Automotive thermal management system with temperature control system and separate transfer system

Abstract

The motor vehicle thermal management system comprises a temperature control system in which a plurality of functional components to be temperature controlled, an ambient heat exchanger and a heating heat exchanger which can temperature control air to be delivered to the interior of the motor vehicle are integrated. Each functional component and heating heat exchanger can be alternately connected with a first connection heat exchanger and a second connection heat exchanger by means of a distribution system to form a temperature control circuit which can deliver temperature control fluid, respectively, wherein the ambient heat exchanger can be integrated at least into the temperature control circuit comprising the first connection heat exchanger. The thermal management system further comprises a transfer system which is fluidically separated from the temperature control system and which integrates the first and second connection heat exchangers in at least one transfer circuit. The thermal management system enables advantageous temperature control of the interior of the motor vehicle and of the functional components, which is ensured by the connection between the temperature control system and the transfer system by means of the two connection heat exchangers which thermotechnically couple them.

Description

Technical Field

[0001] The present invention relates to a motor vehicle, in particular an electric vehicle, i.e., a motor vehicle that can be driven solely by means of at least one electric traction motor. The present invention relates specifically to a thermal management system for such a motor vehicle, which allows for temperature control of functional components, i.e., cooling or heating as required, and temperature control of the interior of the motor vehicle, on the one hand. Background Art

[0002] When designing the thermal management system of electric vehicles, a particular focus is on keeping the electrical energy consumption for temperature control of functional components and the interior as low as possible. This can be achieved in particular by using as much of the waste heat accumulated during temperature control at one location as possible for temperature control at another location, thereby making it possible to dispense with active, in particular electrical, generation of thermal energy.

[0003] It is known to use an air conditioning system, which can be used in particular to cool the interior, as a heat pump as needed in order to use the stored waste heat for temperature control at other locations. US 2019 / 0092121 A1 discloses such an air conditioning system for an electric vehicle. Summary of the Invention

[0004] The object of the present invention is to provide a thermal management system for a motor vehicle, in particular an electric vehicle, which allows advantageous temperature control of functional components and the interior of the motor vehicle.

[0005] The above-mentioned technical problem is solved by a motor vehicle according to the invention. Advantageous embodiments of the motor vehicle form the subject matter of the invention and are apparent from the following description of the invention.

[0006] According to the present invention, a motor vehicle is provided with a thermal management system, wherein the thermal management system comprises, on the one hand, a temperature control system in which at least a plurality of functional components to be temperature-controlled, an ambient heat exchanger, and a (first) heating heat exchanger are integrated, by means of which the temperature of the air to be supplied to the interior of the motor vehicle can be controlled. The functional components are preferably at least two functional components from the group consisting of the following functional components:

[0007] an electric traction motor, ie an electric motor, by means of which at least a portion of the drive power for moving the motor vehicle is provided, and at least temporarily, if necessary (constantly), the entire drive power for moving the motor vehicle is provided;

[0008] - power electronics, in particular for controlling a traction motor; the power electronics may in particular comprise a pulse-controlled inverter;

[0009] a traction power source, i.e. a power source for electrical energy which is supplied to the traction motor for driving the motor vehicle; the traction power source may in particular be a storage device for electrical energy (traction battery) or any generator for electrical energy, such as a fuel cell;

[0010] a charging device, in particular a charging device for a traction power supply designed as a traction battery, wherein the charging device in particular also has an interface for connection to an external power supply, ie located outside the motor vehicle; and

[0011] A thermal management system controller, ie a control device via which at least one distribution system of the thermal management system can be controlled; the thermal management system controller can be (functionally) integrated into a central control unit of the motor vehicle.

[0012] It is provided that each functional component and heating heat exchanger can be connected alternately (i.e., either to the first connecting heat exchanger or to the second connecting heat exchanger) by means of a distribution system of the thermal management system to form a temperature control circuit, in which a temperature control fluid can be circulated by means of one or more temperature control fluid conveying devices, wherein the ambient heat exchanger is at least integrated or can be integrated into the temperature control circuit including the first connecting heat exchanger. It can be provided that the temperature control fluid flowing through one or more corresponding temperature control circuits (i.e., including the first connecting heat exchanger and the ambient heat exchanger) is at least temporarily guided through the ambient heat exchanger and, if necessary, is always guided through the ambient heat exchanger for cooling purposes (i.e., for cooling the temperature control fluid).

[0013] An “ambient heat exchanger” is understood to be a heat exchanger that is provided for transferring heat between a temperature control fluid on the one hand and ambient air on the other hand. This heat transfer can be used both for cooling the temperature control fluid (due to the transfer of heat to the ambient air) and for heating the temperature control fluid (due to the transfer of heat from the ambient air).

