Cooling system for a motor vehicle

Abstract

Cooling system for a motor vehicle, in particular an electrically driven motor vehicle, having a first cooling circuit, a second cooling circuit and at least one refrigerant circuit, wherein the first cooling circuit has: - at least one first component requiring a regulated temperature, - a heat exchanger embodied as an indirect condenser for transferring heat between the first cooling circuit and the refrigerant circuit, wherein the second cooling circuit has: - at least one second component requiring a regulated temperature, - a heat exchanger embodied as a cooler for transferring heat between the second cooling circuit and the refrigerant circuit, - wherein the first and second cooling circuits can be connected by means of a first connection section and a second connection section, and a second switching point is arranged at least at the first connection section, - wherein the second switching point connects the first connection section with the first cooling circuit, such that a cooling medium circulating in the first cooling circuit flows completely or at least partially through the first connection section.

Description

Technical Field

[0001] This invention relates to a cooling system for a motor vehicle and a method for operating the cooling system. Background Technology

[0002] Patent DE 103 00 294 A1 discloses a cooling system having a first cooling circuit for dissipating heat from a first heat source (e.g., an electric motor, a transmission heat exchanger, or an electronic device cooling plate). Furthermore, the cooling system also has a second cooling circuit containing a second heat source, such as an internal combustion engine. A heating element is used to heat the passenger compartment. The first and second cooling circuits and the heating element can be selectively connected to each other via a valve mechanism. Summary of the Invention

[0003] The cooling system for motor vehicles according to the present invention has the advantage that the two cooling circuits can not only be directly connected to each other, but also, by attaching the two cooling circuits to the refrigerant circuit, distribute and utilize heat or cold energy in the motor vehicle as needed via a chiller and an indirect condenser. This allows for flexible management of the heating and cooling of the drive components and passenger compartment of an electrically driven motor vehicle, keeping energy consumption for heating and cooling at a low level so that the energy stored in the vehicle can be used for driving as much as possible.

[0004] Therefore, a cooling system for motor vehicles, especially electrically driven motor vehicles, according to the present invention is proposed herein, as well as a method for operating the cooling system according to the present invention.

[0005] The cooling system for motor vehicles according to the invention comprises a first cooling circuit, a second cooling circuit, and at least one refrigerant circuit. Both cooling circuits operate with the same cooling medium, which is typically a mixture of water and ethylene glycol. However, other cooling media, such as thin oil or special media suitable for specific applications, may also be considered. The refrigerant circuit operates with a suitable refrigerant, enabling it to exhibit the necessary properties for absorbing, transferring, and releasing heat.

[0006] The first cooling circuit includes, for example, at least one first cooling medium pump, which is capable of delivering cooling medium in a suitable manner within the cooling circuit. The first cooling circuit also includes at least one component requiring temperature regulation, which in a particular embodiment of the invention may be an electric drive motor. It is also conceivable to arrange more components requiring temperature regulation in the first cooling circuit, such as inverters for generating alternating current for the electric drive motor and other power circuits that may output heat during vehicle operation or charging, or that must be preheated under certain environmental conditions before these components can reach their optimal operating mode.

[0007] In the first cooling circuit, a heat exchanger, implemented as a radiator, is also arranged to transfer heat between the first cooling circuit and the ambient air. Therefore, the cooling medium can be guided through the radiator, and the cooling medium can exchange heat with the ambient air. To improve the heat exchange between the radiator and the ambient air, a fan can be arranged on the radiator, blowing or drawing ambient air across it. The dynamic pressure generated during vehicle movement (also known as driving air) also contributes to this heat exchange. In the first cooling circuit, a heat exchanger, implemented as an indirect condenser, is also arranged. The indirect condenser transfers heat between the first cooling circuit and the refrigerant circuit. When the cooling medium circulating in the cooling circuit is used for heat transfer in the condenser, it is always called an indirect condenser. In contrast, a direct condenser utilizes ambient air instead of the cooling medium circulating in the cooling circuit for heat exchange.

[0008] At least one temperature-regulating first component and an indirect condenser are arranged in two parallel, extending sections, which separate at a first bifurcation point and converge at a second bifurcation point. A first switching point is arranged either at the first or second bifurcation point. The first switching point is implemented such that the cooling medium circulating in the first cooling circuit can be distributed to the two sections. This allows more cooling medium to be directed to the at least one temperature-regulating first component or to the indirect condenser, depending on the application requirements. The more cooling medium in the temperature-regulating component, the higher the cooling power at that point. Conversely, the refrigerant circuit connected to the indirect condenser is affected by adjusting the flow rate of the cooling medium flowing into the indirect condenser. For example, higher cooling power for the indirect condenser results in higher power and efficiency of the evaporator, thus providing more cooling capacity for passenger cabin temperature regulation. However, it can also advantageously affect other components of the refrigerant circuit, such as coolers and heat pump heaters.

[0009] The distribution of the cooling medium can be achieved, in particular, through suitable, switchable, or controllable valve devices. It is also conceivable that two switching points, each located within a section, can distribute the volumetric flow rate. Therefore, the corresponding valve devices provided at the switching points must be controllable.

