A system for conditioning the air in a passenger compartment and for heat transfer through components of a motor vehicle's transmission system, and a method for operating the system.

Abstract

The present invention relates to systems (1a, 1b, 1c) for air conditioning in a passenger compartment and for heat transfer through components of a drivetrain (specifically, an electric drivetrain of a motor vehicle). The system (1a, 1b, 1c) illustrates a coolant circuit (3) and a refrigerant circuit (2a, 2b, 2c). The coolant circuit (3) has two refrigerant-coolant heat exchangers (10, 12) and a coolant-air heat exchanger (50) for heat transfer to ambient air. The refrigerant circuit (2a, 2b, 2c) has: a first refrigerant-air heat exchanger (5) for heating the supply air to the passenger compartment; a second refrigerant-air heat exchanger (6) for heat transfer through ambient air, having an upstream first expansion element (7); a first flow path (16) having a third refrigerant-air heat exchanger (8) for regulating the supply air to the passenger compartment and an upstream second expansion element (9); and a second flow path (17) having a first refrigerant-coolant heat exchanger (10) and an upstream third expansion element (11). Furthermore, the refrigerant circuits (2a, 2b, 2c) are manufactured to have a third flow path (18) having a second refrigerant-coolant heat exchanger (12) and an upstream fourth expansion element (13), wherein the third flow path (18) is arranged downstream of the first flow path (16) and the second flow path (17) in the direction of refrigerant flow. Furthermore, the present invention relates to a method for operating systems (1a, 1b, 1c).

Description

Technical Field

[0001] This invention relates to a system for air conditioning the air in a passenger compartment and for heat transfer through components of a drivetrain, specifically an electric drivetrain of a motor vehicle. The system illustrates a coolant circuit and a refrigerant circuit, the coolant circuit having a refrigerant-coolant heat exchanger and a coolant-air heat exchanger for heat transfer to ambient air. The refrigerant circuit is manufactured to include a refrigerant-air heat exchanger for heating the supply air to the passenger compartment and for heat transfer through ambient air, as well as an expansion element, wherein the refrigerant circuit exhibits different flow paths. Furthermore, this invention relates to a method of operating the system. Background Technology

[0002] Motor vehicles with different drive concepts are known from the prior art. These concepts are based on drive via an internal combustion engine, an electric motor, or a combination of both. Thus, motor vehicles with a combination of internal combustion engine drive and electric motor drive exhibit hybrid drive, allowing the vehicle to be driven by either an electric motor or an internal combustion engine, or both. Motor vehicles with hybrid drive (whose batteries can be charged via the internal combustion engine and on a power supply line, and are designated as plug-in hybrid electric vehicles or simply PHEVs) are primarily manufactured with batteries of higher capacity compared to those of motor vehicles whose batteries can only be charged via the internal combustion engine.

[0003] On the one hand, conventional motor vehicles with electric or hybrid drives generally exhibit higher cooling requirements compared to those equipped with drives powered solely by internal combustion engines, due to the fact that they are manufactured with additional components such as high-voltage batteries, internal charging units, transformers, inverters, and electric motors. In addition to the refrigerant circuit of the air conditioning system, hybrid electric vehicles (HEVs) are manufactured with a coolant circuit in which coolant circulating to dissipate heat emitted by the drive components is guided through an air-cooled heat exchanger.

[0004] Specifically, to maintain the permissible temperature limits of high-voltage batteries, a coolant circuit with an additional refrigerant-coolant heat exchanger for thermal coupling with the refrigerant circuit of an air conditioning system is designed for battery cooling, or a heat exchanger directly cooled by the coolant is manufactured as a battery cooler. A coolant-coolant heat exchanger operating for battery cooling, which also functions as a refrigerant evaporator, is also called a cooler.

[0005] As is known, systems for heat distribution in PHEVs therefore exhibit at least one refrigerant circuit and one coolant circuit.

[0006] On the other hand, as is known, electric vehicles and vehicles with hybrid drive, as well as fuel cell vehicles and vehicles driven by efficient internal combustion engines, do not generate enough waste heat to heat the passenger compartment in accordance with thermal comfort requirements at lower ambient temperatures.

[0007] Electric heaters, such as those used to heat supply air flowing into the passenger compartment, manufactured as PTC heaters, represent a cost-effective and space-saving first-line solution. However, systems equipped with PTC heaters exhibit high energy consumption at low exhaust temperatures used to heat the supply air to the passenger compartment. Furthermore, the viable range of battery electric vehicles (BEVs) is reduced due to electric auxiliary heaters that cannot operate in an energy-efficient manner.

[0008] The second energy-saving solution is an air conditioning system with a heat pump function, which uses various heat sources and radiators, but requires significantly more installation space compared to the first solution with an electric heater. Summary of the Invention

[0009] Technical issues

[0010] As is known from existing technology, the formation of an air conditioning system with heat pump function for heat distribution inside a battery electric vehicle (BEV) is highly complex and requires multiple components on the refrigerant side, coolant side, and air side, which results in high system costs.

[0011] The objective of this invention is to provide a system for air conditioning the air in a passenger compartment and for heat transfer through the drive components of a motor vehicle, specifically a motor vehicle having pure electric drive or a combination of electric motor and internal combustion engine drive. In addition to comfortably heating the supplied air in the passenger compartment, the system must also be able to regulate the components of the drivetrain, specifically by using different radiators and heat sources to maintain the temperature of the electrically driven high-voltage battery. The system will be designed to exhibit high flexibility and functionality, specifically operation in a wide range of different operating modes, while maintaining low complexity and maximum operational efficiency at all times. Manufacturing, maintenance, and operating costs, as well as the installation space required by the system, should be minimized.

[0012] The objective of this invention is achieved by means of an object having the features of the independent patent claims. Other embodiments are specified in the dependent patent claims.

[0013] Solution to the problem

[0014] This task is accomplished by a system according to the invention for air conditioning of the air in the passenger compartment and for heat transfer via components of the drivetrain, specifically the electric drivetrain of a motor vehicle, and also by connecting different heat sources and radiators, also known as a heat flow management system.

[0015] For example, electric motors, internal charging units, transformers, or inverters are considered components of the electric drive system of motor vehicles. Batteries, specifically high-voltage batteries, can also be considered components of the electric drive system.

[0016] The system demonstrates a refrigerant circuit and at least one coolant circuit. The coolant circuit is manufactured to have a first refrigerant-coolant heat exchanger, a second refrigerant-coolant heat exchanger, and a coolant-air heat exchanger for heat transfer to ambient air.

[0017] The refrigerant circuit illustrates a compressor, a first refrigerant-air heat exchanger for heating the supply air to the passenger compartment, a second refrigerant-air heat exchanger for heat transfer through ambient air, and an upstream expansion element. Furthermore, the refrigerant circuit is configured with a first flow path and a second flow path, wherein a third refrigerant-air heat exchanger with an upstream second expansion element for regulating the supply air to the passenger compartment is arranged in the first flow path, and a first refrigerant-coolant heat exchanger for heat transfer between the coolant used to maintain the temperature of at least one first drive component of the motor vehicle, such as a battery, and the refrigerant with the upstream third expansion element is arranged in the second flow path. The first and second flow paths are configured such that each extends from a branch point to a merging point and can be supplied with refrigerant independently and simultaneously.

[0018] According to the concept of the present invention, the refrigerant circuit shows a third flow path and an upstream fourth expansion element. The third flow path has a second refrigerant-coolant heat exchanger for cooling components of the drive system, such as an internal charging unit, transformer, or inverter. The third flow path is arranged downstream of the first and second flow paths in the direction of refrigerant flow, specifically at the merging point of the first and second flow paths.

[0019] When a fourth expansion element is formed within the third flow path, the third refrigerant-air heat exchanger for regulating the supply air to the passenger compartment within the first flow path and the first refrigerant-coolant heat exchanger within the second flow path can be operated as an evaporator and a refrigerant condenser / gas cooler. The expansion elements are preferably manufactured as expansion valves.

[0020] If the refrigerant liquefaction occurs under subcritical operation, such as using refrigerant R134a or carbon dioxide under certain environmental conditions, the heat exchanger is called a condenser. Part of the heat transfer occurs at a constant temperature. In supercritical operation, or when the heat output in the heat exchanger is supercritical, the refrigerant temperature continuously decreases. In this case, the heat exchanger is also called a gas cooler. Supercritical operation may occur under certain environmental conditions or operating modes of the refrigerant circuit, for example, when carbon dioxide is used as the refrigerant.

[0021] According to a preferred embodiment of the invention, the refrigerant loop in the second flow path is configured to have a first bypass flow path around the first refrigerant-coolant heat exchanger and the third expansion element, specifically to reduce refrigerant pressure loss when the system operates in a mode in which no heat is to be transferred in the first refrigerant-coolant heat exchanger. The first bypass flow path around the first refrigerant-coolant heat exchanger and the third expansion element preferably includes a shut-off valve.

[0022] According to another embodiment of the invention, a fourth flow path is reserved in the refrigerant circuit, wherein the third and fourth flow paths can be supplied with refrigerant independently and simultaneously, and are configured such that each of them extends from a branch point to a merging point.

[0023] The branch points of the third and fourth flow paths can be manufactured together with the merging points of the first and second flow paths, meaning as a component, especially as a branch point with four connecting parts.

[0024] The fourth flow path is preferably along the flow direction of the refrigerant and is manufactured to have a shut-off valve and an accumulator.

[0025] According to another advantageous embodiment of the invention, the refrigerant circuit illustrates a second bypass flow path around a first expansion element and a second refrigerant-air heat exchanger for heat transfer via ambient air. The second bypass flow path extends from a branch point to a merging point, wherein the branch point is arranged between the first refrigerant-air heat exchanger for heating the supply air to the passenger compartment and a first expansion element arranged upstream of the second refrigerant-air heat exchanger for heat transfer via ambient air, and the merging point is arranged between the second refrigerant-air heat exchanger for heat transfer via ambient air and the first branch point.

