a flow of the first temperature control fluid through part 18 in a first partial flow direction.The first heat exchanger flow direction is illustrated by arrow 35, and the first partial flow direction is illustrated by arrow 36. When the pump flow direction is mentioned before and below, this refers, unless otherwise specified, to the first pump flow direction illustrated by arrow 32.

[0047] In the second switching state S2, the pump 30, the heat exchanger 28, and the part 18 of the electric machine 12 are fluidically interconnected in the first temperature control circuit 20 by means of the valve assembly 34 such that, with respect to the first pump flow direction (arrow 32), the part 18 is arranged downstream of the pump 30 and the heat exchanger 28 downstream of the part 18. From a delivery of the first temperature control fluid by means of the pump 30, through the pump 30, and in the first pump flow direction (arrow 32), a second partial flow of the first temperature control fluid occurs through the part 18 in a direction opposite to the first partial flow direction (arrow 36), and a second flow of the first temperature control fluid occurs through the heat exchanger 28 in a direction opposite to the first heat exchanger flow direction (arrow 35). result.The second heat exchanger flow direction is opposite to the first heat exchanger flow direction and is illustrated by arrow 38. The second partial flow direction is opposite to the first partial flow direction and is illustrated by arrow 40.

[0048] It can be seen that the drive unit 10 has a sump 42, in this case designed as an oil sump, which is arranged, for example, in the first temperature control circuit 20. The oil is contained or contained in the sump 42. For example, the sump 42 is arranged in a housing 44 of the drive unit 10. In the first temperature control circuit 20, a filter 45 for filtering the first temperature control fluid is arranged downstream of the sump 42 and upstream of the pump 30 with respect to the first pump flow direction, wherein the filter 45 is designed as an oil filter.

[0049] It can be seen that the first temperature control circuit 20 has a first machine branch Z1 and a second machine branch Z2, which are connected in parallel with respect to the first pump flow direction. The rotor 16 is arranged in machine branch Z2, and the stator 14 is arranged in machine branch Z1. A pressure relief valve 46 is arranged upstream of the rotor 16 in machine branch Z2, through which the rotor 16 can be supplied with the first temperature control fluid. A valve element 48 with a check valve is also arranged in machine branch Z2.

[0050] Pump 30 has a first connection A1 and a second connection A2, whereby pump 30 can be supplied with the first temperature control fluid via connection A1. The first temperature control fluid can be discharged from pump 30 via the second connection A2. Heat exchanger 28 has a third connection A3 and a fourth connection A4. Part 18 has a fifth connection A5 and a sixth connection A6.In the first switching state S1, the connections A1, A2, A3, A4, A5 and A6 are interconnected in the first temperature control circuit 20 by means of the valve assembly 34 in such a way that, with respect to the first pump flow direction, the second connection A2 is located downstream of the first connection A1, the third connection A3 downstream of the second connection A2, the fourth connection A4 downstream of the third connection A3, the fifth connection A5 downstream of the fourth connection A4 and the sixth connection A6 downstream of the fifth connection A5, whereby the heat exchanger 28 can be supplied via the third connection A3 with the first temperature control medium supplied by the pump 30 via the second connection A2 and the part 18 can be supplied via the fifth connection A5 with the first temperature control medium supplied by the heat exchanger 28 via the fourth connection A4.In the second switching state S2, the connections A1, A2, A3, A4, A5 and A6 are interconnected in the first temperature control circuit 20 by means of the valve assembly 34 in such a way that, with respect to the first pump flow direction (arrow 32), the second connection A2 is located downstream of the first connection A1, the sixth connection A6 downstream of the second connection A2, the fifth connection A5 downstream of the sixth connection A6, the fourth connection A4 downstream of the fifth connection A5 and the third connection A3 downstream of the fourth connection A4, whereby the part 18 can be supplied with the first temperature control medium supplied by the pump 30 via the second connection A2 via the sixth connection A6 and the heat exchanger 28 can be supplied with the first temperature control medium supplied by the part 18 via the fifth connection A5 via the fourth connection A4.The temperature control circuit 20, for example, is designed as a closed circuit at least with regard to the first switching state S1, at least from the second terminal A2 to the fifth terminal A5.