[0010] The second cooling circuit includes, for example, at least one second cooling medium pump, capable of delivering cooling medium in a suitable manner within the cooling circuit. Like the first cooling circuit, the second cooling circuit includes at least one component requiring temperature regulation. In a preferred embodiment according to the invention, this is a battery for storing electrical energy used to power a motor vehicle. High temperature regulation is required for this battery, as it significantly impacts the efficiency of the motor vehicle. Therefore, the battery temperature cannot be too low, but even under conditions of high external temperature and high power output, it cannot exceed a specific boundary temperature. The ideal operating range for the battery is 35°C to 45°C. However, other components requiring temperature regulation may also be arranged in this cooling circuit, such as electronic units and / or other electronic components for controlling driver assistance systems.

[0011] A heat exchanger, which is arranged in the second cooling circuit and implemented as a cooler, transfers heat between the second cooling circuit and the refrigerant circuit.

[0012] The first and second cooling circuits can be connected via a first and a second connecting section. Preferably, a second switching point is arranged at the first connecting section. This second switching point allows the first connecting section to be opened, allowing the cooling medium circulating in the first cooling circuit to flow completely or at least partially through the first connecting section. It is also conceivable to arrange the second switching point in the second connecting section, thereby controlling the inflow of cooling medium into the second cooling circuit. The second switching point can here fully or only partially open or close the inlet. However, advantageously, the inlet of the second switching point is either open or closed, thereby connecting or separating the two cooling circuits. "Closed" here means to a large extent blocking the flow of cooling medium by a suitable valve device, where a small leakage of up to 5% of the volumetric flow rate cannot be excluded or can be tolerated.

[0013] The first connecting section is located downstream of at least one first component in the first cooling circuit that requires temperature regulation, while the second connecting section is located downstream of the first connecting section. The two connecting sections can be connected to each other via a third connecting section, which has a check valve. The check valve allows flow through the third connecting section in only one direction and prevents flow in the other direction. Through this third connecting section, in the case of separate cooling circuits, the cooling medium circulates in the second cooling circuit. In the case of connected cooling circuits, the check valve directs the cooling medium in the desired direction so that it cannot immediately bypass the second cooling circuit through the third connecting section, as the flow path here has lower flow resistance.

[0014] The radiator arranged in the first cooling circuit is preferably located downstream of the second connecting section. Simultaneously, downstream of the second connecting section and upstream of the radiator is the third section of the first cooling circuit, in which a fourth switching point is arranged. This fourth switching point connects the third section to the area upstream of the first bifurcation point, at least partially bypassing the radiator, so that all or at least part of the cooling medium circulating in the first cooling circuit flows through the first bypass section.

[0015] This allows for control of airflow through the radiator, and the radiator can be shut off depending on the application scenario, such as to heat the cooling circuit to a specific temperature, or to partially or completely connect the radiator so that a high cooling effect can be achieved through ambient air.

[0016] In the second cooling circuit, a third switching point is arranged upstream of the cooler, connecting the second bypass section while at least partially bypassing the cooler, so that the cooling medium circulating in the second cooling circuit flows completely or at least partially through the second bypass section. This allows control over the flow of the cooling medium through the cooler, thereby regulating the heat transfer between the second cooling circuit and the refrigerant circuit.

[0017] The cooler typically absorbs heat from the cooling circuit by evaporating the refrigerant. This allows for targeted cooling of the cooling circuit based on environmental and operating conditions, which is particularly advantageous for cooling at least one second component requiring temperature regulation (e.g., a battery). It is also conceivable that, in colder environmental conditions, heat could be transferred to the refrigerant circuit by absorbing heat from the second cooling circuit, or conversely, the first and second cooling circuits, and then this heat could be utilized there to heat the passenger compartment via a heat pump heater.

[0018] The refrigerant circuit used in the cooling system includes, for example, at least one compressor, which can compress the refrigerant accordingly, depending on the purpose. The compressor is preferably implemented herein as an electrically driven compressor.

[0019] Furthermore, at least one heat exchanger, implemented as an evaporator, is arranged in the refrigerant circuit, which can exchange heat between the refrigerant circuit and the air flowing into the passenger compartment. Specifically, this allows the air flowing into the passenger compartment to be cooled by the evaporation of the refrigerant, thus enabling the regulation of the passenger compartment temperature when the outside temperature is high. The evaporator can also operate in a so-called reheat mode, in which the air is cooled when the ambient air humidity is high, and then reheated by the heating device. This prevents the windows from fogging up.

[0020] The indirect condenser, which has been arranged in the first cooling circuit and has been described, is also part of the refrigerant circuit, thus enabling heat exchange between the first cooling circuit and the refrigerant circuit.

[0021] The cooler, which is arranged in the second cooling circuit and has already been described, is also part of the refrigerant circuit, and therefore can exchange heat between the second cooling circuit and the refrigerant circuit.

[0022] An internal heat exchanger can also be installed in the refrigerant circuit to transfer heat internally. It transfers heat from different areas of the refrigerant circuit, thus advantageously improving the efficiency of the refrigerant circuit.

[0023] A heat exchanger, implemented as a heat pump heater, can also be arranged in the refrigerant circuit, enabling heat exchange between the refrigerant circuit and the air flowing into the passenger compartment. The heat pump heater, in particular, can heat the air flowing into the passenger compartment by condensing the refrigerant in the heat exchanger.

[0024] The components in the first and second cooling circuits are connected to each other via suitable pipes and / or hoses. It is also conceivable that the components are integrated into a single fluid management module. For example, pumps, valve assemblies, connection sections, sensors, and heat exchangers such as coolers can be arranged in such a fluid management module. Even individual fluid lines and guides can be advantageously integrated into such a fluid management module.