[0026] A shut-off valve is preferably shown in the second bypass flow path surrounding the first expansion element and the second refrigerant-air heat exchanger for heat transfer through ambient air.

[0027] A particular advantage of the present invention is that the refrigerant circuit exhibits an internal heat exchanger, which is arranged on one hand between a second refrigerant-air heat exchanger for heat transfer through ambient air and the branch point of the first and second flow paths, and on the other hand specifically arranged downstream of the accumulator along the refrigerant flow direction in a fourth flow path.

[0028] Internal heat exchangers are typically used for heat transfer between high-pressure and low-pressure refrigerants, where, on the one hand, the liquid refrigerant is further cooled after condensation or liquefaction, and on the other hand, the intake gas upstream of the compressor is superheated.

[0029] According to another embodiment of the invention, the refrigerant circuit illustrates a third bypass flow path around a first refrigerant-air heat exchanger for heating the supply air to the passenger compartment. The third bypass flow path extends from a branch point disposed between the compressor and the first refrigerant-air heat exchanger to a merging point disposed between the first refrigerant-air heat exchanger and a first expansion element disposed upstream of a second refrigerant-air heat exchanger for heat transfer through ambient air. The branch point of the third bypass flow path is preferably constructed as a three-way valve.

[0030] According to another preferred embodiment of the invention, the coolant circuit exhibits two coolant partial circuits thermally coupled to the refrigerant circuit, wherein a first refrigerant-coolant heat exchanger is manufactured as a thermal connection between the refrigerant circuit and a first coolant partial circuit, and a second refrigerant-coolant heat exchanger is manufactured as a thermal connection between the refrigerant circuit and a second coolant partial circuit of the coolant circuit.

[0031] The first coolant partial circuit preferably shows a first feeding device and a first coolant-heat exchanger, while the second coolant partial circuit preferably shows a second feeding device and a second coolant-heat exchanger, wherein the first coolant-heat exchanger is preferably manufactured to maintain the temperature of a first component of the motor vehicle's transmission system, specifically a battery such as a high-voltage battery, while the second coolant-heat exchanger is preferably manufactured to cool components of the motor vehicle's transmission system, such as an electric motor, an internal charging unit, a transformer, or an inverter.

[0032] A particular advantage is that the first coolant partial circuit is embedded in the coolant circuit via a first branch point and a first merging point, while the second coolant partial circuit is preferably integrated into the coolant circuit via a second branch point and a second merging point. The branch point can be manufactured as a three-way valve.

[0033] Each coolant partial circuit is preferably connected at a first connection point to the coolant circuit at the merging point and at a second connection point to the coolant circuit at the branching point, such that both the first and second coolant-heat exchangers are connected to the coolant-air heat exchanger on their coolant sides. The coolant partial circuits can be operated together as a single coolant circuit, or operated independently and completely fluidly separated from each other, wherein each of the coolant partial circuits is allocated a closed portion of coolant.

[0034] The object of the present invention is also achieved by a first method according to the invention for operating the aforementioned system, the system for conditioning the air in the passenger compartment and for heat transfer via a drive component of a motor vehicle in a heating mode for heating the supply air to the passenger compartment. The method illustrates the following steps:

[0035] - Heat is transferred from the refrigerant circulating in the refrigerant loop at a high pressure level to the supply air in the passenger cabin as it flows through a first refrigerant-air heat exchanger that operates as a condenser / gas cooler, where the supply air is heated to a final temperature.

[0036] - The refrigerant is then guided through a first flow path, where it passes through a fully open second expansion element with almost no pressure loss, and in a third refrigerant-air heat exchanger operating as a condenser / gas cooler, it transfers heat to the supply air in the passenger compartment, where the supply air is preheated.

[0037] - The refrigerant is then guided through a third flow path, where it expands to a low pressure level as it flows through a fourth expansion element, and is evaporated and superheated in a second refrigerant-coolant heat exchanger, where it is cooled, as it absorbs heat from the coolant circulating in the second coolant section of the coolant circuit.

[0038] The supply air to the passenger compartment is preheated as it flows through a third refrigerant-air heat exchanger, and then heated to the required outlet temperature as it flows through a first refrigerant-air heat exchanger. Components of the vehicle's transmission system serve as heat sources.

[0039] The object of the present invention is also achieved by a second method according to the invention for operating the aforementioned system, the system for conditioning the air in the passenger compartment and for heat transfer via a drive component of a motor vehicle in a heating mode for heating the supply air to the passenger compartment. This method illustrates the following steps:

[0040] – Heat is transferred from the refrigerant circulating in the refrigerant loop at a high pressure level to the supply air in the passenger cabin as it flows through a first refrigerant-air heat exchanger that operates as a condenser / gas cooler, where the supply air is heated to a final temperature.

[0041] - The refrigerant expands to a medium or low pressure level as it flows through the first expansion element, and as it flows through a second refrigerant-air heat exchanger, which operates as an evaporator, heat is transferred from the ambient air to the refrigerant, wherein the amount of heat absorbed from the ambient air is regulated by the medium pressure level.

[0042] - The refrigerant is then guided through a third flow path, wherein the refrigerant expands from a medium-pressure level to a low-pressure level as it flows through a fourth expansion element, or the fourth expansion element is fully open, and the refrigerant is evaporated and superheated in a second refrigerant-coolant heat exchanger while absorbing heat from the coolant circulating in the second coolant section of the coolant circuit.

[0043] Components of the ambient air and the transmission system of motor vehicles are used as heat sources.

[0044] According to another embodiment of the invention, when the refrigerant expands to a low pressure level as it flows through the first expansion element, the refrigerant on the suction side of the refrigerant circuit is divided into a first partial mass flow through a third flow path and a second partial mass flow through a fourth flow path. The partial mass flows of refrigerant mix at a merging point and are then drawn into the compressor.

[0045] The object of the present invention is also achieved by a second method according to the invention for operating the aforementioned system, the system for air conditioning the air in the passenger compartment and for heat transfer through the drive components of the motor vehicle in a mode for heating a drive component, specifically a battery. This method illustrates the following steps:

[0046] – The refrigerant circulating in the refrigerant circuit at a high pressure level is guided through a second flow path, wherein the refrigerant passes through a fully open third expansion element, and heat is transferred to the coolant circulating in the first coolant section of the circuit in a first refrigerant-coolant heat exchanger operating as a condenser / gas cooler, wherein the coolant is heated, and the heated coolant is fed to the drive component to be heated, and

[0047] - The refrigerant is then guided through a third flow path, where it expands to a low pressure level as it flows through a fourth expansion element, and evaporates and superheats in a second refrigerant-coolant heat exchanger while absorbing heat from the coolant circulating in the second coolant section of the coolant circuit, where the coolant is cooled.

[0048] The cooled coolant is preferably fed to at least one component of the transmission system and used to cool that component.

[0049] Advantageous embodiments of the present invention enable the system to be used in motor vehicles with an electric motor drive or a hybrid drive consisting of an electric motor and an internal combustion engine.

[0050] In summary, specifically for purely electric or hybrid electric vehicles (HEVs) with internal combustion engines, the system with integrated heat pump functionality according to the present invention exhibits various advantages:

[0051] It regulates and maintains the temperature of the passenger cabin air by cooling, dehumidifying, and heating, specifically by cooling or heating the battery and cooling the drivetrain components, meeting all the requirements for thermal management of electric vehicles over a very wide range of ambient temperatures.

[0052] - High degree of waste heat recovery, wherein energy-efficient heating of the passenger cabin supply air is achieved by utilizing waste heat in the refrigerant circuit and recovering heat from components of the electric drive system, and

[0053] -Maximum operating efficiency, high degree of waste heat utilization, and high flexibility and functionality;

[0054] - Compact design and low complexity on both the refrigerant and air sides;

[0055] -Low costs during manufacturing, maintenance and operation.

[0056] This system, specifically, has a refrigerant circuit that is independent of the refrigerant, and is therefore designed to work with R134a, R744, R1234yf, R290 or other refrigerants. Attached Figure Description

[0057] Further details, features, and advantages of embodiments of the present invention are derived from the following description of examples of embodiments with reference to the accompanying drawings. The drawings illustrate the following:

[0058] Figure 1 A first system having a refrigerant circuit and a coolant circuit having two coolant partial circuits thermally coupled to the refrigerant circuit, the system being used for air conditioning of the passenger compartment and for heat transfer through the drive components of a motor vehicle.

[0059] Figure 2 A similar Figure 1 The system shown has a second system with an internal circulating heat exchanger for air conditioning of the passenger compartment and for heat transfer through the drive components of the motor vehicle.

[0060] Figure 3 A similar Figure 2 The system shown has a third system with an additional bypass flow path around the first refrigerant-air heat exchanger for air conditioning of the passenger compartment and for heat transfer through the drive components of the motor vehicle.

