Heat pump assembly with cooler for a battery electric vehicle and method of operating a heat pump assembly

Abstract

Heat pump assembly with a chiller for a battery electric vehicle and method of operating a heat pump assembly. The invention relates to a heat pump assembly with a chiller for a battery electric vehicle, the heat pump assembly having a refrigerant circuit with a compressor (1), a heating condenser (2), a refrigerant valve with expansion function (3), an ambient heat exchanger (4), at least one evaporator (6) comprising an associated refrigerant valve with expansion function (5) and a three-way refrigerant valve with expansion function (8) arranged in parallel to the evaporator (6), the evaporator (6) having a refrigerant path via a chiller bypass (29) and a refrigerant path via a chiller (9).

Description

TECHNICAL FIELD

[0001] The present invention relates to a heat pump assembly with a chiller for a battery electric vehicle.

[0002] Furthermore, the present invention relates to a method of operating the heat pump assembly in a selected operating mode, wherein the refrigerant circuit of the heat pump assembly also comprises cooling of the cabin and thus constitutes a combined heat pump and refrigeration unit. BACKGROUND

[0003] The field of application of the present invention is the field of electrically driven vehicles which typically use high voltage batteries (HV batteries) as energy storage to supply the drive train of the vehicle with energy. Further field of application of the present invention is vehicles with so-called plug-in hybrid, which produce only a small amount of waste heat and whose batteries are integrated into the thermal management system.

[0004] In this respect, an efficient thermal supply of the vehicle plays an important role in combination with the optimal thermal management of the battery and the electric drive train.

[0005] Electric battery electric vehicles produce relatively little waste heat and therefore such vehicles typically need to efficiently generate heat for heating the vehicle cabin and provide the heat in sufficient amount and at the appropriate temperature level.

[0006] In the prior art, refrigerant circuits for refrigeration units and heat pump circuits are known for such a layout which are tailored specifically to battery electric vehicles.

[0007] For example, DE 10 2019 109 796 A1 discloses a thermal flow management device and a method of operating a thermal flow management device, the thermal flow management device having a refrigerant circuit and a drive train coolant circuit and a heating line heat transfer circuit.

[0008] DE 10 2016 100 971 A1 relates to a climate control system for a vehicle having a heat pump subsystem and DE 10 2008 062 176 A1 discloses a device and a method for controlling the temperature of electrical components of a motor vehicle.

[0009] US 2019 / 0344640 A1 discloses a thermal management device for a vehicle, which comprises a heat pump.

[0010] DE 10 2020 111 505 A1 relates to a heat pump assembly for a battery electric vehicle and a method of operating the heat pump assembly, wherein multiple chillers are required to couple the refrigerant circuit and the heat transfer circuit to utilize waste heat of the vehicle. SUMMARY

[0011] TECHNICAL PROBLEM

[0012] However, these systems are generally very complex and rarely able to combine the need and requirements of the vehicle occupants for adequate heating via the air conditioner of the vehicle, also called air conditioning device, with the cooling or even heating of the battery and electric drive train, which is optimally required in each of the various operating states.

[0013] It is the object of the present application to provide a heat pump assembly for a battery electric vehicle which combines the increased efficiency of a heat pump for supplying heat to an air conditioner for use in the passenger compartment of a motor vehicle with the possibility of optimal heating of the battery, which not only includes efficient cooling but also heating as required in certain operating states.

[0014] Technical solution

[0015] The heat pump assembly within the thermal management system for a battery electric vehicle is able to operate flexibly over a large range of operating / environmental conditions. The operation of the vehicle and thus of the thermal management system is influenced by various factors such as environmental and driving conditions, user comfort requirements and the component functions of the battery, electric drive train and control unit as well as safety aspects. Therefore, a reliable overall vehicle thermal management and heat pump assembly is required to ensure that the vehicle components are operated within the permissible temperature window, while providing comfort features such as cabin air conditioning. In addition, the thermal system must ensure the safe operation of the vehicle, for example de-icing and dehumidification of the windshield to achieve anti-fog performance.

[0016] This object is achieved by the heat pump assembly and method described in the main aspect of the present application. Further refinements are described in the secondary aspects of the present application.

[0017] The object of the present application is solved in particular by a heat pump assembly for a battery electric vehicle with a chiller having a refrigerant circuit and two coolant circuits, a battery coolant circuit and a drive train coolant circuit. The refrigerant circuit has at least one compressor, a heating condenser, a refrigerant valve with expansion function associated with an ambient heat exchanger, at least one evaporator comprising an associated refrigerant valve with expansion function and a three-way refrigerant valve with expansion function arranged in parallel to the evaporator with a refrigerant path via the chiller bypass and a refrigerant path via the chiller connected on the refrigerant side.

[0018] An ambient heat exchanger bypass comprising a refrigerant valve with expansion function is arranged upstream of the chiller between the heating condenser and the downstream refrigerant valve with expansion function.

[0019] The battery coolant circuit has a coolant pump, a cooler connected on the coolant side, a battery heat exchanger and a battery cooling radiator, wherein a battery cooler radiator bypass with an auxiliary coolant heater is provided in the battery coolant circuit in parallel to the battery cooling radiator via a three-way coolant valve.

[0020] The drive train coolant circuit has a coolant pump, a drive train cooler and a drive train cooling radiator, wherein the fluid connection of the battery cooling radiator bypass of the battery coolant circuit is formed in parallel to the drive train cooling radiator.

[0021] Furthermore, a battery heat exchanger bypass with a three-way coolant valve is provided in the battery coolant circuit, which also forms a direct connection from the drive train coolant circuit to the cooler.

[0022] The function of the three-way valve can also be implemented by separate components. However, this results in a higher outlay in terms of equipment.

[0023] Advantageously, an air PCT is provided in the air conditioning of the vehicle in addition to the heating condenser for heating the air used in the vehicle cabin.

[0024] An advantageous embodiment of the heat pump assembly is that a drive train loop with a three-way refrigerant valve is formed in parallel to the drive train cooling radiator. Furthermore, the drive train loop is advantageously provided in parallel to the fluid connection to the battery coolant circuit.

[0025] Advantageously, the ambient heat exchanger, the drive train cooling radiator and the battery cooling radiator are combined in one radiator unit.

[0026] More advantageously, a refrigerant collector is provided upstream of the compressor in the refrigerant circuit and R134a or R1234yf is preferably used as refrigerant in the refrigerant circuit.

[0027] For the purposes of the present application, a heating condenser is understood to mean a heat exchanger in the air conditioning of a vehicle which transfers heat from within the air conditioning to the air flow of the air conditioning for heating the vehicle cabin. The ambient heat exchanger is intended to be a heat exchanger which absorbs heat from the ambient air as a radiator in the case of operation of the assembly as a heat pump or releases heat to the ambient air when operating as a refrigeration unit.

[0028] The cooler is a heat exchanger which is integrated on one side into the refrigerant circuit and on the other side into the coolant circuit, wherein the cooler supplies cold on the coolant side to the battery heat exchanger and the drive train cooler and releases heat on the refrigerant side.

[0029] The refrigerant collector is also known as an accumulator and can optionally also be designed as a separator for liquid refrigerant upstream of the compressor and as a separator for liquid refrigerant upstream of the compressor.

[0030] A bypass is understood to mean a refrigerant line which bypasses a component of the refrigerant circuit or which guides a portion of the refrigerant mass flow parallel to the relevant component.

[0031] The coolant circuit of the vehicle is thermally coupled to the refrigerant circuit via the cooler and usually contains a water / glycol mixture which serves as a coolant or also as a heat transfer medium depending on the operating state of the overall system.

[0032] The low-temperature cooler is a coolant cooler designed as a radiator which releases heat to the ambient air. In the coolant circuit, the battery heat exchanger absorbs waste heat from the battery and dissipates it in order to achieve an optimal operating mode of the battery. The drive train cooler also absorbs heat from components of the drive train in order to cool the components of the drive train. For example, the components of the drive train are electronic components which generate waste heat and the electric drive itself.

[0033] Active cooling is understood to mean cooling by means of the refrigerant circuit, while passive cooling is understood to mean cooling by means of a radiator by releasing heat to the environment.

[0034] The idea of the invention is that the thermal management system of a battery-powered electric vehicle uses a heat pump assembly according to the invention to link various heat sources and sinks via a refrigerant circuit and a coolant circuit. In general, the operation of this system is highly flexible in order to achieve an efficient, powerful and dynamic operation of all components and to ensure the case-specific cooling or heating of various vehicle components.

