Temperature control system for a motor vehicle

Abstract

The present invention relates to a temperature control system for a motor vehicle, the temperature control system comprising: an air conditioning system (1) which integrates a compressor (3), a condenser (5) and an evaporator (9) in a refrigerant circuit; a cooling system (11) which integrates a first component to be cooled and a first coolant cooler (13) in a first coolant circuit (12) and a second component to be cooled and a second coolant cooler (19) in a second coolant circuit (17); and a heat exchanger serving as a refrigerator (4) which has a first heat exchange side (4a) and a second heat exchange side (4b), the first heat exchange side being integrated into the refrigerant circuit or being able to be integrated by means of a first valve device (27), and the second heat exchange side being able to be integrated not only into the first coolant circuit (12) but also into the second coolant circuit (17) by means of a second valve device (21).

Description

Field of the Invention

[0001] The invention relates to a temperature control system for a motor vehicle, which on the one hand comprises a cooling system for cooling a plurality of components, such as an internal combustion engine and a charge air cooler, as required, and an air conditioning system for cooling the air to be supplied to the interior of the motor vehicle as required. Background Art

[0002] Such a temperature control system is known from US2019 / 0375270A1. The temperature control system further comprises a so-called chiller, which is a heat exchanger that is integrated into the air conditioning system on a first heat exchange side and into the cooling system on a second heat exchange side. Thereby, the coolant of the cooling system can be cooled by means of the refrigerant of the air conditioning system as required and in addition to cooling by means of a coolant cooler, in which heat transfer to the ambient air takes place.

[0003] US2016 / 0082805A1 discloses a temperature control system for a motor vehicle, in which the evaporator and the condenser of the air conditioning system are respectively integrated into the coolant circuit of the cooling system. Summary of the Invention

[0004] The object of the invention is to provide a temperature control system for a motor vehicle, which enables advantageous cooling of the components of the motor vehicle despite a simple design.

[0005] The task is implemented in a temperature control system for a motor vehicle, which on the one hand includes a cooling system that integrates at least one first component to be cooled at least temporarily and a first coolant cooler in a first coolant circuit and at least one second component to be cooled at least temporarily and a second coolant cooler in a second coolant circuit. Here, the first component to be cooled / the first component to be cooled can preferably be an internal combustion engine or an electric motor, in particular an electric traction motor, by means of which the driving of the motor vehicle can be achieved. The second component to be cooled / the second component to be cooled can preferably be a charge air cooler or a battery, in particular a traction battery, or a battery charger, by means of which the traction battery can supply electrical energy for the operation of the electric traction motor. In addition, the temperature control system includes an air conditioning system that integrates at least one compressor, a condenser and an evaporator in a refrigerant circuit, and preferably also integrates an expansion valve and / or a dryer. The evaporator can also be used in particular to cool the air conditioning air to be supplied to the interior of the motor vehicle as required. In particular, the condenser and / or the evaporator cannot correspond to the first coolant cooler and / or the second coolant cooler here. The condenser and / or the first coolant cooler and / or the second coolant cooler can in particular be designed to be air-cooled, so as to achieve the heat transfer from the refrigerant or coolant on the heat exchange side or a heat exchange side flowing through the condenser and / or the first coolant cooler and / or the second coolant cooler to the ambient air, which flows through the other heat exchange side of the condenser and / or the first coolant cooler and / or the second coolant cooler, where the ambient air is not provided for supply to the interior of the motor vehicle. In addition, a heat exchanger is provided as a chiller, which has a first heat exchange side and a second heat exchange side, the first heat exchange side being integrated into the refrigerant circuit or capable of being integrated by means of a first valve device, and the second heat exchange side being capable of being integrated into both the first coolant circuit and the second coolant circuit by means of a second valve device.

[0006] The fluid interconnection of the following components is understood as a "coolant circuit" or a "refrigerant circuit", in which the coolant or refrigerant can be circulated as required, where the coolant or refrigerant can flow through the components integrated into the corresponding circuit or flow through the components integrated into the corresponding circuit during the operation of the corresponding system.

[0007] Although the structural construction is relatively simple, the temperature control system according to the invention still enables the components to be cooled integrated into the first coolant circuit and the components to be cooled integrated into the second coolant circuit to be cooled by means of the coolant flowing through the corresponding coolant circuits, where the cooling power is provided not only by the corresponding coolant coolers here, but also by the chiller as required. Therefore, a particularly high cooling power for the two coolant circuits can be achieved as required.