[0061] Figure 4a During operation of the refrigerant circuit in refrigeration system mode, and during operation of the coolant circuit having passive cooling of components of the drive system, specifically the electric drive system, according to Figure 2 The second system;

[0062] Figure 4b During operation of a refrigerant circuit that actively cools the battery, and during operation of a refrigerant circuit that passively cools components of the drivetrain, specifically an electric drivetrain, according to Figure 2 The second system;

[0063] Figure 4c During operation of the refrigerant circuit in a refrigerant system mode with active cooling of the battery, and during operation of a refrigerant circuit with passive cooling of components of the drivetrain, specifically the electric drivetrain, according to Figure 2 The second system;

[0064] Figure 5a During operation of the coolant circuit with passive cooling for the battery, and during operation of the drivetrain, specifically the components of the electric drivetrain, according to Figure 2 The second system;

[0065] Figure 5b During operation of the refrigerant circuit in reheat mode, and during operation of the coolant circuit having passive cooling of components for the battery and drivetrain, specifically the electric drivetrain, according to Figure 2 The second system;

[0066] Figure 5c During operation in reheat mode, the refrigerant circuit actively cools the battery and drivetrain components, specifically the electric drivetrain, according to... Figure 2 The second system;

[0067] Figure 6a During operation of the refrigerant circuit in a heating mode where ambient air is used as the heat source for the refrigerant, according to... Figure 2 The second system;

[0068] Figure 6b During operation of the refrigerant circuit in a heating mode that includes active cooling of components of the drivetrain, specifically the electric drivetrain, and thus serves as a heat source for the refrigerant, according to... Figure 2The second system;

[0069] Figure 6c During operation of the refrigerant circuit in a heating mode that uses ambient air as a heat source for the refrigerant and actively cools components of the drive system, specifically the electric drive system, and thus serves as a heat source for the refrigerant, according to... Figure 2 The second system;

[0070] Figure 6d : In operation according to Figure 6c During the refrigerant circuit that is divided into refrigerant mass flows on the low-pressure side, according to Figure 2 The second system, and

[0071] Figure 7 During operation of a refrigerant circuit that includes heating of the battery and active cooling of components of the drivetrain, specifically the electric drivetrain, and thus serves as a heat source for the refrigerant, according to Figure 2 The second system. Detailed Implementation

[0072] Figure 1 A first system 1a is shown, having a refrigerant circuit 2a and two coolant partial circuits 3-1, 3-2 thermally coupled to the refrigerant circuit 2a. This system is used for air conditioning of the passenger compartment and for heat transfer through the drive components of a motor vehicle.

[0073] The refrigerant circuit 2a shows a compressor 4 for drawing in and compressing refrigerant along the refrigerant flow direction, a first refrigerant-air heat exchanger 5 that operates as a condenser / gas cooler and is used to heat the supply air to the passenger compartment, and a second refrigerant-air heat exchanger 6 that has an upstream first expansion element 7, specifically an expansion valve, for heat transfer through the ambient air.

[0074] Furthermore, the refrigerant circuit 2a is manufactured to have: a third refrigerant-air heat exchanger 8 arranged together in a first flow path 16 for heat transfer through the supply air of the passenger compartment and an upstream second expansion element 9; a first refrigerant-coolant heat exchanger 10 arranged together in a second flow path 17 for maintaining the correct temperature of the battery and an upstream third expansion element 11; and a second refrigerant-coolant heat exchanger 12 arranged together in a third flow path 18 for cooling the components of the drivetrain, specifically the electric drivetrain and an upstream fourth expansion element 13.

[0075] The first flow path 16 and the second flow path 17 each extend from a first branch point 14 to a first merging point 15, and the refrigerant can flow through the first flow path 16 and the second flow path 17 simultaneously, individually or jointly, as needed.

[0076] After exiting the second refrigerant-air heat exchanger 6 for heat transfer through ambient air, the refrigerant mass flow can be divided into two partial mass flows at the first branch point 14. The percentage of each partial mass flow can range from 0% to 100%, depending on the requirements.

[0077] A fourth flow path 19 extends from a second branch point 20 preferably arranged in a first flow path 16 to a second merging point 21, wherein the second branch point 20 may also be configured together with a first merging point 15 of the first flow path 16 and the second flow path 17.

[0078] Because the third flow path 18, having the second refrigerant-coolant heat exchanger 12 and the upstream expansion element 13, extends from the second branch point 20 to the second merging point 21, the refrigerant mass flow can be sequentially divided into two partial mass flows at the second branch point 20. The percentage of each partial mass flow can range from 0% to 100%, depending on the requirements.

[0079] With the formation of an additional second refrigerant-coolant heat exchanger 12, high heat absorption power of the refrigerant circuit 2a is achieved.

[0080] Refrigerant is drawn into compressor 4 at the second junction point 21. Refrigerant circuit 2a is closed.

[0081] Furthermore, the second flow path 17 exhibits a third branch point 22 and a third merging point 23, wherein a first bypass flow path 24 extends between the third branch point 22 and the third merging point 23 around the first refrigerant-coolant heat exchanger 10 having an upstream third expansion element 11. Thus, the third branch point 22 is configured between the first branch point 14 and the third expansion element 11, while the third merging point 23 is respectively arranged between the first refrigerant-coolant heat exchanger 10 and the first merging point 15 and the second branch point 20. The first bypass flow path 24 is configured to have a first shut-off valve 25.

[0082] By using a first bypass flow path 24 arranged around the first refrigerant-coolant heat exchanger 10, the refrigerant-side pressure loss on the low-pressure side of the refrigerant circuit 2a can be minimized.

[0083] Furthermore, refrigerant circuit 2a exhibits a fourth branch point 26 and a fourth merging point 27, between which a second bypass flow path 28 extends around a second refrigerant-air heat exchanger 6 having an upstream first expansion element 7 for heat transfer through ambient air. Thus, the fourth branch point 26 is created between the first refrigerant-air heat exchanger 5 for heating the supply air to the passenger compartment and the first expansion element 7, while the fourth merging point 27 is arranged between the second refrigerant-air heat exchanger 6 and the first branch point 14. The second bypass flow path 28 is configured to have a second shut-off valve 29.

[0084] To prevent the refrigerant mass flow guided through the second bypass flow path 28 from flowing back into the second refrigerant-air heat exchanger 6, a first check valve 30 is provided between the fourth merging point 27 and the second refrigerant-air heat exchanger 6.

[0085] Similarly, in order to prevent the refrigerant mass flow guided through the second flow path 17 from flowing back to the third refrigerant-air heat exchanger 8 arranged in the first flow path 16, a second check device 31, specifically a check valve, is arranged between the second branch point 20 and the third refrigerant-air heat exchanger 8.

[0086] The fourth flow path 19 shows an accumulator 32 and a third shut-off valve 33.

[0087] A third flow path 18, which has a second refrigerant-coolant heat exchanger 12 and extends from a second branch point 20 to a second merging point 21, and a fourth flow path 19, which has an accumulator 32, can be supplied with refrigerant simultaneously.

[0088] System 1a is configured such that the third refrigerant-air heat exchanger 8 and the first refrigerant-coolant heat exchanger 10 (also referred to as a cooler, specifically a battery cooler) can be operated as evaporators on the low-pressure side of refrigerant circuit 2a and as condensers / gas coolers on the high-pressure side of refrigerant circuit 2a, depending on the needs or operating mode. This allows the third refrigerant-air heat exchanger 8 to be operated as an air-cooled condenser / gas cooler for heating the supply air to the passenger compartment, and the first refrigerant-coolant heat exchanger 10 to be operated as a coolant-cooled condenser / gas cooler for heating the battery. Compared to conventional systems, the alternating operation of the heat exchangers 8 and 10 on the high-pressure and low-pressure sides of refrigerant circuit 2a maximizes the operational flexibility of system 1a and generates a wide range of operating modes.

[0089] The expansion elements 7, 9, 11, and 13, preferably configured as expansion valves, are manufactured such that they can be completely closed as needed, allowing stepless switching between operating modes, specifically between heating and refrigeration modes, without shutting down the compressor 4. Forming the refrigerant circuit 2a by reversing the flow direction of the refrigerant through the second refrigerant-air heat exchanger 6 is unnecessary, which specifically leads to simplified oil management, as oil traps and refrigerant traps are avoided in the refrigerant circuit 2a.

[0090] The first refrigerant-coolant heat exchanger 10 is thermally connected to the first coolant section circuit 3-1 of the coolant circuit 3. The first coolant section circuit 3-1 includes a first feeding device 40, specifically a pump or coolant pump, which feeds coolant through the first coolant section circuit 3-1, for example, to the first refrigerant-coolant heat exchanger 10 and a first coolant-heat exchanger 41. The first coolant-heat exchanger 41 is specifically designed to maintain the temperature of a battery, such as a high-voltage battery.

[0091] The first coolant circuit 3-1 is specifically used to cool the battery when the ambient air temperature is high, and to keep the battery temperature below the specified limit value.

[0092] The first coolant partial circuit 3-1 is integrated into the coolant circuit 3 via a first branch point 42 and a first merging point 43, wherein, on the one hand, a first feeder 40 and a first coolant-heat exchanger 41, and on the other hand, a first coolant-heat exchanger 10, are arranged between the first branch point 42 and the first merging point 43 of the coolant circuit 3. The first branch point 42 is manufactured to have a three-way valve.

[0093] The second refrigerant-coolant heat exchanger 12 is thermally connected to the second coolant section circuit 3-2 of the coolant circuit 3. The second coolant section circuit 3-2 includes a second feeding device 44, specifically a pump or coolant pump, which feeds coolant through the second coolant section circuit 3-2, for example, to the second refrigerant-coolant heat exchanger 12 and a second coolant-heat exchanger 45. The second coolant-heat exchanger 45 is manufactured specifically for cooling components of the powertrain of motor vehicles, specifically electric powertrain components such as electric motors, internal charging units, transformers, or inverters.

[0094] The second coolant partial circuit 3-2 is integrated into the coolant circuit 3 via a second branch point 46 and a second merging point 47, wherein, on the one hand, a second feed device 44 and a second coolant-heat exchanger 45, and on the other hand, a second refrigerant-coolant heat exchanger 12, are arranged between the second branch point 46 and the second merging point 47 of the coolant circuit 3. The second branch point 46 is manufactured to have a three-way valve.

[0095] The second coolant circuit 3-2 (also known as the chilled water circuit) can be used to recover waste heat from components of the drivetrain, specifically the electric drivetrain, where the heat is transferred as heat of vaporization to the refrigerant circulating in the refrigerant circuit 2a. This maximizes the efficiency of system 1a, in addition to the potential heating power.

[0096] Specifically for operation in heating mode, system 1a, which forms a second coolant partial loop 3-2, allows the accumulation of waste heat generated by the drive components, specifically the electric drive components, and allows the refrigerant in the second refrigerant-coolant heat exchanger 12 to be used as heat of vaporization. This waste heat recovery helps improve the overall energy efficiency and thermal efficiency of the vehicle. Heat that would otherwise have to be balanced as heat loss power is absorbed by system 1a as heat of vaporization, which maximizes the power and efficiency of system 1a when operating in heating mode.