[0035] Depending on the application of the vehicle, the thermal system architecture can differ significantly, for example, in terms of whether a heat pump function is included or not. In general, a more flexible system is able to achieve a more versatile and efficient heat transfer between the vehicle components. However, this increased efficiency and performance usually has an impact on the system complexity and the associated system costs.

[0036] A key aspect of the design of a thermal management system is the structure of the refrigerant circuit, including the number of heat exchangers connecting the refrigerant system to the refrigerant circuit. Generally, the most efficient system design has a dual-cooler layout with two separate heat exchangers connected to different refrigerant circuits in addition to the evaporator in the air path of the air conditioner. In this way, parallel operation of the two refrigerant circuits is possible, allowing for maximum flexibility. Such a layout increases the system complexity of the refrigerant system, in particular on the (low pressure) suction side. This leads to higher pressure losses, which have a negative impact on the efficiency of the system and result in a reduction of the COP (Coefficient of Performance). Furthermore, the complex circuit leads to increased packaging and system costs.

[0037] In addition, the thermal management system has to ensure sufficient cabin heating and cooling capacity under all operating conditions, both in steady state operation and in highly transient operation. Although the heat pump system architecture generally allows the use of various heat sources present on the vehicle, such as, for example, the ambient heat source, the drive train heat source, the battery heat source, the processor unit heat source, etc., these heat sources are sometimes insufficient, especially during highly transient operation with strong heating.

[0038] For example, one critical operating situation is commissioning the vehicle at very low ambient temperatures and with a cold vehicle cabin and battery. In order to ensure fast heating of the cabin and the battery, modern thermal management systems include additional electric heating elements such as low or high voltage PTCs (PTC thermistors, positive temperature coefficient) that can be installed in both the refrigerant circuit and the air path to the cabin. This technology is mainly used in non-heat pump systems, in which the heating of the supply air to the cabin is usually provided by an air PTC only. Also, for comfort reasons, heat pump systems are usually supplemented with an air PTC due to the higher heating capacity and improved system dynamics. However, the air PTC significantly increases the overall cost of the system.

[0039] According to the present application, as a heat pump assembly according to the main aspect, two novel system architectures are derived, which enable the thermal management system to operate flexibly, powerfully and efficiently. The two heat pump assemblies allow a reduction of the necessary components and thus simplify the system architecture and the associated system costs. In addition, one embodiment allows the omission of the high voltage PTC in the air path, which enables a further significant reduction of the overall system costs. BRIEF DESCRIPTION OF DRAWINGS

[0040] Further details, features and advantages of embodiments of the present application will become apparent from the following description of example embodiments with reference to the drawings. In the drawings:

[0041] Figure 1 : shows a flow chart of a heat pump assembly,

[0042] Figure 2 : flow diagram showing cabin cooling with the cabin as the heat source and the environment as the heat sink,

[0043] Figure 3 : flow diagram showing cabin cooling and active battery cooling with the cabin and the battery as the heat sources and the environment as the heat sink,

[0044] Figure 4 : flow diagram showing cabin cooling and passive battery cooling with the cabin as the heat source and the environment as the heat sink,

[0045] Figure 5 : flow diagram showing cabin re-heating and active battery cooling with the cabin and the battery as the heat sources and the environment as the heat sink,

[0046] Figure 6 : flow diagram showing cabin re-heating with the environment and the battery as the heat sources and the cabin as the heat sink,

[0047] Figure 7 : flow diagram showing cabin re-heating with the environment and the auxiliary heater as the heat sources and the cabin as the heat sink,

[0048] Figure 8 : flow diagram showing cabin re-heating with the environment and the auxiliary heater as the heat sources and the cabin as the heat sink,

[0049] Figure 9 : flow diagram showing cabin heating with the environment as the heat source and the cabin as the heat sink,

[0050] Figure 10 : flow diagram showing cabin heating with the environment and the driveline as the heat sources and the cabin and the battery as the heat sinks,

[0051] Figure 11 : flow diagram showing cabin heating with the environment and the driveline as the heat sources and the cabin as the heat sink,

[0052] Figure 12 : flow diagram showing cabin heating with the driveline as the heat source and the cabin as the heat sink,

[0053] Figure 13 : flow diagram showing a heat pump assembly with a driveline loop,

[0054] Figure 14 : flow diagram showing cabin heating with the driveline and the auxiliary heater as the heat sources and the cabin as the heat sink,

[0055] Figure 15: shows a flow diagram for cabin heating, where the auxiliary heater is the heat source and the cabin is the heat sink, and

[0056] Figure 16 : shows a flow diagram for environmental heat exchanger de-icing, where the auxiliary heater is the heat source and the cabin is the heat sink. DETAILED DESCRIPTION

[0057] According to Figure 1 The heat pump assembly according to

[0058] The refrigerant circuit of the thermal management system is shown in double line and is based on a single refrigerant heat exchanger, chiller 9, connected to a number of expansion valves 8, 10, in addition to an evaporator 6 in the air path to the cabin. For maximum efficiency in heating mode, the system has a direct heat exchanger, heating condenser 2, in the air path for the vehicle cabin air 34 of the air conditioning device 27. The system is preferably designed to operate with refrigerants such as R134a and R1234yf. In the air conditioning device 27 of the vehicle, the vehicle cabin air 34 is conditioned. In a broader sense, this is to be understood to mean that the air introduced into the vehicle cabin from the air conditioning device 27 is cooled, heated and dehumidified as required.

[0059] The system architecture enables the heat pump system to be flexibly operated in various operating modes, such as cooling, heating and dehumidification, with a minimum of expansion and directional valves, which use a number of heat sources and heat sinks, respectively. The respective heat sources and heat sinks are the environment, the high-voltage battery, the electric drive train and its electrical and electronic components, the high-voltage air PTC and as well as the coolant heater.

[0060] Within the refrigerant circuit, the compressor 1 is connected to the heating condenser 2, which is integrated into the air conditioning device 27. From the heating condenser 2, the refrigerant can be conveyed via a refrigerant valve with expansion function (EXV) 3 to the environmental heat exchanger (OHX) 4. By means of the refrigerant valve 3 between the heating condenser 2 and the environmental heat exchanger 4, different pressure levels can be set between these two components. This function is required to control the heat transfer to the ambient air 26 in cooling mode and the heat absorption from the ambient air 26 in heating mode. In this way, the entire system can be operated at three different pressure levels, wherein the medium pressure level can be varied between the high pressure level and the suction pressure level.

[0061] As an alternative to the interconnection via the ambient heat exchanger 4, the heating condenser 2 is also connected to the refrigerant valve with expansion function (EXV) 10 at the inlet of the cooler 9 via an ambient heat exchanger bypass 28.

[0062] In cooling mode, the refrigerant passes through the ambient heat exchanger 4 to dissipate condensation heat to the environment. In heating mode, the condensation heat is released in the heating condenser 2 to heat the vehicle cabin air 34 conditioned in the air conditioning device 27.

[0063] The outlet of the ambient heat exchanger 4 is connected both to the refrigerant valve with expansion function 5 at the inlet of the evaporator 6 and to the refrigerant valve with expansion function 3-way 8. The refrigerant valve with expansion function 3-way 8 has three ports denoted 1, 2 and 3. Ports 2 and 3 are output ports and port 1 is an input port. When the expansion side of the refrigerant valve 8 is connected to the cooler 9 at output port 2, output port 1 provides a direct connection to the suction side of the system via a bypass line called cooler bypass 29 towards the refrigerant collector 11 and the compressor 1. Instead of the refrigerant valve with expansion function 3-way 8, a separate valve with corresponding function can also be employed as an alternative.

[0064] The refrigerant lines on the suction side at the outlet of the evaporator 6, the cooler 9 and the cooler bypass 29 are preferably connected to each other upstream of the inlet into the refrigerant collector 11. The outlet of the refrigerant collector 11 is connected to the suction side of the compressor 1. With this architecture, the refrigerant can be partially evaporated, evaporated and superheated in the ambient heat exchanger 4, the evaporator 6 of the air conditioning device 27 and the cooler 9.