[0008] According to a design variant of the temperature control system according to the invention, the integratability of the second heat exchange side of the freezer not only into the first coolant circuit but also into the second coolant circuit is only selectively achieved or cannot be achieved simultaneously, so that a relatively simple design of the temperature control system can be achieved, in particular a relatively simple design with regard to the second valve device.

[0009] In contrast, more flexible cooling of the components integrated into the cooling system can be achieved in such a way that the second valve device is designed such that the integratability of the second heat exchange side of the heat exchanger not only into the first coolant circuit but also into the second coolant circuit (that is, in addition to the basic possibility of a single integration of the two coolant circuits) is achieved simultaneously.

[0010] Preferably, the heating heat exchanger can be integrated into the first coolant circuit or can be integrated by means of a third valve device. This heating heat exchanger can be used to heat, as required, the air to be supplied to the interior of the motor vehicle. Thus, the temperature control system not only enables the interior of the motor vehicle to be cooled by means of the air-conditioning system, but also enables the interior of the motor vehicle to be heated by means of the waste heat of the cooling system.

[0011] The second valve device and / or the third valve device can preferably be designed as rotary slide valves, so that a relatively complex interconnection of the components integrated into the cooling system can also be achieved in a relatively simple manner. As an alternative to this, the second valve device and / or the third valve device can also have one or more conventional, actively controllable switching valves or proportional valves.

[0012] The temperature control system according to the invention or its cooling system can preferably include at least one coolant bypass line bypassing the second valve device, so that the flow losses occurring when flowing through the second valve device can be kept low or avoided if no coolant or only a part of the coolant is guided via the freezer. The coolant bypass line can preferably only bypass the second valve device and thus also cannot bypass one of the components to be cooled mentioned in the cooling system. Such a coolant bypass line can be particularly preferably provided as part of the first coolant circuit, since the first coolant circuit can be designed for a relatively large maximum mass flow of the coolant. It can therefore be advantageous if, when this is not required, at least a part of the flow rate or even the entire flow rate of the coolant flowing in the first coolant circuit is not guided via the second valve device when needed. Alternatively or additionally, such a coolant bypass line can also be provided as part of the second coolant circuit.

[0013] On the one hand, the coolant bypass line may not include a bypass valve, so that, depending on the different flow resistances caused by the coolant bypass line on the one hand and the flow path via the second valve device on the other hand, at least a part of the coolant is always guided via the coolant bypass line. This design can be particularly meaningful when the cooling power provided by the chiller is not substantially high, so that in order to utilize this cooling power, the entire mass flow of the coolant that can flow through the corresponding coolant circuit also has to be guided via the chiller. Therefore, the flow losses caused by flowing through the chiller and the second valve device provided for connecting the chiller to the coolant circuit as required can be kept relatively low.

[0014] However, according to one design of the temperature control system according to the invention, the coolant bypass line may also include a bypass valve, so that it is possible to control as required and thus as optimally as possible whether and to what extent the coolant is guided via the second valve device and, if possible, also via the chiller.

[0015] Furthermore, the refrigerant circuit of the temperature control system or air-conditioning system according to the invention may include a refrigerant bypass line that bypasses the first heat exchange side of the chiller, so that the flow losses caused by flowing through the first heat exchange side of the chiller can be kept low or avoided if the chiller is not used or is only used to a relatively small extent to provide additional cooling power for the cooling system, which can be controlled by means of the first valve device. The refrigerant bypass line may preferably only bypass the first heat exchange side of the chiller and thus may not bypass any of the other components mentioned in the air-conditioning system.