[0097] In the undercritical mode of refrigerant circuit 2a using refrigerants R134a, R1234yf, or R290, for example, in heating or reheating mode, the efficiency and power of system 1a are improved, specifically with reference to the formation of a refrigerant circuit with an internal heat exchanger, as shown in the figure below.

[0098] On the one hand, the coolant circuits 3-1 and 3-2 of the coolant circuit 3 can operate independently of each other, wherein each of the coolant circuits 3-1 and 3-2 is allocated a portion of the coolant, and the coolant circulates within one of the coolant circuits 3-1 and 3-2 according to the operating mode. The coolant circuits 3-1 and 3-2 are completely separated from each other in terms of fluid.

[0099] On the other hand, the two coolant partial circuits 3-1 and 3-2 can be interconnected via a first connection 48 and a second connection 49, and are operated as a common coolant circuit 3. Coolant circuit 3 includes a coolant-air heat exchanger 50 for heat transfer through ambient air, wherein coolant fed through the first coolant-heat exchanger 41 and coolant fed through the second coolant-heat exchanger 45 can be directed to the coolant-air heat exchanger 50 to dissipate heat absorbed by the battery and / or drivetrain components into the ambient air. This operating mode is referred to as passive cooling of the battery via the first coolant-heat exchanger 41, or passive cooling of the drivetrain components via the second coolant-heat exchanger 45. In contrast to passive cooling, in the case of active cooling, heat absorbed by the battery is transferred to the refrigerant in the first coolant-coolant heat exchanger 10, or heat absorbed by the drivetrain components is transferred to the refrigerant in the second coolant-coolant heat exchanger 12.

[0100] The coolant circulating in the coolant circuit 3 can be divided at the first connection 48, which serves as a branch point, into a first partial mass flow that passes through the first coolant-heat exchanger 41 and a second partial mass flow that passes through the second coolant-heat exchanger 45. The partial mass flows are mixed again at the second connection 49, which serves as a merging point, and are guided to the coolant-air heat exchanger 50, wherein the percentage of the partial mass flow of coolant can range from 0% to 100% as needed.

[0101] To prevent unwanted backflow, specifically from the first coolant partial circuit 3-1 into other components of the coolant circuit 3, a check valve 51 is provided between the first junction point 43 and the first connection portion 48 of the first coolant partial circuit 3-1. The check valve 51 is preferably manufactured as a check valve.

[0102] Using the second refrigerant-coolant heat exchanger 12 significantly reduces the complexity and necessity of additional coolant valves in the coolant circuit 3, specifically by connecting all cooling components to a single heat exchanger.

[0103] The first refrigerant-air heat exchanger 5 for heating the supply air to the passenger compartment and the third refrigerant-air heat exchanger 8 are arranged together in the housing 60 of the air conditioning unit for regulating the supply air. The third refrigerant-air heat exchanger 8 of the refrigerant circuit 2a, which can be operated as an evaporator or condenser / gas cooler, is arranged in the flow direction 61 upstream of the supply air of the first refrigerant-air heat exchanger 5 for heating the supply air to the passenger compartment, such that, for example, the supply air to the passenger compartment is heated in the system 1a operating in heating mode, or the dehumidified and / or cooled air supply to the passenger compartment can be reheated in the system 1a operating in reheating mode when flowing through the third refrigerant-air heat exchanger 8, which is operated as an evaporator of refrigerant.

[0104] To enable heating of the supplied air, an additional heat exchanger 62 can be provided within the housing 60 of the air conditioning unit. The heat-to-heat exchanger 62, which can be operated as an option, can be manufactured as an electric PTC heater for heating the supply air flowing into the passenger compartment, specifically a high-voltage PTC heater, providing higher and more adaptive heating power and dynamics on the air side. The heat-to-heat exchanger 62 is arranged downstream of the first refrigerant-air heat exchanger 5 in the refrigerant circuit 2a, in the direction 61 of the supply air flow.

[0105] The supply air to the passenger compartment can be divided into partial mass flows by an airflow guiding device 63 arranged in the housing 60 and along the flow direction 61 of the supply air between the third refrigerant-air heat exchanger 8 and the first refrigerant-air heat exchanger 5 in the refrigerant circuit 2a. A first partial mass flow is directed to the first refrigerant-air heat exchanger 5 or the supplementary heat-to-heat heat exchanger 62, and a second partial mass flow in bypass is directed to surround the first refrigerant-air heat exchanger 5 or the supplementary heat-to-heat heat exchanger 62. The percentage of the partial mass flow can range from 0% to 100% as needed.

[0106] A coolant-air heat exchanger 50 of coolant circuit 3, which is manufactured to transfer heat through ambient air, and a second coolant-air heat exchanger 6 of refrigerant circuit 2a are arranged in a specified order within a housing 64 in the front region of the vehicle body along the direction of ambient air flow 65. Ambient air flows through the coolant-air heat exchanger 50 of coolant circuit 3, which serves as the first heat exchanger. Alternatively, ambient air can be supplied to the heat exchangers 6 and 50 simultaneously.

[0107] Figure 2Another system 1b is shown, having a refrigerant circuit 2b and two coolant partial circuits 3-1, 3-2 thermally coupled to the refrigerant circuit 2b. This system 1b is used for air conditioning of the passenger compartment and for heat transfer through the drive components of the motor vehicle. Figure 2 System 1b and Figure 1 The only difference in system 1a shown is the formation of an internal heat exchanger 34. The other components of systems 1a and 1b, specifically refrigerant circuits 2a and 2b and coolant circuit 3, are identical; therefore, in terms of their implementation and arrangement, refer to... Figure 1 The description of system 1a in the document.

[0108] On one hand, the internal heat exchanger 34 of the refrigerant circuit 2b is arranged between the second refrigerant-air heat exchanger 6 and the first branch point 14 of the first flow path 16 and the second flow path 17. The second refrigerant-air heat exchanger 6 is used for heat transfer through ambient air, specifically the ambient air downstream of the fourth merging point 27 along the refrigerant flow direction. This region of the refrigerant circuit 2b can be supplied with refrigerant at a high pressure level.

[0109] On the other hand, the internal heat exchanger 34 of the refrigerant circuit 2b is reserved in the fourth flow path 19, extending between the second branch point 20 or the first merging point 15 and the second merging point 21, and is arranged downstream of the accumulator 32 along the refrigerant flow direction. The refrigerant in this region of the refrigerant circuit 2b always exhibits a low pressure level and is drawn into the compressor 4.

[0110] Figure 3 An alternative system 1c is shown, having a refrigerant circuit 2c and two coolant partial circuits 3-1, 3-2 thermally coupled to the refrigerant circuit 2c. This system 1c is used for air conditioning of the passenger compartment and for heat transfer through the drive components of the motor vehicle. The alternative system 1c is... Figure 2 The only difference in system 1b shown is an additional third bypass flow path 35 surrounding the first refrigerant-air heat exchanger 5 used to heat the supply air for the passenger compartment. Since the other components of systems 1b and 1c, specifically refrigerant circuits 2b and 2c, are identical to the other components of coolant circuit 3, therefore, reference... Figure 2 The description of system 1b shown or Figure 1 The description shown is for system 1a.

[0111] The third bypass flow path 35 of the refrigerant circuit 2c extends from a fifth branch point 36 to a fifth merging point 37, wherein the fifth branch point 36 is arranged between the compressor 4 and the first refrigerant-air heat exchanger 5 and is preferably manufactured as a three-way valve. The fifth merging point 37 is reserved between the refrigerant-air heat exchanger 5 and the first expansion element 7, which is specifically arranged upstream of the second refrigerant-air heat exchanger 6 in the direction of refrigerant flow upstream of the fourth branch point 26 of the second bypass flow path 28.

[0112] To prevent the refrigerant mass flow from flowing back to the first refrigerant-air heat exchanger 5 through the third bypass flow path 35, a third check valve 38 is provided, specifically a check valve, between the first refrigerant-air heat exchanger 5 and the fifth junction point 37.

[0113] The following text illustrates the different operating modes. Figure 2 The system 1b shown specifically refers to the supply air to the passenger compartment in refrigeration, reheating, or heating modes, and a refrigerant circuit 2b that provides active or passive cooling to components of the battery and drivetrain, specifically the electric drivetrain. In this context, passive cooling is understood as cooling by circulating coolant in the coolant circuit 3, where the coolant delivers heat to the ambient air. In the case of active cooling, the heat transferred to the coolant is dissipated into the refrigerant circulating in the refrigerant circuit 2b.

[0114] The connecting pipes of refrigerant circuit 2b and coolant circuit 3 through which refrigerant or coolant flows are highlighted by solid lines, while the connecting pipes through which no refrigerant or coolant is supplied are highlighted by dashed lines.

[0115] Operating in refrigeration system mode according to Figure 2 During the refrigerant circuit 2b of system 1b, and during operation with respect to... Figure 4a During the passive cooling of the components of the drive system, specifically the electric drive system, in the coolant circuit 3, the heat transferred from the supply air of the passenger compartment to the refrigerant in the third refrigerant-air heat exchanger 8 is transferred from the refrigerant to the ambient air in the second refrigerant-air heat exchanger 6.

[0116] The high-pressure refrigerant flowing from compressor 4 is cooled or de-temperatured in a second refrigerant-air heat exchanger 6, which operates as a condenser / gas cooler, and is liquefied and subcooled as needed. The refrigerant is then guided through an internal circulating heat exchanger 34 for further cooling.

[0117] The first expansion element 7, positioned between the first refrigerant-air heat exchanger 5 and the second refrigerant-air heat exchanger 6, is fully opened, allowing the refrigerant to flow through both heat exchangers 5 and 6 at the same pressure level, specifically a high-pressure level. The refrigerant passes through the expansion element 7 with almost no pressure loss.