[0014] Furthermore, the thermal management system comprises a transfer system fluidly separated from the temperature control system, which transfer system integrates a first connected heat exchanger (or its second heat exchange side) and a second connected heat exchanger (or its second heat exchange side) in at least one (first) transfer circuit.

[0015] The "fluidic separation" of the temperature control system and the transfer system from one another is understood here to mean that, in the operation of the system, no mixing of the temperature control fluid on the one hand and the transfer fluid on the other hand takes place. It can therefore also be provided that the temperature control fluid is different from the transfer fluid. In particular, it can be provided that the temperature control fluid is a fluid which is liquid at all times in the operation of the temperature control system. In correspondence therewith, the temperature control fluid delivery device or devices can in particular also be designed as a pump. In contrast, in the operation of the transfer system, the transfer fluid can exist both in a liquid aggregate state and in a gaseous aggregate state. The transfer fluid delivery device or devices can therefore in particular be designed as a pump and / or as a compressor. However, it can also be provided in a particular embodiment of the motor vehicle according to the application that the same fluid is used for the temperature control system and the transfer system.

[0016] The thermal management system of the motor vehicle according to the application makes it possible to achieve advantageous temperature control of the functional components and the interior of the motor vehicle, which is achieved by the provision of a connection between the temperature control system on the one hand and the transfer system on the other hand by means of two connection heat exchangers, which thermally couple these systems. Here, the transfer circuit or the transfer fluid flowing therein enables advantageous heat energy transfer between the connection heat exchangers, by means of which in turn an optimally possible temperature control of the functional components and the interior of the motor vehicle can be achieved.

[0017] If the transfer fluid delivery device is designed as a compressor and the (first) transfer circuit additionally integrates a throttle valve, the heat energy transfer can be carried out particularly advantageously by means of the transfer system. The transfer system therefore has all the components required for the function as a compression heat pump and / or as a compression refrigerator. There is the possibility of generating particularly high temperature differences by means of the transfer system, which can have a beneficial effect on the temperature control of the functional components and the interior of the motor vehicle.

[0018] It can be provided in accordance with a preferred embodiment of the motor vehicle according to the application that an ambient heat exchanger is integrated or can be integrated into each temperature control circuit which comprises at least one functional component and a first connection heat exchanger. This makes it possible to achieve an optimally possible need-oriented temperature control of these functional components. However, if one of the functional components is a traction power source, it can also be provided that no temperature control circuit comprising the traction power source, the first connection heat exchanger and the ambient heat exchanger is provided, whereby a relatively simple design of the thermal management system can be achieved.

[0019] Furthermore, it can be provided that the ambient heat exchanger is also integrated or can be integrated into at least one, and optionally each, temperature control circuit including a second connecting heat exchanger. This can also advantageously have an effect on the most optimal temperature control possible of the functional components and the interior of the motor vehicle. It can be provided that the temperature control fluid flowing through one or more of the corresponding temperature control circuits is at least temporarily directed through the ambient heat exchanger and, if necessary, is always directed through the ambient heat exchanger for heating purposes (i.e., to heat the temperature control fluid).

[0020] To achieve the most optimal possible temperature control, it can be provided that the traction power supply and the traction motor are integrated into the temperature control system in a parallel arrangement so that they can be flowed through independently of one another by a temperature control fluid.

[0021] Furthermore, it can be provided that the traction motor and / or at least one functional component of the functional component group, on the one hand, and an ambient heat exchanger combination, on the other hand, are integrated into the temperature control system in a series arrangement. The functional component group comprises the following functional components: power electronics, a charging device, and a thermal management system controller. The ambient heat exchanger combination comprises an ambient heat exchanger and an ambient heat exchanger bypass, so that the one or more functional components, on the one hand, and the ambient heat exchanger combination, on the other hand, can always only have a temperature control fluid flowing through them together or simultaneously. This can result in a relatively simple design of the temperature control system of the motor vehicle according to the present invention, and thus of the entire thermal management system. In this context, an "ambient heat exchanger bypass" is understood to mean a bypass line that is flow-controllable by means of a distribution system and serves to bypass the ambient heat exchanger, in particular, only the ambient heat exchanger.

[0022] According to a preferred embodiment of the motor vehicle according to the present invention, if one of the functional components is the traction power supply, a temperature control agent can be conveyed in a short circuit circuit that includes the traction power supply and excludes the heat exchanger and one or more other functional components. This allows for at least temporary self-temperature control of the traction power supply, wherein the short circuit circuit or the temperature control fluid conveyed therein by the temperature control fluid conveyor achieves a uniform distribution of locally accumulated waste heat within the traction power supply. This can be particularly advantageous for traction batteries composed of multiple cells. Furthermore, this thermal decoupling of the traction power supply simplifies the required temperature control of the remaining functional components and interior of the vehicle.