[0065] Due to the specific system layout, the refrigerant circuit enables the ambient heat exchanger 4 and the cooler 9 to be operated in parallel at different pressure levels. If needed, the ambient heat exchanger 4 and the cooler 9 can also be operated in series mode. The operating mode can be flexibly adapted to the environment and operating conditions, such as the temperature of the vehicle and the heat source.

[0066] The battery coolant circuit 24 is shown in dashed lines and communicates with the refrigerant circuit through the cooler 9. At the outlet of the cooler 9, the coolant is directed to the battery heat exchanger 19 for cooling the HV battery via a 3-way coolant valve 18 or via a parallel bypass line, the battery heat exchanger bypass 32. At the output of the battery heat exchanger 19, another 3-way coolant valve 20 directs the coolant towards the battery cooling radiator 13 of the battery coolant circuit 24 or via the battery cooler radiator bypass 30 towards an optional auxiliary electric coolant heater 21 for battery heating, for example. The coolant is circulated by using a coolant pump 17 at the inlet of the cooler 9, which is connected to both the battery cooling radiator 13 and the optional auxiliary coolant heater 21.

[0067] The drive train coolant circuit 25 is shown in continuous solid line and serves to cool the electric drive train by the drive train cooler 15. At the outlet of the drive train cooler 15 of the electric drive train, the three-way coolant valve 14 directs the coolant to the drive train cooling radiator 12. The drive train cooling radiator 12 is connected to the coolant pump 16 located at the inlet of the drive train cooler 15. In this way, the drive train coolant circuit 25 can be used to passively cool the electric drive train, thus enabling an efficient system operation. If heat from the drive train is to be utilized, the drive train coolant circuit 25 can be connected to the battery coolant circuit 24 via the three-way coolant valve 14, as schematically indicated by the battery cooler radiator bypass 30 connected to the battery coolant circuit 24.

[0068] By using the air side PTC heating element 7 in the air conditioning device 27, an additional cabin heating capacity can be achieved.

[0069] The heat sinks of the heat pump assembly, the drive train cooling radiator 12, the battery cooling radiator 13 and the ambient heat exchanger 4 are preferably structurally combined in one radiator unit 31.

[0070] Figure 2 By means of Figure 1 The highlighted components of the heat pump assembly of Fig. 1 show the mode 1 cabin cooling. By the following figures, the non-active components and / or refrigerant or coolant lines are shown in thin lines and the active refrigerant or coolant lines are shown in thick lines with respect to the non-active components and / or refrigerant or coolant lines.

[0071] In the following figures, the switching state of the valves is illustrated by the representation of the symbols. If the triangle symbol is shown only as an outline and empty, the valve is open. If the triangle symbol is completely filled, the valve is closed. If the valve is operated with an expansion function in case an expansion function is provided, the triangle is shown hatched.

[0072] Figure 2 The mode shown in Fig. 2 is designed for high ambient temperatures above 30°C.

[0073] In this mode, the refrigerant flows through the air-cooled ambient heat exchanger (OHX) 4 downstream of the compressor 1, thereby releasing condensation heat to the environment. The refrigerant flow is expanded by the EXV 5 provided upstream of the evaporator 6 into the evaporator 6 to cool the air 34 flowing through the evaporator 6 into the cabin. The refrigerant valve 3 is switched to the maximum passage without an expansion function, and the heating condenser 2 of the air conditioning device 27 is switched to be inactive, so that the refrigerant circuit releases the full cooling capacity to the air 34 to be cooled for the vehicle cabin.

[0074] The battery coolant circuit 24 is operated in a recirculation mode to homogenize the battery in terms of temperature distribution. The cooler 9 is not operated, the corresponding refrigerant valve is closed, so that in this mode the cooler 9 has no function with respect to heat transfer and only passes through on the coolant side. The coolant flows in a circulation from the coolant pump 17 via the cooler 9 through the battery heat exchanger 19 and the battery cooler radiator bypass 30 back to the coolant pump 17. In this mode the auxiliary coolant heater 21 is not operated and has no function with respect to heat transfer.

[0075] The coolant of the powertrain coolant circuit 25 of the electric drive train is guided from the coolant pump 16 via the powertrain cooler 15 and the powertrain cooling radiator 12 as a radiator and in the process is passively cooled by the ambient air 26.

[0076] Figure 3 Mode 2 cabin cooling and active battery cooling is shown. This mode is used at high ambient temperatures above 30°C.

[0077] In this mode the refrigerant flows through the air-cooled ambient heat exchanger (OHX) 4, thereby releasing condensation heat to the ambient air 26. A partial flow of the refrigerant is expanded through the EXV 5 provided upstream of the evaporator 6 into the evaporator 6 to cool the air 34 flowing through the evaporator 6 of the air conditioning device 27 into the cabin, similar to mode 1. The refrigerant valve 3 is switched to no expansion function and the heating condenser 2 also has no function.

[0078] Another partial flow of the refrigerant downstream of the ambient heat exchanger (OHX) 4 is expanded in the three-way refrigerant valve 8 with expansion function and evaporates in the cooler 9 by absorbing heat from the battery coolant circuit 24 to cool the battery and then joins the partial flow of refrigerant from the evaporator and is guided via the refrigerant collector 11 to the compressor 1.

[0079] The battery coolant circuit 24 is operated in an active cooling mode to cool the battery. The coolant absorbs heat from the battery in the battery heat exchanger 19 and is then actively cooled by the refrigerant circuit in the cooler 9, thereby transferring heat to the refrigerant circuit. For this purpose, as described above, a partial flow of the refrigerant is guided in parallel to the evaporator 6 via the three-way refrigerant valve (EXV) 8 with expansion function and expands when entering the cooler 9. The coolant flows in a circulation from the coolant pump 17 via the cooler 9 through the battery heat exchanger 19 and the battery cooler radiator bypass 30 back to the coolant pump 17. In this mode the auxiliary coolant heater 21 is not operated and has no function with respect to heat transfer.

[0080] Similar to according to Figure 2In the operating mode of the cabin heating and active battery cooling mode, the cabin cooling mode is active. The cabin cooling mode is described above. The battery cooling mode is active. The battery cooling mode is described above.

[0081] Figure 4 The cabin cooling and passive battery cooling mode at high ambient temperatures above 30°C is shown.

[0082] In this mode, the refrigerant flows through the air-cooled ambient heat exchanger (OHX) 4, releasing condensation heat to the ambient air 26. The refrigerant flow is expanded into the evaporator 6 by the refrigerant valve with expansion function (EXV) 5, which is arranged upstream of the evaporator 6, to cool the vehicle cabin air 34 flowing through the evaporator 6. The refrigerant valve 3 is switched to maximum passage without expansion function, and the heating condenser 2 of the air conditioning device 27 is switched out of action, so that the refrigerant circuit releases the full cooling capacity to the air 34 to be cooled for the vehicle cabin.

[0083] The battery cooling mode is active. The battery cooling mode is described above.

[0084] Similar to the process shown in Figure 2 and Figure 3 The electric drive train is passively cooled via the drive train coolant circuit 25 using the drive train cooling radiator 12.

[0085] Figure 5 The cabin reheating and active battery cooling mode at relatively mild ambient temperatures above 15°C is shown.

[0086] In vehicle air conditioning, the reheating mode is understood to mean that the air 34 to be supplied to the vehicle cabin is first cooled and dehumidified in the air conditioning device 27 and then heated to the desired temperature. By reducing the humidity of the vehicle cabin air 34, fogging of the vehicle windows is reduced and or prevented.

[0087] In this mode, the refrigerant flows through the air-cooled ambient heat exchanger (OHX) 4, releasing condensation heat to the ambient air 26. The regulation of the heat release to the ambient air 26 is achieved by the refrigerant valve with expansion function (EXV) 3 before entering the ambient heat exchanger (OHX) 4. In the ambient heat exchanger (OHX) 4, the refrigerant is expanded to an intermediate pressure level.

[0088] The refrigerant flow is expanded into the evaporator 6 by a refrigerant valve (EXV) 5 with expansion function arranged upstream of the evaporator 6 to cool the air 34 flowing through the evaporator 6 into the cabin. Subsequently, the vehicle cabin air 34 is reheated by the heating condenser 2 of the air conditioning device 27. The heat flow required for reheating the air flowing to the cabin is smaller than the heat flow extracted from the air stream in the evaporator 6. The above-mentioned extraction of heat from the air 34 and any associated extraction of humidity from the air 34 and the subsequent heating of the air 34 to the desired temperature for the air 34 of the vehicle cabin is referred to as reheat.