[0118] The flow guiding device 63 disposed within the housing 60 is configured such that the supply air flowing through the housing 60 bypasses the first refrigerant-air heat exchanger 5. The first refrigerant-air heat exchanger 5 is not supplied with supply air from the passenger compartment, so that no heat is transferred in the first refrigerant-air heat exchanger 5.

[0119] Furthermore, compared to system 1b, in accordance with Figure 3 In the case of system 1c, the refrigerant can be guided through the third bypass flow path 35 of the refrigerant circuit 2c to bypass the first refrigerant-air heat exchanger 5 and directly reach the second refrigerant-air heat exchanger 6, so that the first refrigerant-air heat exchanger 5 is not supplied with refrigerant, thereby avoiding the pressure drop that may occur on the high-pressure side of the refrigerant circuit 2c when the refrigerant flows through the first refrigerant-air heat exchanger 5.

[0120] At the first branch point 14, the refrigerant is guided into the first flow path 16 to reach the second expansion element 9, and expands to a low-pressure level as it flows through the second expansion element 9. In the third refrigerant-air heat exchanger 8, which operates as an evaporator, the refrigerant is evaporated and, if necessary, superheated by absorbing heat from the supply air in the passenger compartment, wherein the supply air is cooled and / or dehumidified. Subsequently, the refrigerant is further heated or superheated as it flows through the low-pressure side of the internal refrigerant-cycle heat exchanger 34 and is drawn into the compressor 4. In the internal refrigerant-cycle heat exchanger 34, the high-pressure level refrigerant transfers heat to the low-pressure level refrigerant.

[0121] Both the second flow path 17 and the third flow path 18, as well as the second bypass flow path 28 surrounding the second refrigerant-air heat exchanger 6, are closed and are not supplied with refrigerant. Specifically, the third expansion element 11 and the first shut-off valve 25, as well as the fourth expansion element 13 and the second shut-off valve 29, are completely closed.

[0122] The coolant circulates through a second feeding device 44 arranged between a second coolant-heat exchanger 45 and a coolant-air heat exchanger 50 of the drive component. The heat transferred from the drive component to the coolant circulating in the coolant circuit 3 in the second coolant-heat exchanger 45 is transferred to the ambient air by the coolant in the coolant-air heat exchanger 50. No coolant flows through the first coolant-heat exchanger 41.

[0123] Ambient air is preferably drawn into housing 64 by a blower along the flow direction 65, and then fed to coolant-air heat exchanger 50 to absorb heat from coolant, and then further fed to second refrigerant-air heat exchanger 6 to absorb heat from refrigerant.

[0124] Figure 4b The diagram illustrates the operation of a refrigerant circuit 2b with active cooling of the battery, and the operation of a refrigerant circuit 3 with passive cooling of components of the drivetrain, specifically an electric drivetrain. Figure 2 System 1b.

[0125] According to Figure 4a Compared to the operating mode of system 1b, the first difference lies in the operation of the first feeding device 40 of the first coolant section circuit 3-1, and the resulting active cooling of the battery. The coolant circulates in the first coolant section circuit 3-1 between the first refrigerant-coolant heat exchanger 10 and the first coolant-heat exchanger 41, wherein heat dissipated by the battery in the first coolant-heat exchanger 41 is transferred in the first refrigerant-coolant heat exchanger 10 to the refrigerant circulating in the refrigerant circuit 2b. The first coolant section circuit 3-1 and according to... Figure 4a The operating modes described in the description operate separately, wherein the amounts of coolant circulating in the first coolant section circuit 3-1 and other coolant circuits 3 do not mix with each other.

[0126] like Figure 4a As shown, another difference compared to the operating mode of system 1b, specifically refrigerant circuit 2b, is that the refrigerant at the first branch point 14 is only guided into the second flow path 17 to reach the third expansion element 11, and expands to a low-pressure level as it flows through the third expansion element 11. In the first refrigerant-coolant heat exchanger 10, the refrigerant is evaporated and, if necessary, superheated by absorbing heat from the coolant circulating in the first coolant section circuit 3-1, where the coolant is cooled. Subsequently, the refrigerant is further heated or superheated as it flows through the low-pressure side of the internal heat exchanger 34 and is drawn into the compressor 4.

[0127] Both the first bypass flow path 24 of the first flow path 16 and the second flow path 17, as well as the third flow path 18 and the second bypass flow path 28 surrounding the second refrigerant-air heat exchanger 6, are closed and are not supplied with refrigerant, wherein, specifically, the second expansion element 9 and the first shut-off valve 25, and the fourth expansion element 13 and the second shut-off valve 29 are completely closed.

[0128] according to Figure 4cDuring operation of the refrigerant circuit 2b of the system 1b in the refrigerant system mode with active cooling of the battery, and during operation of the coolant circuit 3 with passive cooling of the components of the drivetrain, specifically the electric drivetrain, the heat transferred from the supply air of the passenger compartment to the refrigerant circulating in the refrigerant circuit 2b in the third refrigerant-air heat exchanger 8, the heat transferred from the battery to the coolant in the first coolant-heat exchanger 41, and the heat transferred from the coolant in the first refrigerant-coolant heat exchanger 10 to the refrigerant circulating in the refrigerant circuit 2a, is transferred to the ambient air by the refrigerant in the second refrigerant-air heat exchanger 6.

[0129] according to Figure 4b Unlike the operating mode of system 1b, specifically refrigerant circuit 2b, the refrigerant is divided into two mass flows at the first branch point 14—a first mass flow through the first flow path 16 and a second mass flow through the second flow path 17.

[0130] The refrigerant, which is guided through a first portion of the mass flow via the first flow path 16, is guided through the second expansion element 9 and expands to a low pressure level as it flows through the second expansion element 9. In the third refrigerant-air heat exchanger 8, which operates as an evaporator, the refrigerant is evaporated and, if necessary, superheated if it absorbs heat from the supply air in the passenger compartment, the supply air is cooled and / or dehumidified.

[0131] The refrigerant, which is guided through the second portion of the mass flow via the second flow path 17, is guided through the third expansion element 11 and expands to a low pressure level as it flows through the third expansion element 11. In the first refrigerant-coolant heat exchanger 10, the refrigerant is evaporated and, if superheating is required due to heat absorption by the coolant circulating from the first coolant section loop 3-1, is cooled.

[0132] Subsequently, a portion of the refrigerant mass flow mixes with each other at the first merging point 15, and is further heated or superheated as it flows through the low-pressure side of the internal heat exchanger 34, and is drawn into the compressor 4.

[0133] The first bypass flow path 24 and the third flow path 18 of the second flow path 17, as well as the second bypass flow path 28 surrounding the second refrigerant-air heat exchanger 6, are all closed and are not supplied with refrigerant, specifically the first shut-off valve 25, the fourth expansion valve 13, and the second shut-off valve 29 are completely closed.

[0134] Figures 5a to 5c The following are examples of operation during reheating mode, based on... Figure 2 System 1b, and Figures 6a to 6d The following are examples of operation during heating mode, based on... Figure 2 System 1b.

[0135] During operation of system 1b in heating or reheating mode, waste heat from the air conditioning system, specifically heat from the refrigerant circulating in the refrigerant circuit 2b via the supply air from the passenger compartment in the third refrigerant-air heat exchanger 8, or heat from the battery or at least one other component of the drivetrain, specifically the electric drivetrain, to the refrigerant circulating in the refrigerant circuit 2b, and heat from the ambient air to the refrigerant circulating in the refrigerant circuit 2b, can both be used to heat the supply air supplied to the passenger compartment. The battery and at least one other component of the drivetrain, as well as the ambient air, can be used as heat sources.

[0136] Figure 5a The diagram illustrates the operation of a coolant circuit 3 that passively cools both the battery and the drivetrain, specifically the electric drivetrain components, according to... Figure 2 The second system. Compressor 4 in refrigerant circuit 2b was not in operation.

[0137] Coolant is fed through a first feeding device 40 to the first coolant-heat exchanger 41 to cool the battery, and through a second feeding device 44 to the second coolant-heat exchanger 45 to cool the drive components, both reaching the coolant-heat exchanger 50. After flowing out of the coolant-air heat exchanger 50, the coolant is divided at a first connecting portion 48, which serves as a branch point, into a first partial mass flow passing through the first coolant-heat exchanger 41 and a second partial mass flow passing through the second coolant-heat exchanger 45. The partial mass flows mix at a second connecting portion 49, which serves as a merging point, and are then guided into the coolant-air heat exchanger 50. The appropriate coolant mass flow or its distribution along the parallel flow path is regulated by the feeding devices 40 and 44.

[0138] The heat from the coolant circulating in the coolant circuit 3, transferred from the battery and drive components, is transferred to the ambient air by the coolant in the coolant-air heat exchanger 50.

[0139] The feeding devices 40 and 44 of the coolant circuit 3 can also operate independently of each other, such that the first coolant-heat exchanger 41 for cooling the battery and the second coolant-heat exchanger 45 for cooling the drive components are supplied with coolant independently of each other, and both the battery and the drive components are passively and independently cooled.

[0140] Figure 5b The diagram shows the operation of refrigerant circuit 2b in reheat mode, and coolant circuit 3 operating with passive cooling of both the battery and the components of the electric drive system, specifically system 1b.

[0141] According to Figure 5a In contrast to system 1b, compressor 4 of refrigerant circuit 2b is operating. The high-pressure refrigerant flowing from compressor 4 is cooled and, if necessary, liquefied in the first refrigerant-air heat exchanger 5, which operates as a condenser / gas cooler, and may be subcooled. A flow guide 63, arranged inside housing 60, is configured such that the supply air flowing through housing 60 is directed into a first partial airflow reaching the first refrigerant-air heat exchanger 5 and into a second partial airflow surrounding the first refrigerant-air heat exchanger 5. Thus, the first refrigerant-air heat exchanger 5 is supplied only with a portion of the previously cooled and / or dehumidified passenger cabin air. The passenger cabin air supply is heated to the desired temperature, wherein the heat transferred to the supply air is regulated via the position of the flow guide 63.