[0023] Preferably, the distribution system of the thermal management system of a motor vehicle according to the present invention can include a first distribution device, the first distribution device being connected or capable of connecting only to the first connected heat exchanger (i.e., not to the second connected heat exchanger), and a second distribution device being connected or capable of connecting only to the second connected heat exchanger (i.e., not to the first connected heat exchanger). The first distribution device and / or the second distribution device can preferably be designed as rotary slide valves (e.g., with a spherical or cylindrical valve body) and / or linear slide valves (e.g., diaphragm slide valves). The two distribution devices can be designed separately or independently of each other. However, an integrated design and, in particular, an arrangement within the same housing can also be advantageously achieved. Preferably, each distribution device is associated with its own, actively controllable, in particular electric, actuator to enable independent control of the distribution devices.

[0024] According to a preferred embodiment of the motor vehicle according to the present invention, the transfer system can integrate a first connecting heat exchanger and a second connecting heat exchanger in a first transfer circuit, omitting an air heat exchanger. The air heat exchanger can be used to control the temperature of the air to be supplied to the interior of the motor vehicle in addition to (in addition to) or alternatively to (instead of) the heating heat exchanger. Furthermore, the second transfer circuit can then integrate the first connecting heat exchanger and the air heat exchanger, omitting the second connecting heat exchanger. The distribution system can be used to provide a customized distribution of the transfer fluid to the first and / or second transfer circuits. This design also enables particularly flexible thermal energy transfer via the transfer system and, therefore, optimal and customized temperature control of the functional components and interior of the motor vehicle. In particular, this allows for advantageous temperature control of the interior of the motor vehicle, with the air heat exchanger being able to heat and cool the air to be supplied to the interior.

[0025] Advantageous temperature control of the interior of a motor vehicle can also be achieved in a motor vehicle according to the invention which comprises a second heating heat exchanger, wherein the first heating heat exchanger and the second heating heat exchanger can be integrated into the temperature control system, in particular in a parallel arrangement.

[0026] Furthermore, the thermal management system of a motor vehicle according to the present invention may include an auxiliary heater that is integrated or can be integrated into a temperature control circuit comprising the heating heat exchanger and the first connecting heat exchanger. This auxiliary heater can be used to heat the temperature control fluid as needed to ensure adequate heating of the interior, independent of the vehicle's operating state and the waste heat accumulated in the thermal management system. The auxiliary heater can be operated electrically, in particular, converting electrical energy into thermal energy for heating purposes. However, an embodiment as a burner, for example, is also possible. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The present invention will be described in more detail below with reference to the embodiments shown in the accompanying drawings. In the accompanying drawings, the following are simplified diagrams:

[0028] Figure 1 A motor vehicle according to the invention is shown according to a first embodiment;

[0029] Figure 2 A motor vehicle according to the invention is shown according to a second embodiment;

[0030] Figure 3 A motor vehicle according to the invention is shown according to a third embodiment;

[0031] Figure 4 A motor vehicle according to the invention is shown according to a fourth embodiment;

[0032] Figure 5 A motor vehicle according to the invention is shown according to a fifth embodiment;

[0033] Figure 6 A motor vehicle according to the invention is shown according to a sixth embodiment;

[0034] Figure 7 A motor vehicle according to the invention is shown according to a seventh embodiment;

[0035] Figure 8 A motor vehicle according to the invention is shown according to an eighth embodiment;

[0036] Figure 9 Shows the first operating state according to Figure 8 Thermal management systems for motor vehicles;

[0037] Figure 10 The second operating state is shown according to Figure 8 Thermal management systems for motor vehicles;

[0038] Figure 11 The third operating state is shown according to Figure 8 Thermal management systems for motor vehicles;

[0039] Figure 12 Shows the fourth operating state according to Figure 8 Thermal management systems for motor vehicles;

[0040] Figure 13 The fifth operating state is shown according to Figure 8 Thermal management systems for motor vehicles;

[0041] Figure 14 Shows the sixth operating state according to Figure 8Thermal management systems for motor vehicles. DETAILED DESCRIPTION

[0042] Figure 1 A first embodiment of a motor vehicle 1 according to the present invention is shown. The motor vehicle is constructed in the form of an electric vehicle and includes an electric traction motor 2a as a functional component 2 and a traction battery 2b, from which traction battery 2b can be supplied with electrical energy for driving the motor vehicle 1. Furthermore, the motor vehicle 1 includes power electronics 2c as a functional component 2, which is or includes a pulse-controlled inverter for controlling the traction motor 2a, a thermal management system controller 2d, and a charging device 2e, via which the traction battery 2b can be connected to an external power source (not shown) for charging.