[0025] In addition, the components used for control and switching can be designed as switchable single valves, complex valve devices that can present multiple switching states in a single valve body, or other suitable designs in order to achieve different switching points.

[0026] Furthermore, the components requiring temperature regulation in the two cooling circuits can be arranged in series or in parallel. Additional switching points may also exist to, for example, decouple the individual components requiring temperature regulation from the cooling circuits, or even control the flow of cooling medium into the individual components requiring temperature regulation.

[0027] Heat exchangers arranged in cooling and refrigerant circuits can be constructed in various ways. Thus, a heat exchanger can consist of individual tubes, with fins arranged between the tubes to transfer heat, for example, to the air flowing through these fins, or to absorb heat from the air. Stacked heat exchangers can also be used, particularly for indirect condensers and coolers, in which plates are alternately stacked on top of each other to form flow channels for at least two fluids. These are known structural designs, and appropriate selection and installation must be made for the required application.

[0028] In order to control and adjust the switching points accordingly, sensors, such as pressure sensors or temperature sensors, and control units are needed. These receive the necessary sensor signals and send the corresponding control signals to the various components, especially the switching points, particularly switchable or controllable valves.

[0029] The possible construction and implementation of the cooling circuit, its components, and switching positions cannot be listed here one by one.

[0030] Thus, the cooling system implemented according to the present invention can be operated in a variety of advantageous operating methods, thereby covering many daily conditions of motor vehicles.

[0031] Different operating methods depend heavily on environmental conditions, especially the ambient temperature T. U And / or vehicle status, such as the temperatures T1 and T2 of components that require temperature regulation. The temperature T1 of the first component P1 that requires temperature regulation refers to the temperature of the cooling medium at the inlet of the first component P1 that requires temperature regulation, or, if present, the temperature of the cooling medium at the inlet of another upstream third component P3 that requires temperature regulation.

[0032] The temperature T2 of the second component P2 that requires temperature regulation refers to the maximum material temperature that occurs in the second component P2 that requires temperature regulation. In a preferred embodiment of the present invention, it refers to the maximum cell temperature of the battery.

[0033] The first operating method covers very cold ambient temperatures T. U Starting the vehicle at temperatures ranging from less than -5°C to below -20°C. Here, it is assumed that the second component requiring temperature regulation is the battery used to drive the vehicle, and that it is also very cold, and that temperature T2 is close to or equal to the ambient temperature T. UEspecially below -5°C. The purpose of this operating method is to bring the battery and other vehicle components to a higher temperature level as quickly as possible. Heating the passenger compartment using the heat from the cooling system is not a priority. In this case, the volumetric flow rate is controlled at the first switching point so that the cooling medium circulating in the first cooling circuit does not flow through the indirect condenser at all or at most only 5%. Therefore, the cooling medium first flows through the first component whose temperature needs to be regulated, which is assumed here to be an electric drive motor with corresponding power electronics. In this process, heat is absorbed from the drive motor. In this operating method, the second switching point is adjusted so that the first connection section is fully or almost fully open. The first cooling circuit is thus connected to the second cooling circuit. The heat absorbed from the drive motor can then be used to heat the battery in the second cooling circuit. The third switching point in the second cooling circuit is switched so that the cooler is not flowed through, or only very little, especially at less than 5% volumetric flow rate, and the vast majority of the volumetric flow rate in the circulation is directed through the second bypass section. The fourth switching point is switched so that the radiator is bypassed, so that little or no proportion of the coolant volume flow, less than 5%, passes through the ambient air for cooling and passes beside the radiator via the first bypass section. This distributes the heat of the coolant to both cooling loops, and in particular releases it to the battery.

[0034] The second operating method also covers very cold ambient temperatures T. U (Less than -5°C, especially reaching -20°C). The temperature T2 of the second component (preferably the battery) requiring temperature regulation is assumed to be greater than -5°C, but still less than 10°C. The vehicle has been running for some time, and the battery has absorbed some heat or generated some heat itself. It is also conceivable that the battery has been heated during previous driving or charging. However, the battery is still too cold to operate optimally, requiring a temperature T2 between 35°C and 45°C. The first component requiring temperature regulation, preferably an electric drive motor with power electronics, continues to heat both cooling circuits. Therefore, the two cooling circuits remain connected to each other, and the radiator is shut off via a bypass. The condenser is also not circulated. The condenser can absorb up to 30% of the volumetric flow, especially between 5% and 30%, thereby releasing some heat into the refrigerant circuit. Therefore, the received heat can be used by a heat pump heater in the refrigerant circuit to heat the air flowing into the passenger compartment. During this process, the first switching point shuts off the flow to the condenser, allowing a maximum of no more than 5% of the volumetric flow to pass through. The second switching point is fully or almost fully open, and the third switching point controls the flow to the cooler, allowing up to 30%, particularly at least 5% and at most 30%, of the volumetric flow rate to pass through the cooler. The fourth switching point closes the flow to the radiator, allowing a maximum of no more than 5% of the volumetric flow rate to pass through.

[0035] Another operating method covers the operation of the vehicle in ambient temperatures below 10°C. The temperature T2 of the second component requiring temperature regulation (preferably the battery) is ideally within the range of 35°C to 45°C. Now, the two cooling circuits are no longer interconnected, and the radiator is shut off via a bypass. The condenser is also not bypassed. However, the cooler can absorb 50% to 100% of the volumetric flow, thereby releasing some heat to the refrigerant circuit. The battery is thus cooled by the cooler, and the heat is transferred to the refrigerant circuit, which can be used to heat the vehicle interior. The drive motor and power electronics cause the first cooling circuit to heat up. The permissible temperature for these temperature-regulated components is between 50°C and 70°C, so the cooling requirements for the components do not increase until the lower limit temperature of 50°C is reached. The radiator is therefore kept off.