[0142] Furthermore, compared to system 1b, such as Figure 3 The system 1c shown provides the possibility of splitting the refrigerant at the fifth branch point 36 into a first partial mass flow through the first refrigerant-air heat exchanger 5 and a second partial mass flow through the third bypass flow path 35, wherein the second partial mass flow of refrigerant is directed to bypass the first refrigerant-air heat exchanger 5. The partial mass flows of refrigerant mix with each other again at the fifth merging point 37.

[0143] The refrigerant is then further cooled or liquefied, and, if necessary, subcooled as it flows through a second refrigerant-air heat exchanger that functions as a condenser / gas cooler. A first expansion element 7, arranged between the first refrigerant-air heat exchanger 5 and the second refrigerant-air heat exchanger 6, is fully open, allowing the refrigerant to flow through both heat exchangers 5 and 6 at the same pressure level, specifically a high-pressure level. The refrigerant passes through the expansion element 7 with almost no pressure loss.

[0144] Specifically, when the ambient air temperature is low, the first expansion element 7 can be configured to expand the refrigerant to a medium pressure level between the high pressure level and the low pressure level, so as to regulate the heat to be dissipated into the ambient air.

[0145] The refrigerant is then guided through the internal heat exchanger 34 and further cooled.

[0146] At the first branch point 14, the refrigerant is guided into the first flow path 16 to reach the second expansion element 9, and expands to a low-pressure level as it flows through the second expansion element 9. In the third refrigerant-air heat exchanger 8, which operates as an evaporator, the refrigerant is evaporated and, if necessary, superheated by absorbing heat from the supply air in the passenger compartment, wherein the supply air is cooled and / or dehumidified. Subsequently, the refrigerant is further heated or superheated as it flows through the low-pressure side of the internal circulation heat exchanger 34 and is drawn into the compressor 4.

[0147] Both the second flow path 17 and the third flow path 18, as well as the second bypass flow path 28 surrounding the second refrigerant-air heat exchanger 6, are closed and are not supplied with refrigerant. Specifically, the third expansion element 11 and the first shut-off valve 25, as well as the fourth expansion element 13 and the second shut-off valve 29 are completely closed.

[0148] Ambient air is preferably drawn into housing 64 by a blower along the flow direction 65, and then fed to coolant-air heat exchanger 50 to absorb heat from coolant, and then further fed to second refrigerant-air heat exchanger 6 to absorb heat from refrigerant.

[0149] Depending on the ambient air temperature, in such cases Figure 5c During operation in the operating mode shown, the battery can also be actively cooled via the first refrigerant-coolant heat exchanger 10 and the first coolant-heat exchanger 41 through the first coolant section circuit 3-1, wherein the heat discharged from the battery is transferred to the refrigerant circulating in the refrigerant circuit 2b. The waste heat from the battery can be used as a heat source.

[0150] according to Figure 5b Unlike system 1b, specifically refrigerant loop 2b, the refrigerant is divided into two partial mass flows at the first branch point 14—a first partial mass flow through the first flow path 16 and a second partial mass flow through the second flow path 17. The refrigerant in the second partial mass flow, directed to the second flow path 17, is directed to the third expansion element 11 and expands to a low-pressure level as it flows through the third expansion element 11. In the first refrigerant-coolant heat exchanger 10, the refrigerant is evaporated and, if necessary, superheated by absorbing heat from the coolant circulating in the first coolant partial loop 3-1, whereby the coolant is cooled.

[0151] Subsequently, a portion of the refrigerant mass flow mixes with each other at the first merging point 15, and is further heated or superheated as it flows through the low-pressure side of the internal heat exchanger 34, and is drawn into the compressor 4.

[0152] The first bypass flow path 24 of the second flow path 17, as well as the third flow path 18 and the second bypass flow path 28 surrounding the second refrigerant-air heat exchanger 6, are all closed and are not supplied with refrigerant, wherein, specifically, the first shut-off valve 25, the fourth expansion element 13, and the second shut-off valve 29 are completely closed.

[0153] Specifically, when the ambient air temperature is low, the first expansion element 7 can be configured to expand the refrigerant to a medium or low pressure level, enabling heat transfer from the ambient air to the refrigerant in the second refrigerant-air heat exchanger 6, which now operates as an evaporator. The heat absorbed from the ambient air is regulated by setting the medium pressure level. The ambient air serves as the heat source.

[0154] After flowing out of the second refrigerant-air heat exchanger 6, the refrigerant is guided through the internal circulating heat exchanger 34 and can be further cooled if necessary.

[0155] The refrigerant expands to a low-pressure level as it flows through the first expansion element 7, and then the second expansion element 9 fully opens, allowing the refrigerant to pass through the expansion element 9 with almost no pressure loss. The second refrigerant-air heat exchanger 6 and the third refrigerant-air heat exchanger 8 are supplied with refrigerant at the same pressure level, i.e., a low-pressure level.

[0156] Figure 6a This illustrates the operation of refrigerant circuit 2b in a heating mode where ambient air is used as the heat source for the refrigerant, according to... Figure 2 System 1b.

[0157] The high-pressure refrigerant flowing from compressor 4 is cooled and liquefied, and possibly subcooled, in a first refrigerant-air heat exchanger 5, which operates as a condenser / gas cooler. A flow guiding device 63, arranged within housing 60, is configured to direct the supply air flowing through housing 60 to the first refrigerant-air heat exchanger 5. Therefore, the first refrigerant-air heat exchanger 5 is preferably supplied with the entire airflow of supply air for the passenger compartment. The supply air for the passenger compartment is heated to the desired temperature.

[0158] As the refrigerant flows through the first expansion element 7, it expands to a low pressure level, enabling it to absorb heat from the ambient air in the second refrigerant-air heat exchanger 6, which operates as an evaporator. The ambient air serves as the heat source for the refrigerant.

[0159] At the first branch point 14, the refrigerant is directed only into the second flow path 17, and at the third branch point 22 into the first bypass flow path 24, thus surrounding the first refrigerant-coolant heat exchanger 10 to minimize the pressure drop on the low-pressure side or suction side of the refrigerant circuit 2b. Subsequently, the refrigerant from the compressor 4 is drawn into the internal heat exchanger 34. Since the temperature levels of the refrigerant are nearly identical on both sides of the internal heat exchanger 34, no heat is transferred within the internal heat exchanger 34.

[0160] The first flow path 16 and the second flow path 17, which shows the first refrigerant-coolant heat exchanger 10, as well as the third flow path 18 and the second bypass flow path 28 surrounding the second refrigerant-air heat exchanger 6, are all closed and are not supplied with refrigerant, wherein, specifically, the second expansion element 9 and the third expansion element 11, the fourth expansion element 13, and the second shut-off valve 29 are completely closed.

[0161] like Figure 6a As not shown, the coolant circuit 3 can also be operated while passively cooling the components of the battery and / or drivetrain, specifically the electric drivetrain of system 1b.

[0162] Figure 6b This illustrates the operation of refrigerant circuit 2b in a heating mode, which includes active cooling of components of the drivetrain, specifically an electric drivetrain, and thus serves as a heat source for the refrigerant. Figure 2 System 1b.

[0163] The high-pressure refrigerant flowing from compressor 4 is cooled and liquefied in the first refrigerant-air heat exchanger 5, which operates as a condenser / gas cooler. The refrigerant is then guided through a second bypass flow path 28 and around the second refrigerant-air heat exchanger 6 to minimize the pressure drop on the high-pressure side of the refrigerant circuit 2b.

[0164] At the first branch point 14, refrigerant flows only into the first flow path 16, and then into the third refrigerant-air heat exchanger 8, which operates as a condenser / gas cooler. The second expansion element 9 is fully open, allowing the refrigerant to pass through it with almost no pressure loss. Heat exchangers 5 and 8 are supplied with refrigerant at the same pressure level, specifically a high-pressure level. The refrigerant is further liquefied and, if necessary, subcooled in the third refrigerant-air heat exchanger 8.

[0165] Thus, compared to systems with a refrigerant circuit, the efficiency of system 1b can be improved by using only one condenser / gas cooler.

[0166] The flow guiding device 63, arranged within the housing 60, is configured such that the entire supply air, after flowing through the third refrigerant-air heat exchanger 8, is guided to the first refrigerant-air heat exchanger 5. The supply air is preheated as it flows through the third refrigerant-air heat exchanger 8, and then heated to the temperature required for the passenger cabin in the first refrigerant-air heat exchanger 5.

[0167] After flowing out of the third refrigerant-air heat exchanger 8, the refrigerant is guided at the second branch point 20 to the third flow path 18 and reaches the fourth expansion element 13. As the refrigerant flows through the fourth expansion element 13, it expands to a low-pressure level and is evaporated and superheated in the second refrigerant-coolant heat exchanger 12, where it is cooled, as it absorbs heat from the coolant circulating in the second coolant section loop 3-2. Components of the drive system, specifically the electric drive system, serve as a heat source for the refrigerant, which is then drawn into the compressor 4.

[0168] The second flow path 17 and the fourth flow path 19, as well as the flow path with the second refrigerant-air heat exchanger 6, are both closed and are not supplied with refrigerant. Specifically, the first expansion element 7 and the third expansion element 11, as well as the first shut-off valve 25 and the third shut-off valve 33 are completely closed.

[0169] like Figure 6b As not shown, the coolant circuit 3 can also be operated while the battery of system 1b is being passively cooled, wherein the coolant circulates only between the first coolant-heat exchanger 41 and the coolant-air heat exchanger 50, transferring the heat dissipated by the battery to the ambient air.

[0170] like Figure 6c and Figure 6d As shown, the operation is based on a heating mode that uses ambient air as a heat source for refrigerant and has active cooling of components of the drive system, specifically the electric drive system, and thus serves as a heat source for the refrigerant. Figure 2 In system 1b, specifically during refrigerant circuit 2b, the high-pressure refrigerant flowing from compressor 4 is cooled and at least partially liquefied in the first refrigerant-air heat exchanger 5, which operates as a condenser / gas cooler.