[0051] With respect to the first partial flow direction (arrow 36), the first temperature control circuit 20 branches off downstream of the sixth outlet A6 or at the sixth outlet A6 into a return branch 50 and a transmission branch 52. The drive unit 10 includes a transmission unit 54, via which the motor vehicle can be driven by means of the electric motor 12. It can be seen that the transmission unit 54 is arranged in the transmission branch 52 such that, in the flow direction of the first temperature control fluid flowing through the transmission branch 52 and towards the sump 42, the transmission unit 54 is located upstream of the sump 42 and downstream of the connection A6, in particular downstream of a valve element 56 arranged in the transmission branch 52. The valve element 56 is arranged downstream of connection A1 and upstream of the transmission device 54 in the direction of flow of the first temperature control medium flowing through the transmission branch 52 and towards the sump 42.The valve element 56 can switch between a third switching state S3, which is in . Fig. As shown in Figure 1, the transmission branch 52 is switched to a fourth switching state S4. In the third switching state S3, the transmission branch 52 is fluidically blocked by the valve element 56. In the fourth switching state S4, the valve element 56 releases the transmission branch 52, so that the transmission unit 54 can be supplied with the first temperature control fluid coming from port A6 via the valve element 56. Thus, the transmission unit 54 can be temperature-controlled by means of the first temperature control fluid. The first temperature control fluid coming from port A6 can be returned to the sump 42 via the return branch 50, bypassing the transmission unit 54 and, in this case, also the valve element 56, so that the first temperature control fluid does not flow through the valve element 56 or the transmission unit 54 on its way through the return branch 50. It can be seen that the valve element 34 is arranged in the return branch 50.

[0052] A second heat exchanger 58 is arranged in the refrigerant circuit 26, which is located in both the refrigerant circuit 26 and the second temperature control circuit 22. Thus, the second heat exchanger 58 is accessible to both the refrigerant and the second temperature control fluid. The heat exchanger 58 can be operated at least as an evaporator for evaporating the refrigerant. In particular, the heat exchanger 58 is operated as the aforementioned evaporator in heat pump operation, by means of which the refrigerant is evaporated. Heat can be exchanged between the refrigerant and the second temperature control fluid via the heat exchanger 58. When the heat exchanger 58 is operated as the aforementioned evaporator in heat pump operation, the second temperature control fluid is cooled and the refrigerant is heated via the heat exchanger 58, since heat is transferred from the temperature control fluid to the refrigerant via the heat exchanger 58.A third heat exchanger 60 is arranged in the refrigerant circuit 26. This heat exchanger can be operated at least as a cooler for cooling the refrigerant, and in particular as a condenser for condensing and thereby cooling the refrigerant. In particular, the heat exchanger 60 is operated as the aforementioned cooler in heat pump operation. It can be seen that the heat exchanger 60 is open to flow by the refrigerant and air 62, which can be, or is, supplied by means of a fan 64, which is electrically operated. The air 62 is, for example, cabin air, since the air 62 can be introduced into the interior of the motor vehicle, also referred to as the passenger compartment or passenger space. In heat pump operation, the refrigerant is cooled by means of the heat exchanger 60 by transferring heat from the refrigerant to the air 62 flowing around the heat exchanger 60. This warms the air 62.When air 62 is introduced into the interior, the interior is thereby warmed, i.e., heated. For example, the heat exchanger 60 can also be operated as an evaporator for evaporating the refrigerant.