[0089] The battery coolant circuit 24 is operated in passive cooling mode to cool the battery. The coolant absorbs heat from the battery via the battery heat exchanger 19 and is then cooled in the battery cooling radiator 13, thereby transferring heat to the ambient air 26. The chiller 9 is not operated, the corresponding refrigerant valve is closed. The electric drive train is passively cooled by the drive train cooling radiator 12 of the drive train coolant circuit 25.

[0090] The operating modes of the battery coolant circuit 24 and the drive train coolant circuit 25 correspond to the operating modes of the described circuits and processes. Figure 4 The described circuits and processes.

[0091] Figure 6 A cabin reheat mode at low ambient temperatures above 0°C is shown.

[0092] In this mode, the refrigerant flows through the air-cooled ambient heat exchanger (OHX) 4, thereby transferring heat from the ambient to the refrigerant. The refrigerant is evaporated or partially evaporated in the process. The regulation of the heat absorption from the ambient air 26 is achieved by a refrigerant valve (EXV) 3 with expansion function before entering the ambient heat exchanger 4. In the ambient heat exchanger 4, the refrigerant is expanded to a medium pressure level. Previously, the heat from the refrigerant is transferred via the heating condenser 2 to the air stream for cabin air conditioning, and additionally, the vehicle cabin air 34 is heated by means of the air PTC 7. The air PTC 7 is an additional heat exchanger for heating the air for the vehicle cabin according to the principle of the PTC thermistor. These are also called PTC resistors or PTCs. Alternatively, other additional heat exchangers can be used to heat the vehicle cabin air 34.

[0093] Downstream thereof, a partial flow of the refrigerant is expanded into the evaporator 6 by a refrigerant valve 5 with expansion function arranged upstream of the evaporator 6 to cool the air 34 flowing through the evaporator 6 into the cabin. Subsequently, the vehicle cabin air 34 is reheated by the heating condenser 2. The air PTC 7 can be activated to help reheat the cabin supply air. The heat flow required for reheating the air flowing to the cabin is greater and in particular much greater than the heat flow extracted from the air stream in the evaporator 6.

[0094] In parallel, a partial flow of refrigerant is expanded into the chiller 9 by a three-way refrigerant valve (EXV) 8 provided upstream of the chiller 9 with expansion function. To improve system performance, heat from the electric drivetrain is transferred from the drivetrain chiller 15 and, optionally, heat from the battery of the battery heat exchanger 19 is transferred to the refrigerant via the chiller 9. For this purpose, the battery coolant circuit 24 is operated in active cooling mode and connected to the drivetrain coolant circuit 25. In the mode shown, the coolant absorbs heat from the battery and the drivetrain and transfers this heat to the refrigerant circuit, where it is used to heat the vehicle cabin via the heating condenser 2.

[0095] The battery coolant circuit 24 and the drivetrain coolant circuit 25 are connected to each other and the coolant flows in a cycle from the coolant pump 17 via the chiller 9, the battery heat exchanger 19, the three-way coolant valve 20, the coolant pump 16 and the drivetrain chiller 15 to the coolant pump 17. The radiator of the coolant circuit, the drivetrain cooling radiator 12 and the battery cooling radiator 13 are not operated in this mode.

[0096] Figure 7 A cabin reheating mode at low ambient temperatures above 0°C is shown.

[0097] In this mode, the refrigerant flows through the air-cooled ambient heat exchanger (OHX) 4, thereby transferring heat from the ambient air 26 to the refrigerant. The refrigerant is evaporated or partially evaporated in the process. Prior to entering the ambient heat exchanger (OHX) 4, a regulation of the heat absorption from the ambient air 26 is achieved by the refrigerant valve (EXV) 3 with expansion function. In the ambient heat exchanger (OHX) 4, the refrigerant is expanded to a medium pressure level. Previously, heat from the refrigerant is transferred via the heating condenser 2 to the air stream for cabin air conditioning, and the refrigerant is condensed, and additionally, the vehicle cabin air 34 is heated by means of the air PTC 7.

[0098] Downstream thereof, a partial flow of refrigerant is expanded into the evaporator 6 by the refrigerant valve 5 with expansion function provided upstream of the evaporator 6 to cool the air 34 flowing through the evaporator 6 into the cabin. Subsequently, the vehicle cabin air 34 is reheated by the heating condenser 2. The air PTC 7 can be activated to help reheating the vehicle cabin air 34. The heat flow required to reheat the air flowing to the cabin is greater than the heat flow extracted from the air stream in the evaporator 6.

[0099] In parallel, a partial flow of refrigerant is expanded into the chiller 9 by a three-way refrigerant valve (EXV) 8 provided upstream of the chiller 9 with expansion function. To improve system performance, an auxiliary electric heater, an auxiliary refrigerant heater 21 is activated in the battery chiller radiator bypass 30 of the battery refrigerant circuit 24. Heat is transferred from the auxiliary refrigerant heater 21 to the refrigerant circuit and then via the chiller 9 to the refrigerant, wherein the battery heat exchanger 19 of the battery is not traversed. In this case, the refrigerant of the battery refrigerant circuit 24 flows in a cycle from the chiller 9 via the three-way refrigerant valve 18 through the battery heat exchanger bypass 32 with the auxiliary refrigerant heater 21 to the refrigerant pump 17 and thus to the chiller 9.

[0100] Figure 8 A cabin re-heating mode at low ambient temperatures above 0°C is shown.

[0101] In this mode, a partial flow of refrigerant flows through the air-cooled ambient heat exchanger (OHX) 4, thereby transferring heat from the environment to the refrigerant. The refrigerant is evaporated or partially evaporated in the process. Prior to entering the ambient heat exchanger (OHX) 4, a regulation of the heat absorption from the ambient air 26 is achieved by a refrigerant valve (EXV) 3 with expansion function. Previously, heat from the refrigerant is transferred via the heating condenser 2 to the vehicle cabin air 34 for cabin air conditioning, and the refrigerant is condensed, and additionally, the air 34 for the vehicle cabin is heated by means of the air PTC 7.

[0102] Downstream thereof, the refrigerant is expanded into the evaporator 6 by a refrigerant valve 5 with expansion function provided upstream of the evaporator 6 to cool the air 34 flowing through the evaporator 6 into the cabin. Subsequently, the vehicle cabin air 34 is re-heated by the heating condenser 2. The air PTC 7 can be activated to help re-heat the cabin supply air. The heat flow required to re-heat the air flowing to the cabin is significantly higher than the heat flow extracted from the vehicle cabin air 34 in the evaporator 6.

[0103] In parallel, the remaining portion of the refrigerant flow has branched upstream of the refrigerant valve (EXV) 3 with expansion function, via the ambient heat exchanger bypass 28 to the ambient heat exchanger (OHX) 4 and is expanded upstream of the chiller 9 via the single refrigerant valve (EXV) 10 with expansion function. This interconnection enables the absorption of heat at different pressure and / or temperature levels. The refrigerant paths to the ambient heat exchanger (OHX) 4 / evaporator 6 and the chiller 9 operate in parallel. To improve system performance, the auxiliary electric heater, the auxiliary coolant heater 21 is activated in the battery coolant radiator bypass 30 of the battery coolant circuit 24. Heat is transferred from the auxiliary coolant heater 21 to the coolant circuit and then via the chiller 9 to the refrigerant, wherein the battery heat exchanger 19 of the battery is not traversed. The coolant flows in the cycle from the coolant pump 17 via the chiller 9, the three-way coolant valve 18 and the battery heat exchanger bypass 32, via the auxiliary coolant heater 21 to the coolant pump 17 of the battery coolant circuit 24.

[0104] Figure 9 A cabin heating mode with the environment as heat source at low / cold ambient temperatures down to -20°C is shown.

[0105] In this mode, the refrigerant flows through the air-cooled ambient heat exchanger (OHX) 4, thereby transferring heat from the environment to the refrigerant. The refrigerant is evaporated in the process. Prior to entering the ambient heat exchanger (OHX) 4, a regulation of the heat absorption from the ambient air 26 is achieved by the refrigerant valve (EXV) 3 with expansion function. Previously, heat from the refrigerant is released via the heating condenser 2 to the vehicle cabin air 34 for cabin air conditioning, and the refrigerant is condensed, and additionally, the vehicle cabin air 34 can be heated by means of the air PTC 7.