[0016] According to a design of the temperature control system according to the invention, the first coolant circuit and the second coolant circuit can be completely separated. This is understood to mean that the first coolant circuit and the second coolant circuit do not include integral sections, i.e., there is no section that is simultaneously part of both coolant circuits. However, here, the separate coolant circuits can be indirectly connected to a common compensation container, in particular via at least one compensation line that essentially only conducts coolant and at least one ventilation line that essentially only conducts air, respectively. However, the following design is also feasible, in which each coolant circuit is assigned its own compensation container. The reservoir for the coolant of the cooling system is understood here as a "compensation container" that serves to compensate for the volume change of the coolant caused especially by temperature by changing the liquid level of the coolant in the compensation container. For this purpose, such a compensation container can be partially filled with coolant and partially filled with gas, especially air. If the temperature control system is designed such that the second heat exchange side of the refrigerator can be integrated not only into the first coolant circuit but also into the second coolant circuit at the same time, it can be preferably provided that the first coolant circuit and the second coolant circuit are designed separately except for the integral section that (especially only) includes the refrigerator and extends between the coolant discharge part and the coolant inlet part of the second valve device.

[0017] The separate design of the coolant circuit enables different operating temperature ranges to be set for different coolant amounts contained in the coolant circuit, where the operating temperature can be determined especially downstream of the respective coolant cooler. Then, the first coolant circuit can preferably be a high-temperature coolant circuit and the second coolant circuit can be a low-temperature coolant circuit, so that the defined operating temperature range for the temperature of the coolant contained in the first coolant circuit is higher than the defined operating temperature for the temperature of the coolant contained in the second coolant circuit. Here, the lower limit value of the operating temperature range of the high-temperature coolant circuit can be lower than or preferably higher than the upper limit value of the operating temperature range of the low-temperature coolant circuit.

[0018] If the temperature control system according to the invention includes an internal combustion engine, the internal combustion engine can be, for example, a diesel engine (self-igniting and mass-regulated) or an Otto engine (externally igniting and quantity-regulated) or a combination thereof, such as an internal combustion engine with homogeneous compression ignition. The internal combustion engine can operate here not only with liquid fuel (i.e., diesel or gasoline) but also with gaseous fuel (especially natural gas, liquefied natural gas LNG, or liquefied petroleum gas LPG).

[0019] The invention also relates to a motor vehicle having the temperature control system according to the invention, especially a wheel-based and non-rail-bound motor vehicle (preferably a passenger car or a truck). Description of the Drawings

[0020] The present invention will be explained in more detail below with reference to the embodiments shown in the drawings. The drawings show in simplified form respectively:

[0021] Figure 1 a temperature control system according to the invention in a first operating state and according to a first design form;

[0022] Figure 2 the temperature control system in a second operating state;

[0023] Figure 3 the temperature control system in a third operating state;

[0024] Figure 4 a temperature control system according to the invention in a second design form;

[0025] Figure 5 a temperature control system according to the invention in a third design form;

[0026] Figure 6 a temperature control system according to the invention in a fourth design form; and

[0027] Figure 7 a temperature control system according to the invention in a fifth design form. Detailed Description of the Invention

[0028] Figures 1 to 3 a temperature control system according to the invention in a first embodiment, which is used for a motor vehicle not shown in the rest.

[0029] The temperature control system includes an air conditioning system 1, which is used on the one hand to cool (conditioned) air 10 as required, and this air is to be supplied to the interior of a motor vehicle. For this purpose, the air conditioning system 1 includes a compressor 3, which can be driven, for example, by an electric motor or by means of the internal combustion engine 2 of the motor vehicle. With the aid of this compressor, the refrigerant in the gaseous state can be compressed. The compressed gaseous refrigerant is then guided via the first heat exchange side 4a of the heat exchanger serving as a refrigerator 4 and then via a condenser 5, so that the refrigerant is cooled to the extent that it condenses. Here, heat transfer from the refrigerant to (cooling) air 6 takes place, which air flows through and around the condenser 5. The liquid refrigerant is then guided through a dryer 7 and then through an expansion valve 8, with the aid of which the refrigerant is atomized. Then, supply to an evaporator 9 takes place, in which the atomized refrigerant evaporates due to the sudden drop in the pressure level, and in this process, the heat energy is absorbed by the conditioned air 10 flowing through and around the evaporator 9. Then, the gaseous refrigerant is again guided via the expansion valve 8, and the expansion valve thereby automatically adjusts the flow cross-section through which the liquid refrigerant from the dryer 7 expands according to the pressure and temperature of the gaseous refrigerant, so that exactly as much liquid refrigerant as can be evaporated in the current operating state is supplied to the evaporator 9.