[0043] All of these functional components 2 of the motor vehicle 1 are integrated into the thermal management system of the motor vehicle 1 in order to ensure that they are temperature-controlled as required. Such temperature control can be at least temporarily useful or necessary during driving operation of the motor vehicle 1 and during periods when the motor vehicle is not in use (i.e., not in driving operation), in particular during charging of the traction battery 2 b (charging operation).

[0044] The thermal management system comprises, on the one hand, a temperature control system 3, in which the aforementioned functional component 2 is integrated and, in addition, a heating heat exchanger 4, an ambient heat exchanger 5 with an ambient heat exchanger bypass 5a, a first heat exchange side of a first connecting heat exchanger 6, a first heat exchange side of a second connecting heat exchanger 7, a plurality of pumps 8 as temperature control fluid conveying devices, an auxiliary heater 14, a first distribution device 9 and a second distribution device 10, and a first control valve 19 and a second control valve 20. The distribution devices 9, 10 and the control valves 19, 20 are components of the distribution system of the thermal management system.

[0045] In this case, a distribution device 9 , 10 , which is designed, for example, in the form of a rotary slide valve or a linear slide valve, is respectively associated with one of the two connecting heat exchangers 6 , 7 .

[0046] The temperature of air 21 to be supplied to the interior of motor vehicle 1 can be controlled by heating heat exchanger 4 .

[0047] The first control valve 19 is associated with the (ambient heat exchanger) combination consisting of the ambient heat exchanger 5 and the ambient heat exchanger bypass 5a. By means of this first control valve, the temperature control fluid supplied to the ambient heat exchanger combination can be distributed or divided as required into the ambient heat exchanger 5 and / or the ambient heat exchanger bypass 5a.

[0048] The traction motor 2 a , the power electronics 2 c , the charging device 2 e , the thermal management system controller 2 d and the ambient heat exchanger combination are arranged in series in the temperature control system 3 .

[0049] Integrating the aforementioned components into the temperature control system 3 means that they are fluidically connected to one another via fluid lines and can be flowed through by a temperature control fluid as needed. To this end, the temperature control fluid is delivered as needed by a pump 8 and distributed within the temperature control system 3 by means of a distribution system, wherein multiple temperature control circuits can be designed. The temperature control system 3 is designed in this case so that all the aforementioned functional components 2, the heating heat exchanger 4, and the ambient heat exchanger 5 are alternately connected to the first connecting heat exchanger 6 and the second connecting heat exchanger 7 to form a temperature control circuit (including the first connecting heat exchanger 6 or the second connecting heat exchanger 7).

[0050] For the connection of the temperature control system 3, each distribution device 9, 10 forms two non-switchable joints 11 for connection to the respectively associated connecting heat exchangers 6, 7. Each of these two joints 11 is connected in a fluid-conducting manner to a group (of joints) of switchable joints 12. Each joint group includes at least two switchable joints 12, one of which is connected in a fluid-conducting manner to a group arranged in series consisting of a traction motor 2a, a power electronic device 2c, a thermal management system controller 2d, a charging device 2e and an ambient heat exchanger combination, and the other switchable joint is connected in a fluid-conducting manner to the heating heat exchanger 4. In addition, an auxiliary heater 14 is integrated into the fluid line that connects one of the switchable joints 12 of the first distribution device 9 to the heating heat exchanger 4.

[0051] Furthermore, one of the connection groups of each distribution device 9 , 10 includes a third switchable connection 12 that is fluidically connected to the traction battery 2 b. Traction battery 2 b is also connected to each distribution device 9 , 10 via a non-switchable connection 11 . The connection of the series-arranged group consisting of traction motor 2 a, power electronics 2 c, thermal management system controller 2 d, charging device 2 e, and ambient heat exchanger combination to the distribution devices 9 , 10 is selected so that the two connection sides of the group are connected to different connection groups of the switchable connections 12 of the distribution devices 9 , 10 . Thus, the first connection side of the series-arranged group consisting of the functional component 2 and ambient heat exchanger combination is connected to the connection group of two switchable connections of the first distribution device 9 and to the connection group of three switchable connections 12 of the second distribution device 10 . Conversely, the second connection side is connected to the connection group of three switchable connections 12 of the first distribution device 9 and to the connection group of two switchable connections 12 of the second distribution device 10 . This connection makes it possible to change the direction of the temperature control fluid flowing through the functional component 2 and ambient heat exchanger combination of the group arranged in series.