[0106] In this mode, the ambient heat exchanger (OHX) 4 is the only heat source for cabin heating, unless the air PTC 7 is operated.

[0107] To maximize system efficiency, the refrigerant is guided past the chiller 9 via the chiller bypass 29 by means of the three-way refrigerant valve (EXV) 8 with expansion function, so that in this mode the chiller 9 is closed on the refrigerant side and the expansion function of the three-way refrigerant valve (EXV) 8 with expansion function is not activated.

[0108] Bypassing the battery heat exchanger 19, the battery coolant circuit 24 is directly interconnected with the driveline coolant circuit 25 via the three-way coolant valve 18 by means of the battery heat exchanger bypass 32. Coolant flows from the coolant pump 17 via the non-active cooler 9, the three-way coolant valve 18, the battery heat exchanger bypass 32, the coolant pump 16, the driveline cooler 15 and the three-way coolant valve 14 to the coolant pump 17. This homogenizes the temperature distribution of the driveline. No heat is dissipated via the radiator of the coolant circuit.

[0109] Figure 10 A cabin heating mode with ambient heat as heat source at low / cold ambient temperatures down to -20°C is shown.

[0110] In this mode, the refrigerant flows through the air-cooled ambient heat exchanger (OHX) 4, thereby transferring heat from the environment to the refrigerant. The refrigerant is evaporated in the process. Prior to entering the ambient heat exchanger (OHX) 4, a regulation of the heat uptake from the ambient air 26 is achieved by the refrigerant valve with expansion function (EXV) 3. Previously, heat from the refrigerant is released via the heating condenser 2 to the air stream for cabin air conditioning, and the refrigerant is condensed, and additionally, the vehicle cabin air 34 can be heated by means of the air PTC 7.

[0111] The ambient heat exchanger (OHX) 4 is the only heat source for cabin heating unless the air PTC 7 is activated. In this mode, the expansion function of the three-way refrigerant valve with expansion function (EXV) 8 is not activated.

[0112] To maximize system efficiency, the refrigerant is guided through the cooler 9 via the cooler bypass 29 by means of the three-way refrigerant valve with expansion function (EXV) 8, so that in this mode the cooler 9 is closed on the refrigerant side.

[0113] The battery coolant circuit 24 is directly interconnected with the driveline coolant circuit 25 via the three-way coolant valve 20, wherein the coolant flow is guided through the battery heat exchanger 19. Coolant flows from the coolant pump 17 via the non-active cooler 9, the battery heat exchanger 19, the three-way coolant valve 20, the coolant pump 16 and the driveline cooler 15 to the coolant pump 17. This transfers heat from the driveline to the battery and homogenizes the temperature distribution in the driveline and the battery.

[0114] Figure 11 A cabin heating mode with ambient heat and waste heat from the driveline as heat source at low / cold ambient temperatures down to -20°C is shown.

[0115] In this mode, a partial flow of refrigerant flows through the air-cooled ambient heat exchanger (OHX) 4, thereby transferring heat from the environment to the refrigerant. The refrigerant is evaporated or partially evaporated in the process. The regulation of the heat absorption from the ambient air 26 is achieved by the refrigerant valve with expansion function (EXV) 3 before entering the ambient heat exchanger (OHX) 4. To maximize the system efficiency, the refrigerant is guided via the chiller bypass 29 past the chiller 9 by means of the three-way refrigerant valve with expansion function (EXV) 8, so that in this mode the chiller 9 is closed on the refrigerant side.

[0116] In parallel, the remaining partial flow of refrigerant has branched upstream of the refrigerant valve with expansion function (EXV) 3 via the ambient heat exchanger bypass 28 to the ambient heat exchanger (OHX) 4 and is expanded upstream of the chiller 9 via the single refrigerant valve with expansion function (EXV) 10. This interconnection enables the absorption of heat at different pressure and / or temperature levels. The refrigerant paths to the ambient heat exchanger (OHX) 4 / evaporator 6 and the chiller 9 operate in parallel.

[0117] The battery coolant circuit 24 is directly interconnected with the driveline coolant circuit 25, bypassing the battery heat exchanger 19. The coolant flows from the coolant pump 17 via the chiller 9, the three-way coolant valve 18, the battery heat exchanger bypass 32, the coolant pump 16, the driveline chiller 15 and the three-way coolant valve 14 to the coolant pump 17. This transfers heat from the driveline coolant circuit 25 to the refrigerant circuit via the chiller 9.

[0118] Thus, the heat source for heating the cabin supply air achieved by heating the condenser 2 is the ambient air 26 as well as waste heat from the driveline. The air PTC 7 can be activated to help heat the vehicle cabin air 34.

[0119] Figure 12 A cabin heating mode with waste heat from the driveline as heat source is shown at low / cold ambient temperatures down to -20°C.

[0120] In this mode, to maximize system performance and efficiency, the entire refrigerant mass flow has branched upstream of the refrigerant valve with expansion function (EXV) 3 via the ambient heat exchanger bypass 28 to the ambient heat exchanger (OHX) 4 and is expanded upstream of the chiller 9 via the single refrigerant valve with expansion function (EXV) 10. This achieves a full closure of the outside ambient heat exchanger (OHX) 4 on the refrigerant side. This can significantly increase the suction pressure of the system.

[0121] The coupled coolant circuits 24 and 25 are as for Figure 11The described design. By-passing the battery heat exchanger 19, the battery coolant circuit 24 is directly interconnected with the driveline coolant circuit 25 by means of a three-way coolant valve 18 and a battery heat exchanger bypass 32. This transfers heat from the driveline coolant circuit 25 via the chiller 9 to the refrigerant circuit.

[0122] Thus, the driveline is the main heat source for heating the vehicle cabin air 34, which is achieved by heating the condenser 2. The air PTC 7 can be activated to help reheat the cabin supply air.

[0123] In Figure 13 , the heat pump assembly according to Figure 1 is advantageously further improved.

[0124] In contrast to the circuit layout of the components in Figure 1 , the circuit layout according to Figure 13 is supplemented downstream of the evaporator 6 in the refrigerant flow direction by a check valve 23 in the refrigerant circuit.

[0125] Furthermore, the circuit layout according to Figure 13 does not provide the air PTC 7 according to Figure 1 for additional heating of the vehicle cabin air 34.

[0126] Additionally, a driveline loop 33 with a three-way coolant valve 22 is also provided.

[0127] The heat pump assembly according to Figure 13 comprises a central refrigerant circuit and two cryogenic cooling circuits, a battery coolant circuit 24 for cooling / heating the battery and a driveline coolant circuit 25 for cooling / heating the electric driveline. Cabin air conditioning is provided by the refrigerant circuit. The system can be integrated into any vehicle with a standard air conditioning system architecture.

[0128] In addition, unlike the assembly shown in Figure 1 , Figure 13 the heat pump assembly shown in allows to omit the high-pressure air PTC in the air path of the air conditioning device 27. For this purpose, the system enables heating with the coolant of the battery coolant circuit 24 by means of an auxiliary coolant heater 21 and enables providing heat for cabin heating by means of the heat pump function.

[0129] Similar to the embodiment according to Figure 1 , in addition to the evaporator 6 in the air path to the cabin, the heat pump assembly according to Figure 13The refrigerant circuit of the thermal management system of the vehicle 1 is also based on a single refrigerant heat exchanger, the cooler 9, connected to multiple expansion valves 8, 10. To achieve maximum efficiency in heating mode, the system has a direct heat exchanger, the heating condenser 2, in the air path of the air conditioning device 27. The system is preferably designed to operate with refrigerants such as R134a and R1234yf.

[0130] Furthermore, the system architecture allows the heat pump system to be flexibly operated in various operating modes, such as cooling, heating and dehumidification, with a minimum use of expansion valves and directional valves, which use multiple heat sources and heat sinks, respectively. The respective heat sources and heat sinks are the environment, the HV battery, the electric drive train and its electrical and electronic components, and the coolant heater.