[0171] A flow guiding device 63 disposed within the housing 60 is configured such that the supply air flowing through the housing 60 is directed to the first refrigerant-air heat exchanger 5. Therefore, the first refrigerant-air heat exchanger 5 is preferably supplied with the entire airflow of the passenger compartment's supply air. The supply air to the passenger compartment is heated to the desired temperature.

[0172] The refrigerant expands to a medium or low pressure level as it flows through the first expansion element 7, enabling it to absorb heat from the ambient air in the second refrigerant-air heat exchanger 6, which operates as an evaporator. The heat absorbed from the ambient air is regulated by setting the medium pressure level. The ambient air serves as a heat source for the refrigerant.

[0173] At the first branch point 14, the refrigerant is directed only into the second flow path 17, and at the third branch point 22, the refrigerant is directed into the first bypass flow path 24, and thus around the first refrigerant-coolant heat exchanger 10, so as to minimize the pressure drop on the low-pressure side or suction side of the refrigerant circuit 2b.

[0174] According to Figure 6c In the operating mode of system 1b, the refrigerant is guided only at the second branch point 20 to the third flow path 18 to reach the fourth expansion element 13, where it absorbs maximum heat from the drive components. As the refrigerant flows through the fourth expansion element 13, it expands from a medium-pressure level to a low-pressure level and is evaporated and superheated in the second refrigerant-coolant heat exchanger 12, absorbing heat from the coolant circulating in the second coolant section loop 3-2. Components of the drive system, specifically the electric drive system, serve as a heat source for the refrigerant, which is then drawn into the compressor 4.

[0175] As the refrigerant flows through the first expansion element 7, it expands to a low-pressure level. The fourth expansion element 13 is fully open, allowing the refrigerant to pass through the expansion element 13 with almost no pressure loss. The second refrigerant-air heat exchanger 6 and the second refrigerant-coolant heat exchanger 12 are supplied with refrigerant at the same pressure level, i.e., a low-pressure level.

[0176] The first flow path 16 and the second flow path 17, which shows the first refrigerant-coolant heat exchanger 10, as well as the fourth flow path 19 and the second bypass flow path 28 surrounding the second refrigerant-air heat exchanger 6, are all closed and are not supplied with refrigerant, wherein, specifically, the second expansion element 9 and the third expansion element 11, as well as the second shut-off valve 29 and the third shut-off valve 33, are completely closed.

[0177] According to Figure 6dIn the operating mode of system 1b, the refrigerant expands to a low pressure level as it flows through the first expansion element 7, and is divided into two parallel partial mass flows on the suction side of the refrigerant circuit 2b. Specifically, this is to minimize the pressure loss on the suction side of the refrigerant. The refrigerant mass flow is divided into a first partial mass flow through a third flow path 18 and a second partial mass flow through a fourth flow path 19. The fourth expansion element 13 is fully open, allowing the refrigerant to pass through the expansion element 13 with almost no pressure loss. The partial mass flows mix at the second merging point 21 and are drawn into the compressor 4. (As per the...) Figure 6c As described in the operating mode, the refrigerant in the first mass flow is evaporated and superheated in the second refrigerant-coolant heat exchanger 12, absorbing heat from the coolant circulating in the second coolant section loop 3-2. Since the refrigerant temperature level is almost the same on both sides of the internal heat exchanger 34, no heat is transferred in the internal heat exchanger 34.

[0178] For all appropriate operating modes, heat exchanger 62 can be connected for heating, specifically for auxiliary heating of the supply air to the passenger compartment.

[0179] When the battery is actively cooled via the first coolant section circuit 3-1 and the first refrigerant-coolant heat exchanger 10, and the components of the drivetrain are actively cooled via the second coolant section circuit 3-2 and the second refrigerant-coolant heat exchanger 12, and in both cases the heat is output as vaporization heat to the refrigerant circuit 2b, waste heat from the battery and waste heat from the electric drive components can be recovered without mixing the coolant streams. The waste heat in both cases serves as an additional heat source for system 1b, significantly improving the heating power and efficiency of the thermal system 1b and enhancing its functionality.

[0180] Compared to the series arrangement of refrigerant-coolant heat exchangers 10 and 12, the separate formation of the first refrigerant-coolant heat exchanger 10 and the second refrigerant-coolant heat exchanger 12 maximizes the function and efficiency of the thermal system 1b in heating mode, thereby minimizing the complexity on the coolant side.

[0181] Figure 7 It shows that according to Figure 2 System 1b during operation of a refrigerant circuit 2b that has heating of the battery and active cooling of components of the drive system, specifically an electric drive system, and thus serves as a heat source for the refrigerant.

[0182] The feeding devices 40 and 44 of coolant circuit 3 are operating, and the coolant sub-circuits 3-1 and 3-2 operate independently of each other, such that the first coolant-heat exchanger 41 for heating the battery and the second coolant-heat exchanger 45 for actively cooling the drive components are supplied with coolant independently of each other. The coolant in the first coolant sub-circuit 3-1 circulates between the first coolant-heat exchanger 10 and the first coolant-heat exchanger 41, wherein heat output to the battery from the first coolant-heat exchanger 41 is transferred in the first coolant-heat exchanger 10 to the coolant circulating in the coolant circuit 2b. The coolant in the second coolant sub-circuit 3-2 circulates between the second coolant-heat exchanger 12 and the second coolant-heat exchanger 45, wherein heat output to the coolant from the drive components in the second coolant-heat exchanger 45 is transferred in the second coolant-heat exchanger 12 to the coolant circulating in the coolant circuit 2b.

[0183] The high-pressure refrigerant flowing from compressor 4 is guided through the first refrigerant-air heat exchanger 5, and then through the second bypass flow path 28 surrounding the second refrigerant-air heat exchanger 6, so as to minimize the pressure drop on the high-pressure side of the refrigerant circuit 2b.

[0184] The flow guiding device 63 arranged within the housing 60 is configured such that the supply air flowing through the housing 60 bypasses the first refrigerant-air heat exchanger 5. The first refrigerant-air heat exchanger 5 is not supplied with supply air from the passenger compartment, and therefore no heat is transferred in the first refrigerant-air heat exchanger 5.

[0185] Furthermore, as is known, compared to system 1b, in accordance with Figure 3 In the case of system 1c, the refrigerant can be guided through the third bypass flow path 35 of the refrigerant circuit 2c, bypassing the first refrigerant-air heat exchanger 5, and directly entering the second bypass flow path 28, so that the first refrigerant-air heat exchanger 5 is not supplied with refrigerant, which in turn avoids the pressure drop on the high-pressure side of the refrigerant circuit 2c that may occur when the refrigerant flows through the first refrigerant-air heat exchanger 5.

[0186] Subsequently, at the first branch point 14, the refrigerant is directed only into the second flow path 17 to reach the third expansion element 11. The third expansion element 11 is fully open, allowing the refrigerant to flow horizontally at high pressure through the first refrigerant-coolant heat exchanger 10. The refrigerant passes through the expansion element 11 with almost no pressure loss. In the first refrigerant-coolant heat exchanger 10, which operates as a condenser / gas cooler, the refrigerant is de-cooled, liquefied, and, if necessary, subcooled, and heat is transferred to the coolant, where the coolant is heated.

[0187] At the second branch point 20, the refrigerant is guided only into the third flow path 18 to reach the fourth expansion element 13. As the refrigerant flows through the fourth expansion element 13, it expands to a low-pressure level and is evaporated and superheated in the second refrigerant-coolant heat exchanger 12, where it is cooled, as it absorbs heat from the coolant circulating in the second coolant section loop 3-2. Components of the drive system, specifically the electric drive system, serve as a heat source for the refrigerant, which is then drawn into the compressor 4.

[0188] Both the first bypass flow path 24 of the first flow path 16 and the second flow path 17, as well as the flow path of the fourth flow path 19 and the second refrigerant-air heat exchanger 6, are closed and are not supplied with refrigerant. Specifically, the first expansion element 7 and the second expansion element 9, as well as the first shut-off valve 25 and the third shut-off valve 33 are completely closed.

[0189] Industrial applicability

[0190] This invention relates to a system for air conditioning the air in a passenger compartment and for heat transfer through components of a drivetrain, specifically an electric drivetrain of a motor vehicle. The system presents a coolant circuit and a refrigerant circuit, the coolant circuit having a refrigerant-coolant heat exchanger and a coolant-air heat exchanger for heat transfer to ambient air. The refrigerant circuit is manufactured to include a refrigerant-air heat exchanger for heating the supply air to the passenger compartment and for heat transfer through ambient air, as well as an expansion element, wherein the refrigerant circuit exhibits different flow paths. Furthermore, this invention relates to a method for operating the system.

Claims

1. A system (1a, 1b, 1c) for air conditioning of a passenger compartment and for heat transfer through components of a motor vehicle's transmission system, the system (1a, 1b, 1c) showing a coolant circuit (3) and a refrigerant circuit (2a, 2b, 2c), the coolant circuit (3) having a first refrigerant-coolant heat exchanger (10), a second refrigerant-coolant heat exchanger (12) and a coolant-air heat exchanger (50) for heat transfer to ambient air, the refrigerant circuit (2a, 2b, 2c having - A compressor (4). - A first refrigerant-air heat exchanger (5), the first refrigerant-air heat exchanger (5) being used to heat the supply air to the passenger compartment, - A second refrigerant-air heat exchanger (6), the second refrigerant-air heat exchanger (6) being used for heat transfer through the ambient air and having an upstream first expansion element (7). - A first flow path (16) having a third refrigerant-air heat exchanger (8) and an upstream second expansion element (9), the third refrigerant-air heat exchanger (8) being used to regulate the supply air to the passenger compartment, and - A second flow path (17) having the first refrigerant-coolant heat exchanger (10) and an upstream third expansion element (11), the first refrigerant-coolant heat exchanger (10) being used for heat transfer between coolant and refrigerant for maintaining the temperature of at least one first drive component of the motor vehicle. in, - The first flow path (16) and the second flow path (17) each extend from a first branch point (14) to a merging point (15) and can be supplied with refrigerant independently and simultaneously; - The refrigerant circuit (2a, 2b, 2c) shows a third flow path (18) having a second refrigerant-coolant heat exchanger (12) and an upstream fourth expansion element (13), the second refrigerant-coolant heat exchanger (12) being used to cool the components of the drive system, wherein the third flow path (18) is arranged in the downstream flow direction of the refrigerant of the first flow path (16) and the second flow path (17).