[0053] In the second temperature control circuit 22, a second pump 66 is arranged, which is configured to pump the second temperature control fluid through the second pump 66 in, in particular, a second pump flow direction and thereby through the second temperature control circuit 22. The second pump flow direction is illustrated by an arrow 68. Furthermore, a valve element 70 is arranged in the second temperature control circuit 22, which is switchable between a fifth switching state S5 and a sixth switching state S6.In the fifth switching state S5, the second pump 66 and the heat exchanger 28 are fluidically interconnected in the second temperature control circuit 22 by means of the valve element 70 such that the delivery of the second temperature control fluid by the second pump 66, through the second pump 66 and in the second pump flow direction (arrow 68), results in a flow of the second temperature control fluid through the heat exchanger 28 in a third heat exchanger flow direction. The third heat exchanger flow direction is illustrated by an arrow 71 and is opposite to the first heat exchanger flow direction (arrow 35).

[0054] In the sixth switching state S6, the second pump 66 and the heat exchanger 28 are fluidically interconnected in the second temperature control circuit 22 by means of the valve element 70 such that the second temperature control fluid is pumped by the second pump 66 through the second pump flow direction (arrow 68) and flows through the second pump flow direction. This results in a fourth heat exchanger flow direction of the second temperature control fluid flowing through the heat exchanger 28 in the opposite direction to the third heat exchanger flow direction (arrow 71). The fourth heat exchanger flow direction is illustrated by arrow 72 and is opposite to the second heat exchanger flow direction (arrow 38). Thus, the heat exchanger 28 can be operated as a counterflow heat exchanger in both the first switching state S1 and the second switching state S2.

[0055] In the second temperature control circuit 22, a fourth heat exchanger 74 is arranged, which is designed as an ambient air heat exchanger. The air 62 can, for example, be the airflow resulting from the forward movement of the vehicle and flowing around the heat exchanger 60, particularly without the fan 64 being operated. It is evident that the ambient air heat exchanger is open to airflow 62. Furthermore, the ambient air heat exchanger can be cooled by the second temperature control medium, so that, for example, heat can be exchanged between the second temperature control medium and the air 62 via the ambient air heat exchanger 74. In particular, the second temperature control medium can be cooled by the air 62 via the ambient air heat exchanger, as heat is transferred from the second temperature control medium to the air 62 via the ambient air heat exchanger.

[0056] It is also evident that a power electronics unit 76 is arranged in the temperature control circuit 22, via which, for example, the electric machine 12 can be supplied with electrical energy stored in the energy storage device 24. The second temperature control medium allows the electrical energy storage device 24 and the power electronics unit 76 to be temperature controlled, i.e., cooled and / or heated.

[0057] A valve element 78 is arranged in the temperature control circuit 22, which can be switched between a seventh switching state S7 and an eighth switching state S8. In the seventh switching state S7, the second temperature control fluid coming from the heat exchanger 58 is routed via the valve element 78 past the energy storage device 24, which is thus bypassed by the second temperature control fluid coming from the heat exchanger 58. The second temperature control fluid coming from the second pump 66 and bypassing the power electronics 76, the heat exchanger 28, and the heat exchanger 58 is routed via the valve element 78 to the energy storage device 24 in switching state S7. In the eighth switching state S8, the temperature control fluid coming from the heat exchanger 58 is routed to the energy storage device 24 by means of the valve element 78.

[0058] The aforementioned interior of the motor vehicle is in Fig. 1 is shown particularly schematically and labelled 80.

[0059] Fig. Figure 2 shows a schematic representation of a second embodiment of the electric drive device 10. In the second embodiment, a valve element 82, in particular with an adjustable flow cross-section, is arranged in the second machine branch Z2 upstream of the rotor 16 and downstream of the connection A5.