[0036] Another operating method covers the operation of the vehicle in ambient temperatures below 10°C. The temperature T2 of the second component requiring temperature regulation (preferably the battery) is ideally within the range of 35°C to 45°C. The temperature T1 of the first component requiring temperature regulation (preferably the electric drive motor and / or power electronics) is above 50°C. The battery is in optimal operating mode and releases heat to the refrigerant circuit for cooling via a cooler. The released heat can then be used to heat the passenger compartment. The first and second cooling circuits are separate from each other. The electric drive motor and power electronics must now be cooled to prevent overheating. Therefore, a radiator is connected to the first cooling circuit to allow cooling via ambient air. If the waste heat from the refrigerant circuit exceeds the heating requirements of the vehicle interior, a portion of the volumetric flow rate is also directed through the condenser. In this case, the condenser releases excess heat from the refrigerant circuit, thereby cooling the battery via the cooler. Therefore, the first switching point controls the flow so that up to 25%, especially greater than 5% and less than 25%, of the volumetric flow rate reaches the condenser, and the second switching point is completely or almost completely closed, and the third switching point controls the flow to the cooler so that up to 50% to 100% of the volumetric flow rate is directed through the cooler, and the fourth switching point controls the flow to the radiator so that up to 30%, especially greater than 5% and less than 30%, of the volumetric flow rate flows through the radiator.

[0037] Another operating method covers the scenario where the vehicle operates in an ambient temperature range of -5°C to 10°C. The temperature T2 of the second component (preferably the battery) requiring temperature regulation is within the range of -5°C to 10°C. The first and second cooling circuits are connected to each other. The cooler transfers some heat to the refrigerant circuit, thereby providing heat to the passenger compartment via the heat pump heater. The radiator is not flow-through, so the heat released from the second component requiring temperature regulation is used to further heat the battery and generate heat for the passenger compartment. Therefore, the condenser arranged in the first cooling circuit is also not flow-through. Thus, the first switching point closes the flow to the condenser, allowing a maximum of no more than 5% of the volumetric flow rate to pass through, while the second switching point is fully open or almost fully open. The third switching point controls the flow to the cooler, allowing a maximum of 30%, particularly greater than 5% and less than 30%, of the volumetric flow rate to be directed through the cooler. The fourth switching point closes the flow to the radiator, allowing a maximum of no more than 5% of the volumetric flow rate to pass through.

[0038] Another operating method covers the operation of the vehicle in ambient temperatures between 10°C and 25°C. The temperature T2 of the second component (preferably the battery) requiring temperature regulation is between 10°C and 25°C. The battery is not yet operating within its optimal temperature range. Therefore, the heat released by the first component requiring regulation, particularly by the electric drive motor and power electronics, is used to heat the battery. However, the battery itself has already released heat to the refrigerant circuit via the cooler, which is used to heat the vehicle interior. The evaporator, advantageously arranged in the refrigerant circuit, is also in operation. Thus, the evaporator can cool the air flowing into the passenger compartment. The air is then reheated in a heat pump heater or another heating device after cooling. This is also called reheating mode and is used to dry the incoming air when the ambient air humidity is high. Moisture in the air is separated by cooling the air in the evaporator. Therefore, fogging of the windows can be avoided, especially when the ambient temperature is below 20°C and the air humidity is high. Because of the operation of the evaporator, there is also a cooling demand on the condenser, which is connected to the first cooling circuit. However, the radiator remains essentially inactive, so the heat received by the condenser can then be used to heat the battery. Therefore, the first switching point controls the flow so that no more than 50%, especially greater than 5% and less than 50%, of the volumetric flow rate reaches the condenser. The second switching point is fully open or almost fully open. The third switching point controls the flow to the cooler so that no more than 50%, especially greater than 5% and less than 50%, of the volumetric flow rate is directed through the cooler. The fourth switching point closes the flow to the radiator, allowing a maximum of 5% of the volumetric flow rate to pass through.

[0039] Another operating method covers the scenario where the vehicle operates in an ambient temperature between 25°C and 35°C. The temperature T2 of the second component requiring temperature regulation (preferably the battery) is in the range of 25°C to 35°C. The battery has not yet reached its optimal operating temperature, but the vehicle interior already requires cooling. The two cooling circuits are interconnected. Therefore, the first component requiring temperature regulation still heats the battery simultaneously. However, the cooler no longer dissipates heat to the refrigerant circuit because there is no longer a need to heat the passenger compartment, nor is it necessary for the cooler to cool the cooling circuit. The condenser is connected to the cooling circuit because heat is generated in the condenser due to the evaporator actively cooling the interior in the refrigerant circuit. Therefore, the first switching point controls the flow so that a maximum of 50%, particularly greater than 5% and less than 50%, of the volumetric flow rate reaches the condenser. The second switching point is fully open or almost fully open. The third switching point closes the flow to the cooler, allowing a maximum of no more than 5% of the volumetric flow rate to pass through. The fourth switching point also closes the flow to the radiator, allowing a maximum of no more than 5% of the volumetric flow rate to pass through.