[0052] Furthermore, a short connecting line 13 is provided, which connects the two fluid lines (branching in the region of the distribution devices 9, 10) to one another, via which the traction battery 2b is connected to the two distribution devices 9, 10, wherein a second control valve 20 of the distribution system is associated with this short connecting line 13. Via the second control valve 20, a temperature control fluid can be supplied, as required, by means of one of the pumps 8 in the short connecting circuit, which otherwise only includes the traction battery 2b.

[0053] A total of three pumps 8 are provided, one pump each being integrated into the fluid lines connecting the distribution devices 9 , 10 to the respectively associated connecting heat exchangers 6 , 7 , and the third pump being integrated into the short connecting line 13 .

[0054] The thermal management system also includes a transfer system 15 forming two transfer circuits. On the one hand, a compressor 16 (as a transfer fluid conveying device) and the second heat exchange side of the first connecting heat exchanger 6 are integrated into both transfer circuits or are integral parts of both transfer circuits. Furthermore, an actively controllable or actively adjustable first throttle valve 17 (e.g., in the form of an adjustable expansion valve or as a combination of an expansion valve and a switching valve) and the second heat exchange side of the second connecting heat exchanger 7 are also integrated into the first transfer circuit. Conversely, a second throttle valve 17, also actively controllable, and an air heat exchanger 18 are also integrated into the second transfer circuit, via which the temperature of the air 21 to be supplied to the interior of the motor vehicle 1 can be additionally controlled.

[0055] In principle, thermal energy can be transferred between the various heat exchangers 6, 7, 18 by means of a transfer fluid flowing in a transfer circuit. At the same time, the transfer system 15 is designed so that it can be used both as a compression heat pump and as a compression refrigerator.

[0056] When the transfer system is used as a compression heat pump, heat is transferred to the transfer fluid in the second connecting heat exchanger 7 and / or the air heat exchanger 18, thereby vaporizing the transfer fluid. The still relatively cold gaseous transfer fluid is then compressed by the compressor 16, thereby increasing its temperature. The transfer fluid can thus advantageously be used in the first connecting heat exchanger 6 to heat the temperature control fluid also flowing through it. The corresponding heat transfer leads to condensation of the transfer fluid, which is then further reduced to a lower pressure by means of one of the throttle valves 17. The circuit process is thus closed.

[0057] When the transfer system 15 is used as a compression refrigerator, the gaseous transfer fluid is compressed by means of the compressor 16. The transfer fluid is then liquefied in the first connecting heat exchanger 6, releasing thermal energy. The liquid transfer fluid then flows through at least one of the throttle valves 17, thereby reducing its pressure. The transfer fluid then vaporizes when flowing through the second connecting heat exchanger 7 and / or the air heat exchanger 18. The circuit process is thus closed. The heat transferred to the transfer fluid in the second connecting heat exchanger 7 and / or the air heat exchanger 18, which causes the vaporization, can advantageously be used to cool the fluid (temperature control fluid or air 21) also flowing through the respective heat exchangers 7, 18.

[0058] When using the transfer system 15 as a compression heat pump and a compression refrigerator, the first connection heat exchanger 6 serves as a condenser, and the second connection heat exchanger 7 and / or the air heat exchanger 18 serve as evaporators for the transfer fluid. Therefore, the flow direction of the transfer fluid does not need to be changed for different uses of the transfer system 15. This allows for a relatively simple and therefore advantageous embodiment of the transfer system 15.

[0059] Figure 2 A motor vehicle 1 according to the invention is shown according to a second embodiment. Figure 1 The motor vehicle differs only in that the charging device 2 e is integrated into the section of the fluid line which connects the traction battery 2 b or the second control valve 20 to the corresponding non-switchable connection 11 of the second distribution device 10 .

[0060] On the contrary, according to Figure 3 In the motor vehicle 1 according to the invention, the charging device 2e is integrated into the short connecting line 13. In other respects, the motor vehicle 1 corresponds to Figure 1 and Figure 2 of motor vehicles.

[0061] Figure 4 A motor vehicle 1 according to the invention is shown according to a fourth embodiment. Figures 1 to 3 The difference of the motor vehicle is that no charging device 2e is integrated into the thermal management system. This may be the case if the existing charging device 2e is temperature-controlled in some other way or if active temperature control of the charging device 2e is not required. Figure 4 In the motor vehicle 1, according to Figures 1 to 3 The coolant pump 8 integrated into the short connecting line 13 in the motor vehicle 1 is integrated immediately downstream of the traction battery 2b into the fluid line which connects the traction battery 2b to the switchable connection 12 of the distribution devices 6, 7. Figure 4 The motor vehicle 1 shown in FIG. Figures 1 to 3 Another difference of the motor vehicle 1 is that the two connection sides of the group arranged in series, consisting of the traction motor 2a, the power electronic device 2c, the thermal management system controller 2d and the ambient heat exchanger combination, are respectively connected to the same terminal group of the distribution device 9, 10 (i.e. including three or two switchable terminals 12).