[0131] Within the refrigerant circuit, the compressor 1 is connected to the heating condenser 2, which is integrated into the air conditioning device. The refrigerant can be transferred from the heating condenser 2 via a refrigerant valve with expansion function (EXV) 3 to the ambient heat exchanger (OHX) 4. By means of the refrigerant valve 3 between the heating condenser 2 and the ambient heat exchanger 4, different pressure levels can be set between these two components. This function is required to control the heat transfer to the ambient air 26 in cooling mode and the heat absorption from the ambient air 26 in heating mode. In this way, the entire system can be operated at three different pressure levels, wherein the medium pressure level can be varied between the high pressure level and the suction pressure level.

[0132] As an alternative to the interconnection via the ambient heat exchanger 4, the heating condenser 2 is also connected via the ambient heat exchanger bypass 28 to a refrigerant valve with expansion function (EXV) 10 at the inlet of the cooler 9.

[0133] In cooling mode, the refrigerant passes through the ambient heat exchanger 4 to dissipate the condensation heat to the environment. In heating mode, the condensation heat is released in the heating condenser 2 to heat the vehicle cabin air 34, which is conditioned in the air conditioning device 27.

[0134] The outlet of the ambient heat exchanger 4 is connected both to a refrigerant valve with expansion function 5 at the inlet of the evaporator 6 and to a refrigerant valve with expansion function 8, which is a three-way valve. The refrigerant valve with expansion function 8 has three ports denoted 1, 2 and 3. Ports 2 and 3 are the output ports and port 1 is the input port. When the expansion side of the three-way valve 8 is connected to the cooler 9 at output port 2, output port 1 provides a direct connection to the suction side of the system via a bypass line called cooler bypass 29 towards the refrigerant collector 11 and the compressor 1. A check valve 23 is integrated into the cooler bypass 29. Instead of the refrigerant valve with expansion function 8, a separate valve with corresponding function can also be employed as an alternative.

[0135] The refrigerant lines on the suction side of the outlet of the evaporator 6, the chiller 9 and the chiller bypass 29 are preferably connected to each other upstream of the inlet into the refrigerant collector 11. The outlet of the refrigerant collector 11 is connected to the suction side of the compressor 1. With this architecture, the refrigerant can be partially evaporated, evaporated and superheated in the ambient heat exchanger 4, the evaporator 6 of the air conditioning device 27 and the chiller 9.

[0136] Due to the specific system layout, the refrigerant circuit enables the ambient heat exchanger 4 and the chiller 9 to be operated in parallel at different pressure levels. If required, the ambient heat exchanger 4 and the chiller 9 can also be operated in series mode. The mode of operation can be flexibly adapted to the environmental and operating conditions, such as the temperature of the vehicle and the heat source.

[0137] The battery coolant circuit 24 communicates with the refrigerant circuit through the chiller 9. At the outlet of the chiller 9, the coolant is guided to the battery heat exchanger 19 for cooling the HV battery via a three-way coolant valve 18 or via a parallel bypass line, the battery chiller radiator bypass 30. At the output of the battery heat exchanger 19, another three-way coolant valve 20 directs the coolant either towards the battery cooling radiator 13 of the battery coolant circuit 24 or towards the auxiliary electric coolant heater 21. The coolant is circulated by using a coolant pump 17 at the inlet of the chiller 9, which is connected to both the battery cooling radiator 13 and the auxiliary coolant heater 21.

[0138] The drive train coolant circuit 25 is used to cool the electric drive train through the drive train chiller 15. At the outlet of the drive train chiller 15 of the electric drive train, a three-way coolant valve 14 directs the coolant to the drive train cooling radiator 12. The drive train cooling radiator 12 is connected to a coolant pump 16 located at the inlet of the drive train chiller 15. In this way, the drive train coolant circuit 25 can be used to passively cool the electric drive train, thus enabling an efficient system operation. If heat from the drive train is to be utilized, the drive train coolant circuit 25 can be connected to the battery coolant circuit 24 via the three-way coolant valve 14, as schematically indicated by the battery chiller radiator bypass 30 connected to the battery coolant circuit 24.

[0139] Additionally, the coolant can be recirculated through the drive train via the three-way coolant valve 22 through the drive train loop 33. Both three-way coolant valves 14 and 22 can also be combined in a 4 / 2-way coolant valve.

[0140] With the heat pump assembly according to Figure 13 the same modes as for the heat pump assembly according to Figures 2 to 12 plus the modes according to Figure 1 plus the modes according to Figures 14 to 16the modes described in the following pages for the heat pump assembly according to Figure 13

[0141] Figure 14 A cabin heating mode with the waste heat from the driveline and the auxiliary coolant heater 21 as heat source is shown at low / cold ambient temperatures down to -20°C.

[0142] To maximize system performance and efficiency, the entire refrigerant mass flow is guided via the heating condenser 2 and the superheat and condensation heat is released to the vehicle cabin air 34 for cabin air conditioning and the refrigerant is condensed and has branched upstream of the refrigerant valve with expansion function (EXV) 3 via the ambient heat exchanger bypass 28 to the ambient heat exchanger (OHX) 4 and guided via the single refrigerant valve with expansion function (EXV) 10 and expanded and evaporated in the cooler 9 and then supplied to the compressor 1. This enables a full shut-off of the outside ambient heat exchanger (OHX) 4 on the refrigerant side.

[0143] This allows a significant increase of the suction pressure of the system even at very low ambient temperatures.

[0144] The coupled coolant circuits 24 and 25 are designed as described for Figure 11 and Figure 12 In contrast to these circuits, the auxiliary coolant heater 21 is actively operated and the coolant is heated.

[0145] Bypassing the battery heat exchanger 19, the battery coolant circuit 24 is directly interconnected with the driveline coolant circuit 25 by means of the three-way coolant valve 18 and the battery heat exchanger bypass 32. This transfers heat from the driveline coolant circuit 25 and the auxiliary coolant heater 21 to the refrigerant circuit via the cooler 9. The recirculation branch of the driveline, the driveline loop 33, is deactivated in this mode.

[0146] Thus, the driveline and the auxiliary coolant heater 21 are the main heat sources for heating the vehicle cabin air 34, which is achieved by the heating condenser 2. Here, the use of an air PTC can be omitted.

[0147] Figure 15 A cabin heating mode with the auxiliary coolant heater 21 as heat source is shown at low / cold ambient temperatures down to -20°C.

[0148] In this mode, similar to Figure 14 ​In this mode, in order to maximize system performance and efficiency, the entire refrigerant mass flow is branched upstream of the refrigerant valve with expansion function (EXV) 3 via the ambient heat exchanger bypass 28 to the ambient heat exchanger (OHX) 4 and expanded upstream of the cooler 9 via the single refrigerant valve with expansion function (EXV) 10. This enables a complete closing of the ambient heat exchanger (OHX) 4 on the refrigerant side.

[0149] This allows the suction pressure of the system to be significantly increased even at very low ambient temperatures.

[0150] Bypassing the battery heat exchanger 19, the battery coolant circuit 24 is not interconnected with the driveline coolant circuit by means of the three-way coolant valve 18 and the battery heat exchanger bypass 32. The auxiliary coolant heater 21 is used as a heat source. Thus, heat from the auxiliary coolant heater 21 is transferred from the battery coolant circuit 24 to the refrigerant circuit via the cooler 9.

[0151] In this mode, the recirculation branch is activated and the equalization of the driveline temperature profile is provided by switching through the short circuit of the coolant pump 16, the driveline cooler 15, the three-way coolant valve 22 and the driveline loop 33.

[0152] The auxiliary coolant heater 21 is the only heat source for heating the cabin supply air, which is achieved by heating the condenser 2. The use of an air PTC can be omitted.

[0153] Figure 16 The de-icing mode of the ambient heat exchanger (OHX) 4 at low / cold ambient temperatures down to -20°C is shown.

[0154] In this mode, in order to de-ice the ambient heat exchanger (OHX) 4, the refrigerant flows unrestricted through the refrigerant valve 3 downstream of the compressor 1 and the heated condenser 2 and through the air-cooled ambient heat exchanger (OHX) 4 at high pressure and high temperature, wherein the condensation heat is used to de-ice the ambient heat exchanger (OHX) 4 and is finally released into the ambient air 26. In this mode, the refrigerant valve with expansion function (EXV) 3 does not restrict the refrigerant mass flow.

[0155] Subsequently, the refrigerant is expanded into the cooler 9 by the three-way refrigerant valve with expansion function (EXV) 8 arranged upstream of the cooler 9 and evaporates in the cooler 9. In this mode, the suction pressure of the system can be significantly increased even at very low ambient temperatures.