[0040] Another operating method covers the scenario where the vehicle operates in ambient temperatures ranging from 10°C to 45°C. The temperature T2 of the second component requiring temperature regulation (preferably the battery) is in the range of 35°C to 45°C. The battery has reached its optimal operating temperature range. The two cooling circuits are interconnected, and the cooler is activated. Additional cooling requirements arise at the condenser, either because the evaporator in the refrigerant circuit is in reheating operation or because it is in pure cooling operation. For this purpose, the radiator is now partially connected to dissipate excess heat from the cooling circuit to the surroundings. Therefore, a first switching point controls the flow so that a maximum of 50%, particularly greater than 5% and less than 50%, of the volumetric flow rate reaches the condenser. A second switching point is completely or almost completely closed. A third switching point controls the flow to the cooler so that a maximum of 50%, particularly greater than 5% and less than 50%, of the volumetric flow rate is directed through the cooler. A fourth switching point controls the flow to the radiator so that a maximum of 50%, particularly greater than 5% and less than 50%, of the volumetric flow rate is directed through the radiator. Attached Figure Description

[0041] Other advantageous embodiments of the invention will be described with reference to the following accompanying drawings. The drawings show:

[0042] Figure 1 This is an overview diagram of a cooling system for a motor vehicle according to the present invention;

[0043] Figure 2 This is an overview diagram of another cooling system for motor vehicles according to the present invention;

[0044] Figure 3This is a schematic diagram of another cooling system for a motor vehicle according to the invention, wherein two cooling circuits are connected and bypass the radiator;

[0045] Figure 4 This is a schematic diagram of another cooling system for a motor vehicle according to the invention, wherein two cooling circuits are connected and bypass the radiator and the cooler.

[0046] Figure 5 This is an overview diagram of another cooling system for a motor vehicle according to the present invention, wherein some switching points are concentrated in one module;

[0047] Figure 6 This is a schematic diagram of the control logic of the cooling system. Detailed Implementation

[0048] Figure 1 A cooling system 1 for a motor vehicle 2 according to the present invention is shown schematically. It includes a first cooling circuit K1, a second cooling circuit K2, and a refrigerant circuit K3. The cooling system 1 is located in the motor vehicle 2 and is responsible for regulating the temperature of all important components P1, P2, P3, and P4 that require temperature regulation, such as drive motors, power electronics, batteries, or electronic control devices or computing units used to achieve autonomous driving functions. Here, the first component P1 requiring temperature regulation is located in the first cooling circuit K1, where at least one other component P3 may also be arranged. The first cooling circuit K1 also includes a first cooling medium pump 3 and a radiator 11. A fan 12 is also provided within the influence range of the radiator 11, which can draw ambient air L1 through or blow it over the radiator 11, thereby achieving a cooling effect, if needed. Furthermore, the cooling medium pump 3 is used to deliver the cooling medium through the first cooling circuit K1. An indirect condenser 5 is also arranged in the first cooling circuit K1.

[0049] The first component P1, which requires temperature regulation, and the indirect condenser 5 are arranged in two parallel extending sections A1 and A2, wherein sections A1 and A2 separate at a first bifurcation point 17 and converge at a second bifurcation point 20. Figure 1In this configuration, the first switching point V1 is located at the second bifurcation point 20, which allows the cooling medium circulating in the first cooling circuit K1 to be distributed to the two sections A1, A2. However, it is also conceivable that the first switching point V1 is located at the first bifurcation point. This allows the cooling medium to be introduced into the first and third components P1, P3 and / or the indirect condenser 5, where temperature regulation is required, as needed. Here, the distribution ratio depends on the current dominant operating conditions in the vehicle 2. In the indirect condenser 5, the cooling medium is primarily used to remove heat from the refrigerant circuit K3. This is necessary when the refrigerant circuit K3 is used to cool the passenger compartment or to cool at least one second component P2, which is advantageously a battery used to store energy to power the vehicle 2.

[0050] Therefore, at a cold ambient temperature T U When vehicle 2 is started, there is usually no cross-flow indirect condenser 5; instead, the cooling medium is simply directed to flow through the first component P1, which requires temperature regulation. This causes the cooling medium to heat up. Figure 1 As shown in the cooling system 1 and under operating conditions, not only the indirect condenser 5 but also the first section A1 is traversed by a portion of the cooling medium.

[0051] The second cooling circuit K2 includes at least one second cooling medium pump 4, which is capable of delivering cooling medium in a suitable manner within the second cooling circuit K2. Similar to the first cooling circuit K1, the second cooling circuit K2 includes at least one second component P2 that requires temperature regulation. In a preferred embodiment according to the invention, this is a battery for storing electrical energy used to drive the motor vehicle 2. Figure 1 Another component P4 requiring temperature regulation is also arranged in the second cooling circuit, such as an electronic unit and / or other electronic components for controlling the driver assistance system. A heat exchanger, implemented as a cooler 6, is also arranged in the second cooling circuit.