[0060] Fig.Figure 3 shows a diagram illustrating a method for operating the electric drive unit 10. Block B1 determines whether or not to request a heat pump mode for the drive unit 10, i.e., whether or not to operate the drive unit 10 in heat pump mode. In heat pump mode, the refrigerant circuit 26 operates in heat pump mode. If a determined, in particular measured, actual temperature in the interior 80 is lower than a target temperature set, for example, by a person, and if, for example, a person has activated the vehicle's air conditioning system, Block B1 determines that the drive unit 10 will operate in heat pump mode.Block B2 determines whether or not to request a battery heating mode for the drive unit 10, also known as battery auxiliary heating mode. This determines whether the drive unit 10 should operate in battery heating mode, particularly to achieve highly efficient operation. For example, if the current actual temperature of the energy storage device 24 is lower than a corresponding target temperature, two functions are activated. The first function calculates the potential efficiency loss from heating the energy storage device 24.Since the electric machine 12 operates in a power-wasting mode during battery heating, where it is operated at a lower efficiency than possible to deliberately generate waste heat, causing the stator 14 to become particularly hot, the drive unit 10 suffers an efficiency disadvantage. A second function calculates a potential efficiency gain that can be realized by heating the energy storage device 24. If the potential efficiency loss is less than the potential efficiency gain, block B2 decides whether the drive unit 10 should operate in battery heating mode. A third function, B3, decides whether the battery heating mode should be requested predictively or not, for example, to advantageously minimize the charging time for the energy storage device 24 during fast charging.For example, a vehicle's navigation system predicts whether a fast-charging session for the energy storage system (24V) is imminent, such as at a motorway service area, depending on whether the vehicle's user has selected a charging station. Information about the maximum charging capacity of the charging station is also available, as it is stored in the navigation data. Based on a characteristic curve, which also depends on the ambient temperature and, in particular, the current state of charge of the energy storage system (24V), a target value for optimizing the charging time during fast charging is determined and provided.If this setpoint temperature, for example, is greater than the actual or current temperature of the energy storage device 24, then, for example, in block B3, a decision is made to activate the battery heating mode, and thus the drive unit 10 is operated in battery heating mode.

[0061] Furthermore, the drive unit 10 can, for example, be operated in a different operating mode than the battery heating mode and the heat pump mode, which is also referred to as the efficiency mode. The battery heating mode, the heat pump mode, and the efficiency mode are collectively referred to as modes. In block B4, one of the modes is selected depending on predefined or specified requirements. If only the battery heating mode is requested with regard to the modes, the battery heating mode is activated, and the drive unit 10 is then operated in the battery heating mode. If only the heat pump mode is requested with regard to the modes, the heat pump mode is activated, and the drive unit 10 is then operated in the heat pump mode.If both the heat pump mode and the battery heating mode are requested, the battery heating mode is activated; consequently, the drive unit 10 is then operated in battery heating mode.

[0062] If neither the heat pump mode nor the battery heating mode is requested with regard to the modes, the efficiency mode is activated, and the drive unit 10 is then operated in the efficiency mode. Reference symbol list 10 electric drive unit 12 electric machine 14 Stator 16 Rotor Part 18 20 first temperature control circuit 22 second temperature control circuit 24 energy storage devices 26 Refrigerant circuit 28 first heat exchanger 30 first pump 32 Arrow 34 Valve assembly 35 Arrow 36 Arrow 38 Arrow 40 Arrow 42 Swamp 44 cases 45 filters 46 Pressure relief valve 48 Check valve 50 Return branch 52 Gear branch 54 Gearbox unit 56 Valve element 58 second heat exchanger 60 third heat exchanger 62 air 64 fans 66 second pump 68 Arrow 70 Valve element 71 Arrow 72 Arrow 74 heat exchangers 76 Power Electronics 78 Valve element 80 Interior 82 Valve element A1 first connection A2 second connection A3 third exit A4 fourth connection A5 fifth exit A6 sixth exit B1 first block B2 second block B3 third block B4 fourth block S1 first switching state S2 second switching state S3 third switching state S4 fourth switching state S5 fifth switching state S6 sixth switching state S7 seventh switching state S8 eighth switching state