[0156] Furthermore, in this mode, as for the Figure 15As described, bypassing the battery heat exchanger 19, the battery coolant circuit 24 is not interconnected with the driveline coolant circuit 25 by means of the three-way coolant valve 18 and the battery heat exchanger bypass 32. The auxiliary coolant heater 21 is used as a heat source. Thus, heat from the auxiliary coolant heater 21 is transferred from the battery coolant circuit 24 to the refrigerant circuit via the cooler 9.

[0157] As described for the mode Figure 15 in which the driveline coolant circuit 25 is also activated in this mode, and homogenization of the driveline temperature profile is provided by switching through the coolant pump 16, the driveline cooler 15, the three-way coolant valve 22 and the short loop of the driveline loop 33.

[0158] Heating of the vehicle cabin air 34 is done by heating the condenser 2 only. The use of air PTCs can be omitted.

[0159] List of reference signs

[0160]

Table 1

[0161]

[0162]

Claims

1. A heat pump assembly with a chiller (9) for a battery electric vehicle, with a refrigerant circuit having a compressor (1), a heating condenser (2), a refrigerant valve with expansion function (3), an ambient heat exchanger (4), at least one evaporator (6) with associated refrigerant valve with expansion function (5), and a three-way refrigerant valve with expansion function (8) arranged in parallel to the evaporator (6), the evaporator (6) having a refrigerant path via a chiller bypass (29) and a refrigerant path via a chiller (9), wherein an ambient heat exchanger bypass (28) with a refrigerant valve with expansion function (10) is arranged upstream of the chiller (9) between the heating condenser (2) and the refrigerant valve with expansion function (3), and a battery coolant circuit (24) with a coolant pump (17), the chiller (9), a battery heat exchanger (19) and a battery cooling radiator (13), wherein a battery cooler radiator bypass (30) with an auxiliary coolant heater (21) is arranged in the battery coolant circuit (24) in parallel to the battery cooling radiator (13) via a three-way coolant valve (20), and a driveline coolant circuit (25) with a coolant pump (16), a driveline chiller (15) and a driveline cooling radiator (12), wherein a fluid connection from the driveline coolant circuit (25) to the battery cooler radiator bypass (30) of the battery coolant circuit (24) is formed in parallel to the driveline cooling radiator (12), and a battery heat exchanger bypass (32) with a three-way coolant valve (18) is formed for connecting the driveline coolant circuit (25) to the chiller (9) of the battery coolant circuit (24).

2. The heat pump assembly of claim 1, wherein, An air PTC (7) is arranged in an air conditioning device (27) in addition to the heating condenser (2) for heating air used in the vehicle cabin.

3. The heat pump assembly of claim 1, wherein, A driveline loop (33) with a three-way coolant valve (22) is formed in parallel to the driveline cooling radiator (12).

4. Heat pump assembly according to any of claims 1 to 3, characterized in that The ambient heat exchanger (4), the driveline cooling radiator (12) and the battery cooling radiator (13) are combined in one radiator unit (31).

5. The heat pump assembly according to any one of claims 1 to 3, characterized in that, A refrigerant collector (11) is arranged upstream of the compressor (1) in the refrigerant circuit.

6. The heat pump assembly according to any one of claims 1 to 3, characterized in that, R134a or R1234yf is used as refrigerant in the refrigerant circuit.

7. A method of operating a heat pump assembly according to any one of claims 1 to 6 for actively cooling a vehicle cabin, for homogenizing the temperature distribution of a battery and for passively cooling a drive train at ambient temperatures above 30°C, characterized in that, The refrigerant condenses downstream of the compressor (1) in the ambient heat exchanger (4), expands in the refrigerant valve with expansion function (5) and evaporates in the evaporator (6) by absorbing heat from air for cooling the vehicle cabin and is guided to the compressor (1), wherein the battery coolant circuit (24) with the coolant pump (17), the battery heat exchanger (19) and the battery cooler radiator bypass (30) is operated in a recirculation mode without heating or cooling and the drive train coolant circuit (25) with the coolant pump (16), the drive train cooler (15) and the drive train cooling radiator (12) is operated for passive cooling.

8. Method of operating a heat pump assembly according to any one of claims 1 to 6 for actively cooling a vehicle cabin, for actively cooling a battery and for passively cooling a drive train at ambient temperatures above 30 °C, characterized in that, The refrigerant condenses downstream of the compressor (1) in the ambient heat exchanger (4) and then a partial flow expands in the refrigerant valve with expansion function (5) and evaporates in the evaporator (6) by absorbing heat from air for cooling the vehicle cabin and is guided to the compressor (1) and a partial flow expands in the three-way refrigerant valve with expansion function (8) and evaporates in the cooler (9) by absorbing heat from the battery coolant circuit (24) for cooling a battery and is guided to the compressor (1), wherein the battery coolant circuit (24) with the coolant pump (17), the cooler (9) and the battery heat exchanger (19) is operated in an active cooling mode and the battery cooler radiator bypass (30) is operated without heating and the drive train coolant circuit (25) with the coolant pump (16), the drive train cooler (15) and the drive train cooling radiator (12) is operated for passive cooling.

9. Method of operating a heat pump assembly according to any one of claims 1 to 6 for actively cooling a vehicle cabin, for passively cooling a battery and for passively cooling a drive train at ambient temperatures above 30 °C, characterized in that, The refrigerant condenses downstream of the compressor (1) in the ambient heat exchanger (4), expands in the refrigerant valve with expansion function (5) and evaporates in the evaporator (6) by absorbing heat from air for cooling the vehicle cabin and is guided to the compressor (1), wherein the battery coolant circuit (24) is operated for passive cooling from the coolant pump (17) via the non-active cooler (9), the battery heat exchanger (19) and the battery cooling radiator (13) and the drive train coolant circuit (25) with the coolant pump (16), the drive train cooler (15) and the drive train cooling radiator (12) is operated for passive cooling. The refrigerant condenses downstream of the compressor (1) in the ambient heat exchanger (4), expands in the refrigerant valve with expansion function (5) and evaporates in the evaporator (6) by absorbing heat from air for cooling the vehicle cabin and is guided to the compressor (1), wherein the battery coolant circuit (24) is operated for passive cooling from the coolant pump (17) via the non-active cooler (9), the battery heat exchanger (19) and the battery cooling radiator (13) and the drive train coolant circuit (25) with the coolant pump (16), the drive train cooler (15) and the drive train cooling radiator (12) is operated for passive cooling.

10. Method of operating a heat pump assembly according to any one of claims 1 to 6 for a re- heating mode of a vehicle cabin, for passively cooling a battery and for passively cooling a driveline at ambient temperatures above 15°C, characterized in that, The refrigerant releases heat downstream of the compressor (1) in the heating condenser (2), is then expanded to medium pressure level in the refrigerant valve with expansion function (3) and releases heat in the ambient heat exchanger (4), is expanded to low pressure level in the refrigerant valve with expansion function (5) and evaporates in the evaporator (6) by absorbing heat from the air and is guided to the compressor (1), wherein the battery coolant circuit (24) is operated for passive cooling from the coolant pump (17) via the non-active cooler (9), the battery heat exchanger (19) and the battery cooling radiator (13) and the drive train coolant circuit (25) with the coolant pump (16), the drive train cooler (15) and the drive train cooling radiator (12) is operated for passive cooling.

11. Method of operating a heat pump assembly according to any one of claims 1 to 6 for a re- heating mode of a vehicle cabin, for actively cooling a battery and for actively cooling a drive train at ambient temperatures above 0°C, characterized in that, The refrigerant releases heat downstream of the compressor (1) in the heating condenser (2), is then expanded to medium pressure level in the refrigerant valve with expansion function (3) and absorbs heat in the ambient heat exchanger (4), and then, part of the flow is expanded in the refrigerant valve with expansion function (5) and evaporates in the evaporator (6) by absorbing heat from the air and is guided to the compressor (1), and part of the flow is expanded in the three-way refrigerant valve with expansion function (8) and evaporates in the cooler (9) by absorbing heat from the battery coolant circuit (24) and the drive train coolant circuit (25) and is guided to the compressor (1), wherein the battery coolant circuit (24) and the drive train coolant circuit (25) are connected to each other and the coolant flows from the coolant pump (17) via the cooler (9), the battery heat exchanger (19), the three-way coolant valve (20), the coolant pump (16), the drive train cooler (15) to the coolant pump (17).