[0062] Figure 5 A motor vehicle 1 according to the invention is shown according to a fifth embodiment. Figure 4 The difference between motor vehicles is that (as in Figures 1 to 3 For an arrangement in which one of the pumps 8 is arranged in the short connecting line 13 instead of immediately downstream of the traction battery 2 b , as in the motor vehicle 1 of FIG.

[0063] Figure 6 A motor vehicle 1 according to the invention is shown according to a sixth embodiment, which in turn is combined with a motor vehicle according to Figures 1 to 3 The motor vehicles differ in that no charging device 2e is integrated into the thermal management system. Furthermore, the arrangement of the various connection groups (i.e., having two or three switchable connections 12) in each of the two distribution devices 6 and 7 is modified, thereby achieving a correspondingly modified association of these various connection groups with the fluid lines that connect the distribution devices 9 and 10 to the respectively associated connecting heat exchangers 6 and 7. One of these fluid lines is a fluid inlet line, and the other is a fluid outlet line, which is defined by the delivery direction of the respectively associated pump 8 (indicated in the figures by the arrows in the pump symbols).

[0064] exist Figure 7 The thermal management system of the motor vehicle 1 according to the present invention is shown in FIG. Figure 4 and Figure 5The thermal management system differs only in that the traction battery 2b is not integrated into the thermal management system. This may be the case if the traction battery 2b is temperature-controlled in some other way, if active temperature control of the traction battery 2b is not required, or if another suitable traction power source, such as a fuel cell, is provided. Due to the lack of integration of the traction battery 2b, the number of pumps 8 required to deliver the temperature control fluid can be reduced to two. Similarly, the design of the distribution devices 6 and 7 can be simplified, as only two connection groups with two switchable connections 12 are required. In this embodiment, the second control valve 20 is also omitted.

[0065] according to Figure 8 The thermal management system is basically based on Figure 7 One difference, however, is that the series arrangement of the group consisting of the traction motor 2a, the power electronics 2c, the thermal management system controller 2d and the ambient heat exchanger combination is connected differently to the distribution devices 9, 10. Figure 8 In the embodiment of the invention (compared to the embodiment according to Figures 1 to 3 and Figure 6 The connection is selected such that the two connection sides of the group are connected to different connection groups of the distribution devices 6, 7.

[0066] Figure 9 Shown according to Figure 8 The first operating state of the thermal management system can be set when the motor vehicle 1 is in driving operation and the temperature of the temperature control fluid measured immediately downstream of the ambient heat exchanger 5 is below a limit temperature (“temperature control fluid limit temperature”; for example 50° C.).

[0067] By correspondingly controlling the switchable connection 12 of the first distribution device 9, two temperature control circuits are formed, each integrating the first connecting heat exchanger 6 and, in addition, either the series-arranged group consisting of the traction motor 2a, the power electronics 2c, the thermal management system controller 2d, and the ambient heat exchanger combination, or the ambient heat exchanger 4. In this case, the temperature control medium is conducted only through the ambient heat exchanger bypass 5a.

[0068] During this first operating state of the thermal management system, the transfer system 15 can be used as a compression refrigerator, wherein air 21 to be supplied to the interior of the motor vehicle 1 is first cooled in the air heat exchanger 18 (functionally serving as the evaporator of the compression refrigerator). The thermal energy accumulated in the first connecting heat exchanger 6 (functionally serving as the condenser of the compression refrigerator) (as well as the waste heat of the existing functional component 2) can be released to the air 21 via the heating heat exchanger 4. The air 21 is thus first cooled by the air heat exchanger 18 and then heated by the heating heat exchanger 4. The purpose of this is to dry the air 21 by condensing water from the air 21 before the air is heated again (the so-called "reheat" functionality).

[0069] exist Figure 10 The second operating state shown in Figure 9 The operating state differs only in that the temperature control fluid in the temperature control circuit, which includes the series-arranged groups, is directed exclusively through the ambient heat exchanger 5 and not through the ambient heat exchanger bypass 5a. This can be set if the temperature of the temperature control fluid is higher than the temperature control fluid limit temperature. This allows excess thermal energy to be released to the ambient air via the ambient heat exchanger 5, which the temperature control fluid flowing through the temperature control circuit possesses and is not required to heat the air 21 via the heating heat exchanger 4.