[0030] The temperature control system further includes a cooling system 11, which integrates an internal combustion engine 2 as a component to be cooled and a first coolant cooler 13 in a first coolant circuit 12. In addition, the first coolant circuit 12 includes a heating heat exchanger 14, wherein the heating heat exchanger 14 and the internal combustion engine 2 are connected in parallel in the first coolant circuit 12. By means of a (third) valve device 15 in the form of an actively controllable rotary slide valve, the coolant can be assigned as required to a branch including only the internal combustion engine 2 or a branch including the heating heat exchanger 14 and also the internal combustion engine 2. The coolant guided through the branch including only the internal combustion engine 2 flows through the first coolant inlet 2a of the internal combustion engine 2 into a coolant passage (not shown) constructed in the internal combustion engine 2, and leaves the coolant passage again via the coolant outlet 2b of the internal combustion engine 2. The coolant guided through the branch also integrating the heating heat exchanger 14 flows into the coolant passage of the internal combustion engine 1 via the second coolant inlet 2c of the internal combustion engine 2 after flowing through the heating heat exchanger 14, and is led away again via the coolant outlet 2b of the internal combustion engine 2. Here, the conveyance of the coolant can be carried out via a main coolant pump, which is integrated into the third valve device 15 and which can be driven by means of the internal combustion engine 2 or by means of an electric motor. In addition, an additional coolant pump 16 is provided, which is integrated into the branch of the first coolant circuit 12 also including the heating heat exchanger 14 upstream of the heating heat exchanger 14. This additional coolant pump 16 ensures a relatively high degree of flexibility with respect to the assignment of the coolant on the one hand to the branch including only the internal combustion engine 2 and on the other hand to the branch also integrating the heating heat exchanger 14. The additional coolant pump 16 also enables the conveyance of the coolant when the internal combustion engine 2 is not running in the case where the main coolant pump is driven by the internal combustion engine 2, for example for the recooling of the internal combustion engine 2 and / or for heating the air-conditioning air 10 to be supplied to the interior of the motor vehicle.

[0031] The cooling system 11 further includes a second coolant circuit 17, which has a charge air cooler 18, a second coolant cooler 19 and a coolant pump 20 as components to be cooled. When the internal combustion engine 2 is running, the charge air cooler 18 is used to cool the fresh gas supplied to the internal combustion engine 2 for combustion with fuel.

[0032] The cooling system 11 also includes a (second) valve device 21 in the form of a rotary slide valve, which is integrated not only into the first coolant circuit 12 but also into the second coolant circuit 17, and by means of which the second heat exchange side 4b of the refrigerator 4 can be integrated into the first coolant circuit 12 and the second coolant circuit 17. For this purpose, the second valve device 21 includes a first coolant inlet 21a, a second coolant inlet 21b, a third coolant inlet 21c, a first coolant outlet 21d, a second coolant outlet 21e, and a third coolant outlet 21f. The first coolant inlet 21a of the second valve device 21 is fluidly connected to the coolant outlet 13a of the first coolant cooler 13, and the first coolant outlet 21d of the second valve device 21 is fluidly connected to the first coolant inlet 15a of the third valve device 15. The second coolant inlet 21b of the second valve device 21 is connected to the coolant outlet 19a of the second coolant cooler 19, and the second coolant outlet 21e of the second valve device 21 is connected to the coolant inlet 20a of the coolant pump 20 of the second coolant circuit 17. The third coolant outlet 21f of the second valve device 21 is fluidly connected to the coolant inlet 4b1 of the second heat exchange side 4b of the refrigerator 4, and the third coolant inlet 21c of the second valve device 21 is fluidly connected to the coolant outlet 4b2 of the second heat exchange side 4b of the refrigerator 4.