2. The system (la, lb, lc) according to claim 1, characterized in that, The refrigerant circuits (2a, 2b, 2c) in the second flow path (17) are configured to have a first bypass flow path (24) around the first refrigerant-coolant heat exchanger (10) and the third expansion element (11).

3. The system (la, lb, lc) according to claim 2, characterized in that, A shut-off valve (25) is shown in the first bypass flow path (24) around the first refrigerant-coolant heat exchanger (10) and the third expansion element (11).

4. The system (la, lb, lc) according to any one of claims 1 to 3, characterized in that, The refrigerant circuits (2a, 2b, 2c) exhibit a fourth flow path (19), wherein the third flow path (18) and the fourth flow path (19) are configured such that they can be supplied with refrigerant independently and simultaneously.

5. The system according to claim 4 (1a, 1b, 1c), characterized in that, The fourth flow path (19) is manufactured to have a shut-off valve (33) and an accumulator (32).

6. The system according to any one of claims 1 to 3 (1a, 1b, 1c), characterized in that, The refrigerant circuits (2a, 2b, 2c) are configured to have a second bypass flow path (28) around the second refrigerant-air heat exchanger (6) for heat transfer through ambient air and the first expansion element (7), the second bypass flow path (28) extending from a branch point (26) to a merging point (27), wherein the branch point (26) is arranged between the first refrigerant-air heat exchanger (5) for heating the supply air to the passenger compartment and the first expansion element (7) arranged upstream of the second refrigerant-air heat exchanger (6) for heat transfer through ambient air, and the merging point (27) is arranged between the second refrigerant-air heat exchanger (6) for heat transfer through ambient air and the first branch point (14).

7. The system according to claim 6 (1a, 1b, 1c), characterized in that, A shut-off valve (29) is shown around the first expansion element (7) and the second refrigerant-air heat exchanger (6) for heat transfer through ambient air.

8. The system according to claim 4, characterized in that, The refrigerant circuit exhibits an internal heat exchanger (34) which is arranged on one hand between the second refrigerant-air heat exchanger (6) for heat transfer through ambient air and the first branch point (14) of the first flow path (16) and the second flow path (17), and on the other hand within the fourth flow path (19).

9. The system according to any one of claims 1 to 3, characterized in that, The refrigerant circuit illustrates a third bypass flow path (35) around the first refrigerant-air heat exchanger (5) for heating the supply air to the passenger compartment. The third bypass flow path (35) extends from a branch point (36) to a merging point (37), wherein the branch point (36) is configured between the compressor (4) and the first refrigerant-air heat exchanger (5), and the merging point (37) is configured between the first refrigerant-air heat exchanger (5) and the first expansion element (7), which is arranged upstream of the second refrigerant-air heat exchanger (6) for heat transfer through ambient air.

10. The system according to any one of claims 1 to 3 (1a, 1b, 1c), characterized in that, The coolant circuit (3) shows two coolant partial circuits (3-1, 3-2) thermally coupled to the refrigerant circuit (2a, 2b, 2c), wherein the first refrigerant-coolant heat exchanger (10) is manufactured as a thermal connection between the refrigerant circuit (2a, 2b, 2c) and a first coolant partial circuit (3-1), and the second refrigerant-coolant heat exchanger (12) is manufactured as a thermal connection between the refrigerant circuit (2a, 2b, 2c) and a second coolant partial circuit (3-2) of the coolant circuit (3).

11. The system according to claim 10 (1a, 1b, 1c), characterized in that, The first coolant partial circuit (3-1) is manufactured to have a first feed device (40) and a first coolant-heat exchanger (41).

12. The system according to claim 11 (1a, 1b, 1c), characterized in that, The first coolant-heat exchanger (41) is manufactured to maintain the temperature of the components of the transmission system of the motor vehicle.

13. The system according to claim 12 (1a, 1b, 1c), characterized in that, The first coolant partial circuit (3-1) is embedded in the coolant circuit (3) via a branch point (42) and a merging point (43).

14. The system according to claim 13 (1a, 1b, 1c), characterized in that, The second coolant partial circuit (3-2) is manufactured to have a second feed device (44) and a second coolant-heat exchanger (45).

15. The system (1a, 1b, 1c) according to claim 14, characterized in that, The second coolant-heat exchanger (45) is manufactured as a component for cooling the transmission system of the motor vehicle.

16. The system (1a, 1b, 1c) according to claim 14, characterized in that, The second coolant partial circuit (3-2) is embedded in the coolant circuit (3) via a branch point (46) and a merging point (47).

17. The system according to claim 16 (1a, 1b, 1c), characterized in that, The coolant partial circuits (3-1, 3-2) are respectively connected to a first connection (48) of the coolant circuit (3) at the merging point (43, 47) and to a second connection (49) of the coolant circuit (3) at the branch point (42, 46), such that the first coolant-heat exchanger (41) and the second coolant-heat exchanger (45) are connected to the coolant-air heat exchanger (50).

18. A method for operating a system (1a, 1b, 1c) according to any one of claims 1 to 17 in a mode for heating supply air to a passenger compartment via components of a drivetrain as a heat source, said system (1a, 1b, 1c) for air conditioning the air in the passenger compartment and for heat transfer via drive components of a motor vehicle, said method demonstrating the following steps: - Heat is transferred from the refrigerant circulating at a high pressure level in the refrigerant circuits (2a, 2b, 2c) to the supply air of the passenger compartment as it flows through the first refrigerant-air heat exchanger (5), which operates as a condenser / gas cooler, wherein, The supplied air is heated to a final temperature; - The refrigerant is then guided through a first flow path (16), wherein the refrigerant passes through a fully open second expansion element (9) with almost no pressure loss, and heat is transferred to the supply air of the passenger compartment in a third refrigerant-air heat exchanger (8) operating as a condenser / gas cooler, wherein the supply air is preheated, and - The refrigerant is then guided through a third flow path (18), wherein the refrigerant expands to a low pressure level as it flows through a fourth expansion element (13), and is evaporated and superheated in a second refrigerant-coolant heat exchanger (12) in the case of the coolant absorbing heat from the coolant circulating in the second coolant section loop (3-2) of the coolant loop (3), wherein the coolant is cooled.

19. A method for operating a system (1a, 1b, 1c) according to any one of claims 1 to 17 in a mode for heating supply air to a passenger compartment via ambient air and components of the drivetrain as heat sources, said system (1a, 1b, 1c) for air conditioning the air in the passenger compartment and for heat transfer via drive components of a motor vehicle, said method demonstrating the following steps: - Heat is transferred from the refrigerant circulating at a high pressure level in the refrigerant circuits (2a, 2b, 2c) to the supply air of the passenger compartment as it flows through the first refrigerant-air heat exchanger (5), which operates as a condenser / gas cooler, wherein, The supplied air is heated to a final temperature; - The refrigerant expands to a medium or low pressure level as it flows through a first expansion element (7), and heat is transferred from the ambient air to the refrigerant as it flows through a second refrigerant-air heat exchanger (6) that operates as an evaporator, wherein the amount of heat absorbed from the ambient air is regulated by the medium pressure level, and - The refrigerant is then guided through a third flow path (18), wherein the refrigerant expands from the medium pressure level to the low pressure level as it flows through a fourth expansion element (13), or the fourth expansion element (13) is fully opened, and the refrigerant is evaporated and superheated in a second refrigerant-coolant heat exchanger (12) while absorbing heat from the coolant circulating in the second coolant section loop (3-2) of the coolant loop (3), wherein the coolant is cooled.

20. The method according to claim 19, characterized in that, The refrigerant on the suction side of the refrigerant circuit (2a, 2b, 2c) is divided into a first mass flow through a third flow path (18) and a second mass flow through a fourth flow path (19). The first mass flow and the second mass flow are mixed at a merging point (21) and are drawn into the compressor (4).

21. A method for operating a system (1a, 1b, 1c) according to any one of claims 1 to 17 in a mode of heating a drive component, said system (1a, 1b, 1c) for air conditioning of passenger compartment air and for heat transfer through drive components of a motor vehicle, said method illustrating the following steps: - The refrigerant circulating at a high pressure level in the refrigerant circuit (2a, 2b, 2c) is guided through a second flow path (17), wherein, The refrigerant passes through a fully open third expansion element (11), and heat is transferred in a first refrigerant-coolant heat exchanger (10), which operates as a condenser / gas cooler, to the coolant circulating in a first coolant partial loop (3-1), wherein the coolant is heated, and the heated coolant is fed to the drive component to be heated, and - The refrigerant is then guided through a third flow path (18), wherein the refrigerant expands to a low pressure level as it flows through a fourth expansion element (13), and the refrigerant is evaporated and superheated in a second refrigerant-coolant heat exchanger (12) while absorbing heat from the coolant circulating in the second coolant section loop (3-2) of the coolant loop (3), wherein the coolant is cooled.

22. The method according to claim 21, characterized in that, The cooled coolant is fed to at least one component of the transmission system, and the component is cooled.

23. The method according to claim 21, characterized in that, One of the driving components is the battery.

24. Use of a system (1a, 1b, 1c) according to any one of claims 1 to 17 in a motor vehicle driven by an electric motor or having a hybrid drive including an electric motor and an internal combustion engine.

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