[0070] The control of the thermal energy output by the ambient heat exchanger 5 can be achieved by targeted switching between the first operating state and the second operating state (by corresponding switching of the first control valve 19). In addition or as an alternative to this, any number of intermediate operating states can also be provided for this purpose, which in principle correspond to the intermediate operating states according to Figure 9 and Figure 10 The first and second operating states correspond to each other, but in this intermediate operating state the temperature control medium reaching the ambient heat exchanger combination is guided through the ambient heat exchanger 5 and the ambient heat exchanger bypass 5a at different ratios by means of the corresponding setting of the first control valve 19.

[0071] Figure 11 The third operating state of the thermal management system is shown. Figure 9 and Figure 10The first and second operating states differ in that the temperature control circuit including the heating heat exchanger 4 is not present or does not flow through a temperature control medium. The air 21 is thus cooled solely by the transfer system 15 , with the waste heat accumulated in the first connecting heat exchanger 6 (which functions as the condenser of a compression refrigerator) being dissipated to the ambient air via the remaining temperature control circuit and the ambient heat exchanger 5 integrated therein. This third operating state can be set both when the motor vehicle 1 is in motion and when the vehicle 1 is permanently stationary or not in use, particularly when the ambient temperature is above a limit temperature. Thus, when the motor vehicle 1 is not in use, so-called "stationary air conditioning" is achieved.

[0072] Figure 12 The fourth operating state of the thermal management system is shown. Figure 11 The third operating state differs in that, by correspondingly controlling the switchable connection 12 of the second distribution device 10, an additional temperature control circuit is activated or flows through, which integrates the second connecting heat exchanger 7 and the heating heat exchanger 4. Furthermore, by correspondingly controlling the throttle valve 17, the transfer medium is directed through both transfer circuits. In this fourth operating state of the thermal management system, the air 21 is cooled not only by the air heat exchanger 18 (functionally serving as the evaporator of the transfer system 15 used as a compression refrigeration unit) but also by the heating heat exchanger 4. To this end, the coolant flowing through the heating heat exchanger 4 is correspondingly cooled by the second connecting heat exchanger 7 (functionally also serving as the evaporator of the transfer system 15 used as a compression refrigeration unit).

[0073] Figure 13 and Figure 14 The fifth and sixth operating states of the thermal management system are shown, which can also be set both during driving operation of the motor vehicle 1 and when the motor vehicle is not in operation. By correspondingly controlling the switchable connection 12 of the first distribution device 9 and the second distribution device 10, two temperature control circuits are activated, one of which integrates the first connecting heat exchanger 6, the auxiliary heater 14, and the heating heat exchanger 4 in addition to the first distribution device 9, and the other of which integrates the second connecting heat exchanger 7 and the series-arranged group consisting of the traction motor 2a, the power electronics 2c, the thermal management system controller 2d, and the ambient heat exchanger combination in addition to the second distribution device 10.

[0074] The transfer system 15 can be used as a compression heat pump both in the fifth and in the sixth operating state of the thermal management system. In this case, the waste heat of the traction motor 2a, the power electronics 2c and the thermal management system controller 2d (as functional components 2 to be cooled) is transferred to the transfer fluid in the second connecting heat exchanger 7. This heat energy is used in the first connecting heat exchanger 6 to heat the temperature control fluid, which flows through the temperature control circuit to which the first connecting heat exchanger is connected. The relatively hot temperature control fluid is then used in the heating heat exchanger 4 to heat the air 21 supplied to the interior of the motor vehicle 1. Depending on the amount of heat energy required for heating the air 21, the ambient heat exchanger 5 can be connected to the corresponding temperature control circuit by means of the first control valve 19 (see Figure 13 ) or are excluded (see Figure 14 If the thermal energy available through the cooling of the functional component 2 mentioned is greater than the thermal energy required for heating the air 21 in the heating heat exchanger 4, then this can be connected. Conversely, if the thermal energy lost through the cooling of the functional component 2 is less than the thermal energy required for heating the air 21, the difference still required can be generated by means of the auxiliary heater 14. Alternatively or in addition, the ambient heat exchanger 5 can also be connected if the temperature of the temperature control fluid immediately downstream of the second connecting heat exchanger 7 is lower than the ambient temperature. This also allows the thermal energy to be used for temperature control of the air 21 extracted from the ambient air by the ambient heat exchanger 4.