[0033] During the operation of the internal combustion engine 2, the components to be cooled, namely the internal combustion engine 2 and the charge air cooler 18 (or the charge air 22 flowing through the charge air cooler), are cooled by the coolant flowing in the coolant circuits 12, 17, wherein the recooling of the coolant (if sufficient) is only caused by transferring heat to the cooling air 6 flowing through the coolant coolers 13, 19. If there is a heating requirement for the air-conditioning air 10 to be supplied to the interior of the motor vehicle, the coolant flowing in the first coolant circuit 12 can be partially or completely guided via the heating heat exchanger 14 as required by means of the third valve device 15. Figure 1Shows the corresponding operating positions of the second valve device 21, in which operating positions the second valve device causes a direct fluid guiding connection between the first coolant inlet 21a and the first coolant outlet 21d and between the second coolant inlet 21b and the second coolant outlet 21e. If there is a cooling demand for the air-conditioning air 10 to be supplied to the interior space of the motor vehicle in this operating state, the air-conditioning system 1 can operate according to this cooling demand. The cooling power provided by the refrigerator 4 for the coolant of the cooling system by the operation of the air-conditioning system 1 is not utilized here because the second heat exchange side 4b of the refrigerator 5 is excluded from the coolant circuits 12, 17 of the cooling system 11. Thereby, the compressor 3 of the air-conditioning system 1 can operate with as small a power as possible, which is only determined by the cooling demand for the air-conditioning air 10, and this has an advantageous effect on the energy consumption required therefor.

[0034] If the cooling power can be reasonably used for the charge air cooler 18 and this cooling power cannot be achieved by only re-cooling the coolant flowing in the second coolant circuit 17 by means of the second coolant cooler 19, then it can be according to Figure 2 It is arranged that by correspondingly adjusting the second valve device 21, the second coolant inlet 21b of the valve device 21 is fluid-guidedly connected to the third coolant outlet 21f and the third coolant inlet 21c is fluid-guidedly connected to the second coolant outlet 21e, so that the second heat exchange side 4b of the refrigerator 4 is connected to the second coolant circuit 17. And the direct fluid guiding connection between the first coolant inlet 21a and the first coolant outlet 21d of the second valve device 21 is maintained, so that the refrigerator 4 is not integrated into the first coolant circuit 12 either. By this additional re-cooling of the coolant flowing in the second coolant circuit 17 by means of the refrigerator 4 (in the case of a specifically operating air-conditioning system 1 or also an air-conditioning system 1 operating for this purpose), an increased cooling power for the charge air 22 supplied to the internal combustion engine 2 can be achieved. This can be set especially when the internal combustion engine 2 (especially a relatively powerful internal combustion engine 2 with a specific rated power of at least 200 kW or at least 100 kW per liter of displacement) is operating at full load (and especially still at full load in combination with a relatively low speed of the motor vehicle and thus a relatively low cooling power of the coolant coolers 13, 19). Thereby, it can be made possible for the internal combustion engine 2 to operate especially in the case of an external ignition design and also in this full load operation with a stoichiometric combustion air ratio (λ = 1), which can have an advantageous effect on the harmful substance emission behavior of the internal combustion engine 2 or the combustion machine including the internal combustion engine 2. This stoichiometric full load operation can especially have an advantageous effect on the effectiveness of the three-way catalytic converter and / or particulate filter integrated into the exhaust system of the combustion machine not shown.

[0035] According to Figure 3 , with the aid of the refrigerator 4 it is also possible to achieve additional cooling power for the coolant flowing in the first coolant circuit 12 and thus (also) for the internal combustion engine 2 integrated therein. For this purpose, by means of the corresponding position of the second valve device 21, the first coolant inlet 21a of the second valve device 21 is fluid-guided and connected to the third coolant outlet 21f, and the third coolant inlet 21c is fluid-guided and connected to the first coolant outlet 21d. In addition, in this operating position of the second valve device 21, there is a direct fluid-guided connection between the second coolant inlet 21b and the second coolant outlet 21e. The refrigerator 4 is thus integrated into the first coolant circuit 12 but excluded from the second coolant circuit 17. The additional cooling power provided by the refrigerator 4 can be used, in particular, when there is an unusually high and usually only rarely and / or briefly existing cooling requirement of the internal combustion engine 2, for example when operating at full load while the driving speed of the motor vehicle is relatively low (for example when the motor vehicle is driving uphill). Since the share of the total recooling power required for the coolant flowing through the first coolant circuit 12 is then satisfied by the refrigerator 4 or via the refrigerator 4 by the air-conditioning system 1, it is possible to achieve that the first coolant cooler 13 and in particular also the blower (not shown) assigned to the first coolant cooler 13 (and preferably also simultaneously to the second coolant cooler 19 and the condenser 5) are dimensioned to be relatively less powerful, which can have an advantageous effect with regard to the space requirement for the blower and with regard to the electrical power requirement for the blower. If it is provided that the compressor 3 of the air-conditioning system 1 is driven by the internal combustion engine 2, this reduction in the electrical power requirement can also have an advantageous effect on the purely electric driving range of the motor vehicle when designed as a hybrid vehicle.