Claims

[1] Electric drive device (10) for a motor vehicle, comprising at least one electric machine (12) by means of which the motor vehicle can be driven, comprising a first temperature control circuit (20) through which a first temperature control medium flows, in which at least one part (18) of the electric machine (12) comprising a rotor (16) and / or a stator (14) of the electric machine (12) is arranged, the part (18) of which is to be temperature controlled by means of the first temperature control medium, comprising a second temperature control circuit (22) through which a second temperature control medium flows, and comprising a heat exchanger (28) arranged in both the first temperature control circuit (20) and the second temperature control circuit (22), through which heat can be exchanged between the temperature control media, where in the first temperature control circuit (20): - a pump (30) is arranged by means of which the first temperature control medium can be conveyed through the pump (30) in a pump flow direction (32) and thereby through the first temperature control circuit (20); and - a valve assembly (34) is arranged which is switchable between: in a first switching state (S1) in which the pump (30), the heat exchanger (28) and the part (18) of the electric machine (12) are interconnected in the first temperature control circuit (20) by means of the valve assembly (34) such that, with respect to the pump flow direction (32), the heat exchanger (28) is arranged downstream of the pump (30) and the part (18) is arranged downstream of the heat exchanger (28), and a delivery of the first temperature control medium by means of the pump (30), through the pump (30) and in the pump flow direction (32), results in a flow of the first temperature control medium through the heat exchanger (28) in a first heat exchanger flow direction (35) and a flow of the first temperature control medium through the part (18) in a first partial flow direction (36); and in a second switching state (S2), in which the pump (30), the heat exchanger (28) and the part (18) of the electric machine (12) are interconnected in the first temperature control circuit (20) by means of the valve assembly (34) such that, with respect to the pump flow direction (32), the part (18) is arranged downstream of the pump (30) and the heat exchanger (28) is arranged downstream of the part (18), and a flow of the first temperature control medium is produced by the pump (30), passing through the pump (30) and in the pump flow direction (32), resulting in a second partial flow direction (40) of the first temperature control medium passing through the part (18) in a direction opposite to the first partial flow direction (36), and a second heat exchanger flow direction (38) of the first temperature control medium passing through the heat exchanger (28) in a direction opposite to the first heat exchanger flow direction (35). temperature control agent result, and In the second temperature control circuit (22) a second pump (66) is arranged, by means of which the second temperature control medium can be conveyed through the second pump (66) in a second pump flow direction (68) and thus through the second temperature control circuit (22), and a valve element (70) is arranged, which is switchable between: - a third switching state (S5) in which the second pump (66) and the heat exchanger (28) are interconnected in the second temperature control circuit (22) by means of the valve element (70) in such a way that a delivery of the second temperature control fluid by means of the second pump (66), through the second pump (66) and in the second pump flow direction (68), results in a flow of the second temperature control fluid through the heat exchanger (28) in a third heat exchanger flow direction (71); and - a fourth switching state (S6) in which the second pump (66) and the heat exchanger (28) are interconnected in the second temperature control circuit (22) by means of the valve element (70) in such a way that a delivery of the second temperature control medium by means of the second pump (66), through the second pump (66) and in the second pump flow direction (68), results in a fourth heat exchanger flow direction (72) of the second temperature control medium through the heat exchanger (28) in a direction opposite to the third heat exchanger flow direction (71). [2] Electric drive device (10) according to claim 1, characterized by , that: - the pump (30) has a first connection (A1) through which the pump (30) can be supplied with the first temperature control medium, and a second connection (A2) through which the first temperature control medium can be discharged from the pump (30); - the heat exchanger (28) has a third connection (A3) and a fourth connection (A4); - the part (18) has a fifth connection (A5) and a sixth connection (A6); - in the first switching state (S1) the connections (A1-6) are interconnected in the first temperature control circuit (20) by means of the valve assembly (34) such that, with respect to