[0052] The first cooling circuit K1 and the second cooling circuit K2 can be connected via a first connecting section 9 and a second connecting section 10. A second switching point V2 is arranged at the first connecting section 9. However, the second switching point V2 can also be arranged at the second connecting section 10. The second switching point V2 allows the first connecting section 9 to be switched on, so that the cooling medium circulating in the first cooling circuit K1 flows completely or at least partially through the first connecting section 9. The first connecting section 9 is located downstream of the at least one first component P1 requiring temperature regulation in the first cooling circuit K1, and the second connecting section 10 is located downstream of the first connecting section 9. These two connecting sections 9 and 10 are connected to each other via a third connecting section 14, which has a check valve 13. This check valve 13 allows flow through the third connecting section 14 in only one direction and prevents flow in the other direction. Therefore, when the second switching point V2 is closed, the cooling medium circulates in the second cooling circuit K2 via the check valve 13 in the third connecting section 14. When the second switching point V2 is opened, the cooling medium from the first cooling circuit K1 circulates through the first connecting section 9 and cannot flow through the third connecting section 14 due to the presence of the check valve 13. Therefore, it circulates once in the second cooling circuit K2 and leaves the second cooling circuit through the second connecting section 10 to return to the first cooling circuit K1.

[0053] The radiator 11, located in the first cooling circuit K1, is positioned downstream of the second connecting section 10. Downstream of the second connecting section 10 and upstream of the radiator 11 is the third section A3 of the first cooling circuit K1, where the fourth switching point V4 is located. A first bypass section 15, which can be switched via the fourth switching point V4, connects the third section A3 to the upstream region of the first branch point 17.

[0054] The fourth switching point V4 connects the upstream region of the third section A3 to the first bifurcation point 17, allowing all or at least part of the cooling medium circulating in the first cooling circuit K1 to flow through the first bypass section 15. This allows the radiator 11 to be bypassed completely or partially, thereby adjusting the cooling power of the first cooling circuit K1 by the ambient air L1. If a large amount of heat needs to be removed from the first cooling circuit K1, it can be selectively flowed through the radiator 11 to remove excess heat from the cooling system 1. Therefore, by interconnecting the first cooling circuit K1 and the second cooling circuit K2, heat can be directly removed from the second cooling circuit K2 through the ambient air L1 when necessary. Figure 1 In the middle, the fourth switching point V4 switches to allow some traffic to be directed through the heat sink 11 and through the first bypass section 15.

[0055] In the second cooling circuit K2, the third switching point V3 is located upstream of the cooler 6, connecting to the second bypass section 16 while at least partially bypassing the cooler 6, such that all or at least part of the cooling medium circulating in the second cooling circuit K2 flows through the second bypass section 16. Therefore, the flow of the cooling medium through the cooler 6 can be controlled, and the heat transfer between the second cooling circuit K2 and the refrigerant circuit K3 can be regulated. Figure 1 In this process, the third switching point V3 is controlled so that a portion of the flow is directed both through the cooler 6 and through the bypass section 16. The cooler 6 absorbs heat from the second cooling circuit K2 by evaporating the refrigerant. Therefore, the second cooling circuit K2 can be cooled selectively according to environmental and operating conditions, which is beneficial for cooling the battery.

[0056] The refrigerant circuit K3 arranged in the cooling system 1 includes a compressor 7. Preferably, the compressor 7 is electrically driven. Furthermore, a heat exchanger, implemented as an evaporator 8, is also arranged in the refrigerant circuit K3, which is capable of exchanging heat between the refrigerant circuit K3 and the air L2 flowing into the passenger compartment. Therefore, the air L2 entering the passenger compartment can be cooled by evaporating the refrigerant, thereby allowing the air to be cooled at an external temperature T. U In cases of high temperatures, the passenger cabin temperature is regulated. However, a reheating function can also be used to dry the incoming humid air L2. In this case, the air L2 is first cooled to separate the moisture in the air, and then reheated by a heater located at the rear, such as a heat pump heater 18. This heat pump heater 18 enables heat exchange between the refrigerant circuit K3 and the air L2 flowing into the passenger cabin. Therefore, the air L2 flowing into the passenger cabin is heated by allowing the refrigerant to condense in the heat pump heater 18.

[0057] The indirect condenser 5, already described, is also part of the refrigerant circuit K3, enabling heat exchange between the first cooling circuit K1 and the refrigerant circuit K3. The cooler 6, arranged in the second cooling circuit K2 and already described, is also part of the refrigerant circuit K3, thus enabling heat exchange between the second cooling circuit K2 and the refrigerant circuit K3. The internal heat exchanger 19 is used to transfer heat and is capable of transferring heat from different regions of the refrigerant circuit K3. Therefore, the efficiency of the refrigerant circuit K3 can be improved.

[0058] The components of cooling circuits K1 and K2 and refrigerant circuit K3 are fluidly connected to each other via suitable hoses or pipes.

[0059] The cooling system 1 also includes temperature sensors 21, 22, and 23 to detect the ambient temperature T. U And the temperatures T1 and T2 at components P1 and P2 that require temperature adjustment. Used to measure the ambient temperature T.U The temperature sensor 21 is installed at an appropriate location on the vehicle 2, so that the ambient temperature T can be detected in the absence of direct sunlight or other direct heat sources. U .

[0060] Temperature sensor 22 is located at the inlet of the first component P1 whose temperature needs to be regulated in the cooling medium flow. If other components requiring temperature regulation are located upstream of the first component P1, such as a third component P3, then temperature sensor 22 is located at the inlet of the component furthest upstream in the cooling medium flow. Temperature sensor 23 is located in the second component P2 whose temperature needs to be regulated and is in thermal contact with the material of component P2. The position of temperature sensor 23 is selected such that the measured temperature T2 corresponds to the highest material temperature occurring in the second component P2 whose temperature needs to be regulated. In a preferred embodiment of the invention, it is the maximum cell temperature of the battery. These temperature sensors transmit the measured signals to a suitable controller 24, so that, for example directly or via another vehicle control unit 26 of the vehicle 2, the necessary switching operations are performed on the switching points V1, V2, V3, V4 in the cooling system 1.