[0036] If the motor vehicle is operated in such a way that the additional cooling power provided by the refrigerator 4 can be reasonably used not only for the first coolant circuit 12 but also for the second coolant circuit 17 or for the components to be cooled integrated in the first coolant circuit and the second coolant circuit respectively, it can be provided that the second valve device 21 is in accordance with Figure 2 and Figure 3switching multiple times or cyclically between the operating positions. In principle, however, the following design of the second valve device 21 is also feasible, in which the second heat exchange side 4b of the refrigerator 4 is integrated not only into the first coolant circuit 12 but also into the second coolant circuit 17 at the same time. However, the disadvantage here is the mixing of the coolant from the first coolant circuit 12 on the one hand and from the second coolant circuit 17 on the other hand in the refrigerator 4. This mixing is particularly disadvantageous when, as preferably provided, the first coolant circuit 12 is designed as a high-temperature coolant circuit and the second coolant circuit 17 is designed as a low-temperature coolant circuit, so that the set operating temperature range of the coolant flowing in the first coolant circuit 12 is higher than the set operating temperature range of the coolant flowing in the second coolant circuit 17. In order to achieve different operating temperature ranges for the coolant amounts flowing in the different coolant circuits 12, 17, according to Figures 1 to 3 the coolant circuits 12, 17 of the cooling system are designed separately. Here, the mixing of these coolant amounts takes place only to a small extent in the compensation container 23 connected to the two coolant circuits 12, 17. For this purpose, the lower coolant-containing section of the compensation container 23 in the direction of gravity is connected to the two coolant circuits 12, 17 via a connecting line 24 in the third valve device 15. In addition, the upper air-containing section of the compensation container 23 is connected to different sections of the two coolant circuits 12, 17 via a plurality of ventilation lines 25.

[0037] Figure 4 shows an alternative design of the temperature control system according to the invention. This temperature control system differs from the temperature control system according to Figures 1 to 3 in that the air conditioning system 1 includes a refrigerant bypass line 26 that bypasses only the first heat exchange side 4a of the refrigerator 4, wherein the (first) valve device 27 in the form of an actively controllable switch or proportional valve can control to what extent the refrigerant is guided via the refrigerator 4 and / or the refrigerant bypass line 26. For example, with this design it is achieved that when the air conditioning system 1 operates to cool the conditioned air 10 to be supplied to the interior of the motor vehicle and at the same time there is no need for the cooling power provided by the refrigerator 4 for the coolant of the cooling system 11, the refrigerant is not guided through the first heat exchange side 4a of the refrigerator 4.

[0038] Figure 5 The design of the temperature control system according to the invention shown in Figures 1 to 3 differs from the temperature control system according to Figure 5As shown and adjusted as such, when the second heat exchange side 4b of the refrigerator 4 is integrated into the first coolant circuit 12, a part of the coolant flowing in the first coolant circuit 12 also bypasses the second heat exchange side 4b of the refrigerator 4.

[0039] Figure 6 Shows a design of the temperature control system according to the invention, which is basically corresponding to Figure 5 the design, wherein however a coolant bypass line 28 is assigned an actively controllable bypass valve 29. Thereby, when the second heat exchange side 4b of the refrigerator 4 is integrated into the first coolant circuit 12 by the corresponding position of the second valve device 21, then it can be controlled whether and to what extent the coolant is also guided via the coolant bypass line 28.

[0040] According to Figure 7 the design of the temperature control system according to the invention combines the distinguishing features of the temperature control system according to Figure 4 and 5 (compared with the temperature control system according to Figures 1 to 3 ). However, according to another alternative design (not shown), the coolant bypass line 28 of the temperature control system according to Figure 7 can also be assigned a bypass valve 29 according to Figure 6 .