12. Method of operating a heat pump assembly according to any one of claims 1 to 6 for a re- heating mode of a vehicle cabin at ambient temperatures above 0°C, characterized in that, The refrigerant releases heat downstream of the compressor (1) in the heating condenser (2), is then expanded to medium pressure level in the refrigerant valve with expansion function (3) and absorbs heat in the ambient heat exchanger (4), and then, part of the flow is expanded in the refrigerant valve with expansion function (5) and evaporates in the evaporator (6) by absorbing heat from the air and is guided to the compressor (1), and part of the flow is expanded in the three-way refrigerant valve with expansion function (8) and evaporates in the cooler (9) by absorbing heat from the battery coolant circuit (24) and is guided to the compressor (1), wherein in the battery coolant circuit (24) the coolant flows from the coolant pump (17) via the cooler (9), the three-way coolant valve (18) and the battery heat exchanger bypass (32), via the auxiliary coolant heater (21) to the coolant pump (17), wherein the auxiliary coolant heater (21) is operated.

13. Method of operating a heat pump assembly according to any one of claims 1 to 6 for a re- heating mode of a vehicle cabin at ambient temperatures above 0°C, characterized in that, The refrigerant releases heat in the heating condenser (2) downstream of the compressor (1), is expanded in the refrigerant valve with expansion function (3) and absorbs heat in the ambient heat exchanger (4), is then branched upstream of the refrigerant valve with expansion function (3) and guided via the ambient heat exchanger bypass (28) to the refrigerant valve with expansion function (10) and expanded, and then evaporated in the cooler (9) and guided to the compressor (1), wherein in the battery coolant circuit (24) coolant flows from the coolant pump (17) via the cooler (9), the three-way coolant valve (18) and the battery heat exchanger bypass (32), via the auxiliary coolant heater (21) to the coolant pump (17), wherein the auxiliary coolant heater (21) is operated.

14. Method of operating a heat pump assembly according to any one of claims 1 to 6 for heating a vehicle cabin at ambient temperatures above -20°C, characterized in that, The refrigerant releases heat in the heating condenser (2) downstream of the compressor (1), is expanded in the refrigerant valve with expansion function (3) and absorbs heat in the ambient heat exchanger (4), and is then guided via the three-way refrigerant valve (8) and the cooler bypass (29) to the compressor (1), wherein the battery coolant circuit (24) and the drive train coolant circuit (25) are connected to one another and coolant flows from the coolant pump (17) via the non-acting cooler (9), the three-way coolant valve (18), the battery heat exchanger bypass (32), the coolant pump (16), the drive train cooler (15) and the three-way coolant valve (14) to the coolant pump (17).

15. Method of operating a heat pump assembly according to any one of claims 1 to 6 for heating a vehicle cabin at ambient temperatures above -20°C, characterized in that, The refrigerant releases heat in the heating condenser (2) downstream of the compressor (1), is expanded in the refrigerant valve with expansion function (3) and absorbs heat in the ambient heat exchanger (4), and is then guided via the three-way refrigerant valve (8) and the cooler bypass (29) to the compressor (1), wherein the battery coolant circuit (24) and the drive train coolant circuit (25) are connected to one another and coolant flows from the coolant pump (17) via the non-acting cooler (9), the battery heat exchanger (19), the three-way coolant valve (20), the coolant pump (16), the drive train cooler (15) to the coolant pump (17).

16. Method of operating a heat pump assembly according to any one of claims 1 to 6 for heating a vehicle cabin at ambient temperatures above -20°C, characterized in that, The refrigerant releases heat in the heating condenser (2) downstream of the compressor (1), then a partial flow is expanded in the refrigerant valve with expansion function (3) and absorbs heat in the ambient heat exchanger (4), and then is guided to the compressor (1) via the three-way refrigerant valve (8) and the cooler bypass (29), and a partial flow branches upstream of the refrigerant valve with expansion function (3) and is guided to the refrigerant valve with expansion function (10) via the ambient heat exchanger bypass (28) and is expanded, and then evaporates in the cooler (9) and is conducted to the compressor (1), wherein the battery coolant circuit (24) and the drive train coolant circuit (25) are connected to one another, and coolant flows from the coolant pump (17) via the cooler (9), the three-way coolant valve (18), the battery heat exchanger bypass (32), the coolant pump (16), the drive train cooler (15) and the three-way coolant valve (14) to the coolant pump (17).

17. Method of operating a heat pump assembly according to any one of claims 1 to 6 for heating a vehicle cabin at ambient temperatures above -20°C, characterized in that, The refrigerant releases heat in the heating condenser (2) downstream of the compressor (1), then a partial flow is expanded in the refrigerant valve with expansion function (3) and absorbs heat in the ambient heat exchanger (4), and then is guided to the compressor (1) via the three-way refrigerant valve (8) and the cooler bypass (29), and a partial flow branches upstream of the refrigerant valve with expansion function (3) and is guided to the refrigerant valve with expansion function (10) via the ambient heat exchanger bypass (28) and is expanded, and then evaporates in the cooler (9) and is conducted to the compressor (1), wherein the battery coolant circuit (24) and the drive train coolant circuit (25) are connected to one another, and coolant flows from the coolant pump (17) via the cooler (9), the three-way coolant valve (18), the battery heat exchanger bypass (32), the coolant pump (16), the drive train cooler (15) and the three-way coolant valve (14) to the coolant pump (17).

18. The method of operating a heat pump assembly of any of claims 11-17, wherein, An air PTC (7) provided in an air conditioning device (27) is operated to additionally heat air for the vehicle cabin.

19. Method of operating a heat pump assembly according to any one of claims 1 to 6 for heating a vehicle cabin at ambient temperatures above -20°C, characterized in that, The refrigerant releases heat in the heating condenser (2) downstream of the compressor (1), then a partial flow is expanded in the refrigerant valve with expansion function (3) and absorbs heat in the ambient heat exchanger (4), and then is guided to the compressor (1) via the three-way refrigerant valve (8) and the cooler bypass (29), and a partial flow branches upstream of the refrigerant valve with expansion function (3) and is guided to the refrigerant valve with expansion function (10) via the ambient heat exchanger bypass (28) and is expanded, and then evaporates in the cooler (9) and is conducted to the compressor (1), wherein the battery coolant circuit (24) and the drive train coolant circuit (25) are connected to one another, and coolant flows from the coolant pump (17) via the cooler (9), the three-way coolant valve (18), the battery heat exchanger bypass (32), the coolant pump (16), the drive train cooler (15) and the three-way coolant valve (14) and the auxiliary coolant heater (21) to the coolant pump (17), wherein the auxiliary coolant heater (21) is operated.

20. Method of operating a heat pump assembly according to claim 3, for heating a vehicle cabin at ambient temperatures above -20°C, characterized in that, The refrigerant releases heat in the heating condenser (2) downstream of the compressor (1), is then guided via the ambient heat exchanger bypass (28) to the refrigerant valve with expansion function (10) and expands, evaporates in the cooler (9) and is led to the compressor (1), wherein in the battery coolant circuit (24) coolant flows from the coolant pump (17) via the cooler (9), the three-way coolant valve (18) and the battery heat exchanger bypass (32) via the auxiliary coolant heater (21) to the coolant pump (17), wherein the auxiliary coolant heater (21) is operated, and wherein in the drive train coolant circuit (25) coolant flows from the coolant pump (16) via the drive train cooler (15), the three-way coolant valve (22) and the drive train loop (33) to the coolant pump (16).

21. Method of operating a heat pump assembly according to claim 3, for heating a vehicle cabin at ambient temperatures above -20°C, characterized in that, The refrigerant releases heat in the heating condenser (2) downstream of the compressor (1) and in the ambient heat exchanger (4), is then expanded in the three-way refrigerant valve (8) and evaporates in the cooler (9) and is led to the compressor (1), wherein in the battery coolant circuit (24) coolant flows from the coolant pump (17) via the cooler (9), the three-way coolant valve (18) and the battery heat exchanger bypass (32) via the auxiliary coolant heater (21) to the coolant pump (17), wherein the auxiliary coolant heater (21) is operated, and wherein in the drive train coolant circuit (25) coolant flows from the coolant pump (16) via the drive train cooler (15), the three-way coolant valve (22) and the drive train loop (33) to the coolant pump (16).

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