[0061] Figure 2 The illustration shows the cooling system 1 according to the invention in a specific operating state. Figure 1 The operating states shown are different. In the second cooling circuit K2, the cooler 6 is completely or mostly traversed by the cooling medium. The third switching point V3 is set so that most of the cooling medium passes through the cooler 6. The two cooling circuits K1 and K2 are separated. The second switching point V2 is switched so that the first connecting section 9 is not traversed. Therefore, the first and second cooling circuits K1 and K2 are not connected to each other. Thus, in the second cooling circuit K2, the cooling medium circulates through the third connecting section 14, the check valve 13, and the temperature-regulating components P2 and P4 and the cooler 6.

[0062] Figure 3The diagram illustrates a different operating state of the cooling system 1 according to the invention, wherein the first and second cooling circuits K1 and K2 are connected to each other. Therefore, the cooling medium can flow from the first cooling circuit K1 into the second cooling circuit K2, then into components P2 and P4 requiring temperature regulation, then through the cooler 6 in a first branch flow, through the second bypass section 16 in a second branch flow, and then out again from the second cooling circuit K2 back to the first cooling circuit K1. A fourth switching point has closed the flow to the radiator 11, preventing flow through the radiator, while the cooling medium flows through the first bypass section 15. Closing the flow means that at most less than 5% of the volumetric flow rate is allowed to leak through the radiator 11. The indirect condenser 5 and the first component P1 requiring temperature regulation are controlled by the first switching point V1 to be flowed through in the branch flow.

[0063] Figure 4 The following diagram illustrates the cooling system 1 according to the invention in another operating state. Here, the first and second cooling circuits K1 and K2 are also connected to each other. The radiator 11 is not bypassed; instead, the cooling medium is directed to flow through the first bypass section 15. The fourth switching point V4 is switched accordingly. Now the cooler 6 is no longer bypassed. Heat exchange is no longer possible between the second cooling circuit K2 and the refrigerant circuit K3. The first component P1 requiring temperature regulation and the third component P3 requiring temperature regulation are now arranged in parallel with each other. The fifth switching point V5, located at the bifurcation of the parallel branch, allows these two components P1 and P3 requiring temperature regulation to be selectively connected to the first cooling circuit K1. Therefore, it is possible to distribute the volumetric flow rate of the cooling medium to these two components P1 and P3 requiring temperature regulation again according to a specific distribution ratio. Thus, higher cooling requirements for each component P1 and P3 requiring temperature regulation can be considered, or, for example, one of the components P1 and P3 can be completely excluded from cooling when there is no cooling requirement. This reduces the flow resistance in the cooling circuit K1 and thus also improves efficiency.

[0064] Figure 5 Another cooling system according to the invention is shown, wherein multiple switching points V1, V2, V4 and check valve 13 and connecting sections 9, 10, 14 are all concentrated in a liquid management module 25.

[0065] This means that control of each switching point V1, V2, V4 can be achieved with a single control valve or with multiple individual components (especially two-position three-way valves or other controllable valves) arranged side-by-side in the liquid management module 25. Connection sections 9, 10, and 14 are also integrated into this liquid management module 25 and can be structurally injection-molded together into the carrier element of the liquid management module 25, or directly fastened to this liquid management module 25 as a fixed hose or pipe connector. Check valve 13 can also be structurally integrated into this liquid management module, for example, through an insert component. The idea of ​​the liquid management module 25 as an integrated component can be further developed and supplemented, for example, by accommodating cooling medium pumps 3, 4 or cooler 6, or by additional switching points and sensor elements. The interconnections and operating states described herein are not affected by the structural design and represent only more possible embodiments of the invention.

[0066] Figure 6 A schematic diagram of the control logic for the cooling system 1 is shown, which enables the execution of a method for operating the cooling system 1 in the motor vehicle 2. Temperature display is a necessary input variable T. U T1, T2. Control unit 24 processes these input data and sends corresponding adjustment commands to control points V1, V2, V3, V4. Vehicle control unit 26 can serve as an additional data source or control aid, for example, to incorporate other parameters of vehicle 2 into the control of cooling system 1. Thus, for example, a control logic can influence cooling system 1 in a favorable manner before navigation data identifies an incline, or take other operating parameters of the vehicle into account. The exact structure of electronic control logics 24 and 26 is not described here. It is also conceivable to use multiple controllers communicating with each other, or to centrally process all data and then distribute corresponding control commands via a bus system. Therefore, a definitive representation of the structure and circuit implementation of the control device cannot be given here.