[0041] List of reference numerals

[0042] 1 Air-conditioning system

[0043] 2 Internal combustion engine

[0044] 2a First coolant inlet of the internal combustion engine

[0045] 2b Coolant outlet of the internal combustion engine

[0046] 2c Second coolant inlet of the internal combustion engine

[0047] 3 Compressor

[0048] 4 Refrigerator

[0049] 4a First heat exchange side of the refrigerator

[0050] 4b Second heat exchange side of the refrigerator

[0051] 4b1 Coolant inlet of the second heat exchange side of the refrigerator

[0052] 4b2 Coolant outlet of the second heat exchange side of the refrigerator

[0053] 5 Condenser

[0054] 6 Cooling air

[0055] 7. Dryer

[0056] 8. Expansion valve

[0057] 9. Evaporator

[0058] 10. Air-conditioning air

[0059] 11. Cooling system

[0060] 12. First coolant circuit

[0061] 13. First coolant cooler

[0062] 13a. Coolant discharge section of the first coolant cooler

[0063] 14. Heating heat exchanger

[0064] 15. Third valve device of the integrated main coolant pump with the first coolant circuit

[0065] 15a. First coolant inlet section of the third valve device

[0066] 16. Additional coolant pump for the first coolant circuit

[0067] 17. Second coolant circuit

[0068] 18. Charge air cooler

[0069] 19. Second coolant cooler

[0070] 19a. Coolant discharge section of the second coolant cooler

[0071] 20. Coolant pump for the second coolant circuit

[0072] 20a. Coolant inlet section of the coolant pump for the second coolant circuit

[0073] 21. Second valve device

[0074] 21a. First coolant inlet section of the second valve device

[0075] 21b. Second coolant inlet section of the second valve device

[0076] 21c. Third coolant inlet section of the second valve device

[0077] 21d. First coolant discharge section of the second valve device

[0078] 21e. Second coolant discharge section of the second valve device

[0079] 21f. Third coolant discharge section of the second valve device

[0080] 22 Supercharged air

[0081] 23 Compensation container

[0082] 24 Connecting pipeline

[0083] 25 Ventilation pipeline

[0084] 26 Refrigerant bypass pipeline

[0085] 27 First valve device

[0086] 28 Coolant bypass pipeline

[0087] 29 Bypass valve.

Claims

1. A temperature control system for a motor vehicle, the temperature control system comprising: · An air-conditioning system (1), which integrates a compressor (3), a condenser (5) and an evaporator (9) in a refrigerant circuit, · A cooling system (11), the cooling system - Integrates a first component to be cooled and a first coolant cooler (13) in a first coolant circuit (12), and - Integrates a second component to be cooled and a second coolant cooler (19) in a second coolant circuit (17), and · A heat exchanger serving as a refrigerator (4), which has - A first heat exchange side (4a), which is integrated into the refrigerant circuit or can be integrated by means of a first valve device (27), and - A second heat exchange side (4b), which can be integrated into both the first coolant circuit (12) and the second coolant circuit (17) by means of a second valve device (21).

2. The temperature control system according to claim 1, characterized in that, The first component to be cooled is an internal combustion engine (2) or an electric motor and / or the second component to be cooled is a charge air cooler (18) or a battery or a battery charger.

3. The temperature control system according to claim 1 or 2, characterized in that, The second valve device (21) is designed such that the integratability of the second heat exchange side (4b) of the refrigerator (4) into both the first coolant circuit (12) and the second coolant circuit (17) is only selectively achieved.

4. The temperature control system according to claim 1 or 2, characterized in that, A heating heat exchanger (14) is integrated into the first coolant circuit (12) or can be integrated by means of a third valve device (15).

5. The temperature control system according to claim 4, characterized in that The second valve device (21) and / or the third valve device (15) is designed as a rotary slide valve.

6. The temperature control system according to claim 1 or 2, characterized in that, The first coolant circuit (12) includes a coolant bypass line (28) that bypasses the second valve device (21).

7. The temperature control system according to claim 6, characterized in that The coolant bypass line (28) does not include a bypass valve.

8. The temperature control system according to claim 6, characterized in that, The coolant bypass line (28) includes a bypass valve (29).

9. The temperature control system according to claim 1 or 2, characterized in that, The refrigerant circuit includes a refrigerant bypass line (26) that bypasses the first heat exchange side (4a) of the refrigerator (4).

10. The temperature control system according to claim 1 or 2, characterized in that, The first coolant circuit (12) and the second coolant circuit (17) are designed to be completely separate or are only integrally designed in a section that includes the refrigerator (4) and leads from the coolant discharge section (21f) of the second valve device (21) to the coolant inlet section (21c) of the second valve device (21).

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