[0075] Reference Signs List

[0076] 1 Motor Vehicle

[0077] 2 Functional components

[0078] 2a Traction motor

[0079] 2b Traction battery (traction power supply)

[0080] 2c Power Electronics

[0081] 2D thermal management system controller

[0082] 2e charging equipment

[0083] 3 Temperature control system

[0084] 4 Heating heat exchanger

[0085] 5. Ambient heat exchanger

[0086] 5a Ambient heat exchanger bypass

[0087] 6 First connection heat exchanger

[0088] 7 Second connection heat exchanger

[0089] 8 Pump (temperature controlled fluid delivery device)

[0090] 9. First distribution device

[0091] 10 Second distribution device

[0092] 11 Non-switchable connectors for distribution devices

[0093] 12 Switchable connectors for distribution units

[0094] 13 Short connecting pipeline

[0095] 14 Auxiliary heater

[0096] 15 Transfer System

[0097] 16. Compressor (transfer fluid delivery device)

[0098] 17 Throttle valve

[0099] 18 Air heat exchanger

[0100] 19 First control valve

[0101] 20 Second control valve

[0102] 21 Air

Claims

1. A motor vehicle (1) having a thermal management system, the thermal management system comprising - a temperature control system (3) in which a a plurality of functional components (2) to be temperature controlled, Ambient heat exchanger (5) and a first heating heat exchanger, by means of which the temperature of the air (21) to be supplied to the interior of the motor vehicle (1) can be controlled, in, Each functional component (2) and the first heating heat exchanger can be alternately connected to the first connecting heat exchanger (6) and the second connecting heat exchanger (7) by means of a distribution system to form a temperature control circuit, in which a temperature control fluid can be respectively conveyed in a cyclic manner by means of at least one temperature control fluid conveying device (8), wherein the distribution system comprises a first distribution device (9) and a second distribution device (10), the first distribution device being only or only connectable to the first connecting heat exchanger (6), the second distribution device being only or only connectable to the second connecting heat exchanger (7), and wherein the ambient heat exchanger (5) is at least integrated or can be integrated into a temperature control circuit comprising the first connecting heat exchanger (6), and A transfer system (15) fluidically separated from the temperature control system (3), the transfer system integrating a transfer fluid conveying device (16) for conveying a transfer fluid, the first connecting heat exchanger (6) and the second connecting heat exchanger (7) in a first transfer circuit.

2. The motor vehicle (1) according to claim 1, characterized in that The transfer fluid conveying device (16) is designed as a compressor and the first transfer circuit additionally integrates a throttle valve (17).

3. The motor vehicle (1) according to claim 1 or 2, characterized in that The ambient heat exchanger (5) is integrated or can be integrated into at least one temperature control circuit comprising the second connecting heat exchanger (7).

4. The motor vehicle (1) according to claim 1 or 2, characterized in that The functional components (2) are at least two of an electric traction motor (2a), a power electronic device (2c), a traction power supply (2b), a charging device (2e) and a thermal management system controller (2d).

5. The motor vehicle (1) according to claim 4, characterized in that The traction power supply (2b) and the traction motor (2a) are integrated into the temperature control system in a parallel arrangement.

6. The motor vehicle (1) according to claim 4, characterized in that The traction motor (2a) and / or at least one functional component (2) of the following group, and the combination consisting of the ambient heat exchanger (5) and the ambient heat exchanger bypass (5a), are integrated into the temperature control system (3) in a series arrangement, the group comprising power electronics (2c), a charging device (2e) and a thermal management system controller (2d).

7. The motor vehicle (1) according to claim 1 or 2, characterized in that One of the functional components (2) is a traction power supply (2b), wherein a temperature control agent can be conveyed in a short connection loop including the traction power supply (2b) and excluding the connecting heat exchanger (6, 7) and one or more other functional components (2).

8. The motor vehicle (1) according to claim 1 or 2, characterized in that The first distribution device (9) and / or the second distribution device (10) are designed as rotary slide valves and / or linear slide valves.

9. The motor vehicle (1) according to claim 1 or 2, characterized in that The transfer system (15) - the first connecting heat exchanger (6) and the second connecting heat exchanger (7) are integrated in the first transfer circuit and an air heat exchanger (18) is excluded, by means of which the temperature of the air (21) to be supplied to the interior of the motor vehicle (1) can be controlled, and - integrating the first connecting heat exchanger (6) and the air heat exchanger (18) in a second transfer circuit and excluding the second connecting heat exchanger (7), In this case, the distribution system can be used to provide a distribution of the transfer fluid into the first transfer circuit and / or the second transfer circuit as required.

10. The motor vehicle (1) according to claim 1 or 2, characterized in that A second heating heat exchanger is also included, wherein the first heating heat exchanger and the second heating heat exchanger are integrated into the temperature control system (3) in a parallel arrangement.

11. The motor vehicle (1) according to claim 1 or 2, characterized in that It also comprises an auxiliary heater (14), which is integrated or can be integrated into a temperature control circuit comprising the first heating heat exchanger and the first connecting heat exchanger (6).

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