[0067] List of reference numerals

[0068]

[0069]

Claims

1. A cooling system (1) for a motor vehicle (2), said cooling system having a first cooling circuit (K1), a second cooling circuit (K2), and at least one refrigerant circuit (K3), in, The first cooling circuit (K1) has: - At least one primary component (P1) that requires temperature regulation. - A heat exchanger implemented as an indirect condenser (5) is used to transfer heat between the first cooling circuit (K1) and the refrigerant circuit (K3). The second cooling circuit (K2) has the following characteristics: - At least one second component (P2) that requires temperature regulation. - A heat exchanger implemented as a cooler (6) for transferring heat between the second cooling circuit (K2) and the refrigerant circuit (K3), - The first cooling circuit (K1) and the second cooling circuit (K2) can be connected by the first connecting section (9) and the second connecting section (10), and a second switching point (V2) is arranged at least at the first connecting section (9). - Wherein, the second switching point (V2) connects the first connection section (9) to the first cooling circuit (K1), such that the cooling medium at least partially flows through the first connection section (9). The first component (P1) requiring temperature regulation and the indirect condenser (5) are arranged in two parallel and extending sections (A1, A2), wherein the sections (A1, A2) separate at the first bifurcation point (17). Downstream of the second connection section (10), a heat exchanger, implemented as a radiator (11), is arranged for transferring heat between the first cooling circuit (K1) and the ambient air (L1). A fourth switching point (V4) is arranged in a section (A3) located downstream of the second connecting section (10) and upstream of the radiator (11). The fourth switching point connects the section (A3) with the area upstream of the first bifurcation point (17) via a first bypass section (15) such that the cooling medium circulating in the first cooling circuit (K1) flows completely or at least partially through the first bypass section (15).

2. The cooling system (1) according to claim 1, characterized in that, The segments (A1, A2) converge at the second bifurcation point (20), wherein the first switching point (V1) is located at the first bifurcation point (17) or at the second bifurcation point (20), and the first switching point (V1) can be switched to allow the cooling medium to be distributed to the segments (A1, A2).

3. The cooling system (1) according to claim 1 or 2, characterized in that, The first connection section (9) is arranged downstream of the at least one first component (P1) requiring temperature regulation in the first cooling circuit (K1), and the second connection section (10) is arranged downstream of the first connection section (9).

4. The cooling system (1) according to claim 1 or 2, characterized in that, The first connecting section (9) and the second connecting section (10) are connected to the third connecting section (14), and the third connecting section (14) has a check valve (13).

5. The cooling system (1) according to claim 1 or 2, characterized in that, A third switching point (V3) is arranged upstream of the cooler (6) in the second cooling circuit (K2), the third switching point connecting the second bypass section (16) while at least partially bypassing the cooler (6), such that the cooling medium circulating in the second cooling circuit (K2) flows completely or at least partially through the second bypass section (16).

6. The cooling system (1) according to claim 1 or 2, characterized in that, The first component (P1) requiring temperature regulation in the first cooling circuit (K1) is an electric drive motor, and the first component (P2) requiring temperature regulation in the second cooling circuit (K2) is a battery for storing electrical energy used to drive the motor vehicle.

7. The cooling system (1) according to claim 1 or 2, characterized in that, The first cooling circuit (K1) and / or the second cooling circuit (K2) have at least one third or fourth component (P3, P4) that requires temperature regulation, and they are arranged in series or in parallel.

8. The cooling system (1) according to claim 1 or 2, characterized in that, The refrigerant circuit (K3) has a heat pump heater (18) for heat exchange between the refrigerant circuit (K3) and the air (L2) flowing into the passenger compartment.

9. The cooling system (1) according to claim 1 or 2, characterized in that, At least two of the switching points (V1, V2, V3, V4) are implemented within a common switching valve.

10. The cooling system (1) according to claim 1 or 2, characterized in that, At least one of the switching points (V1, V2, V3, V4) is implemented as an adjustable valve.

11. The cooling system (1) according to claim 1 or 2, characterized in that, At least two switching points (V1, V2, V3, V4) together with at least one connection segment (9, 10, 14) are arranged in the liquid management module (25).

12. The cooling system (1) according to claim 1 or 2, characterized in that, The cooling system (1) is a cooling system for an electrically driven motor vehicle.

13. A method for operating a cooling system (1) for a motor vehicle (2), said cooling system having - A first cooling circuit (K1), a second cooling circuit (K2), and at least one refrigerant circuit (K3), in, The first cooling circuit (K1) has: - At least one primary component (P1) that requires temperature regulation. - A heat exchanger implemented as an indirect condenser (5) for transferring heat between the first cooling circuit (K1) and the refrigerant circuit (K3). The second cooling circuit (K2) has the following characteristics: - At least one second component (P2) that requires temperature regulation. - A heat exchanger implemented as a cooler (6) for transferring heat between the second cooling circuit (K2) and the refrigerant circuit (K3), - The first cooling circuit (K1) and the second cooling circuit (K2) are connected by a first connecting section (9) and a second connecting section (10), and a second switching point (V2) is arranged at least at the first connecting section (9). - Wherein, the second switching point (V2) connects the first connection section (9) to the first cooling circuit (K1), such that the cooling medium circulating in the first cooling circuit (K1) flows completely or at least partially through the first connection section (9). The first component (P1) requiring temperature regulation and the indirect condenser (5) are arranged in two parallel and extending sections (A1, A2), wherein the sections (A1, A2) separate at the first bifurcation point (17). Downstream of the second connection section (10), a heat exchanger, implemented as a radiator (11), is arranged for transferring heat between the first cooling circuit (K1) and the ambient air (L1). A fourth switching point (V4) is arranged in a section (A3) located downstream of the second connecting section (10) and upstream of the radiator (11). The fourth switching point connects the section (A3) with the area upstream of the first bifurcation point (17) via a first bypass section (15) such that the cooling medium circulating in the first cooling circuit (K1) flows completely or at least partially through the first bypass section (15).

14. The method according to claim 13, characterized in that, The cooling system (1) is a cooling system for an electrically driven motor vehicle.

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