the pump flow direction (32), the second connection (A2) is downstream of the first connection (A1), the third connection (A3) is downstream of the second connection (A2), the fourth connection (A4) is downstream of the third connection (A3), the fifth connection (A5) is downstream of the fourth connection (A4), and the sixth connection (A6) is downstream of the fifth connection (A5), whereby the heat exchanger (28) can be supplied via the third connection (A3) with the first temperature control medium supplied by the pump (30) via the second connection (A2), and the part (18) can be supplied via the fifth connection (A5) with the first temperature control medium supplied by the heat exchanger (28) via the fourth connection (A4); and - in the second switching state (S2) the connections (A1-6) are interconnected in the first temperature control circuit (20) by means of the valve assembly (34) such that, with respect to the pump flow direction (32), the second connection (A2) is downstream of the first connection (A1), the sixth connection (A6) is downstream of the second connection (A2), the fifth connection (A5) is downstream of the sixth connection (A6), the fourth connection (A4) is downstream of the fifth connection (A5) and the third connection (A3) is downstream of the fourth connection (A4), whereby the part (18) can be supplied via the sixth connection (A6) with the first temperature control medium supplied by the pump (30) via the second connection (A2) and the heat exchanger (28) can be supplied via the fourth connection (A4) with the first temperature control medium supplied by the part (18) via the fifth connection (A5). [3] Electric drive device (10) according to claim 2, characterized by, that the first temperature control circuit (20) is designed as a closed circuit at least with respect to the first switching state (S1) at least from the second terminal (A2) to the fifth terminal (A5). [4] Electric drive device (10) according to claim 2 or 3, characterized by , that - the electric drive device (10) has a sump (42) in which the first temperature control medium can be received; - the first temperature control circuit (20) with respect to the first partial flow direction (36) downstream of the sixth outlet (A6) or at the sixth outlet (A6) branches into a return branch (50) and a transmission branch (52); - in the transmission branch (52) a transmission device (54) is arranged outside the return branch (50), through which the first temperature control medium flowing through the transmission branch (52) can be guided into the sump (42); and - via the return branch (50) the first temperature control fluid flowing through the return branch (50) can be guided into the sump (42) bypassing the gear unit (54). [5] Electric drive device (10) according to any one of the preceding claims, characterized by , that the part (18) has both the stator (14) and the rotor (16), wherein the stator (14) is arranged in a first machine branch (Z1) of the first temperature control circuit (20) and the rotor (16) is arranged in a second machine branch (Z2) of the first temperature control circuit (20) connected in parallel to the first machine branch (Z1). [6] Electric drive device (10) according to any one of the preceding claims, characterized by : - a refrigerant circuit (26) through which a refrigerant flows; and - a second heat exchanger (58) arranged both in the refrigerant circuit (26) and in the second temperature control circuit (22) and outside the first temperature control circuit (20) and which can be operated at least as an evaporator for evaporating the refrigerant, through which heat can be exchanged between the refrigerant and the second temperature control medium. [7] Method for operating an electric drive device (10) according to any of the preceding claims. [8] Method according to claim 7, characterized by , that: - the electric drive unit (10) is operated in an efficiency mode in which the valve unit (34) is in the first switching state (S1); - the electric drive unit (10) is operated in a heat pump mode when a determined actual temperature in an interior (80) of the motor vehicle is lower than a predefinable target temperature, wherein in the heat pump mode the valve unit (34) is in the second switching state (S2); and - the electric drive unit (10) is operated in a battery heating mode when a determined actual temperature of an electric energy storage device (24) of the motor vehicle is lower than a target temperature, wherein in the battery heating mode the valve unit (34) is in the second switching state (S2) [9] Method according to claim 8, characterized by, that the electric machine (12) is operated in the battery heating mode in a power waste mode in which the electric machine (12) is deliberately operated with a second efficiency of the electric machine (12) that is lower than a possible first efficiency, thereby deliberately generating waste heat, by means of which the first temperature control medium is heated.

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