Thermal energy system for adjusting temperature of vehicle and vehicle having such system

Abstract

The invention relates to a thermal energy system and a vehicle having such a system. The thermal energy system comprises a heat pump having a cooling unit (112) for cooling the coolant flow and a heating unit (111) for warming the coolant flow, the heat pump being configured to deliver thermal energy from the coolant flow delivered to the cooling unit to the coolant flow delivered to the heating unit. The thermal energy system has a plurality of system sections (I, II), and the system sections are configured for warming and / or cooling respective vehicle sections.

Description

Technical Field

[0001] The invention relates to a thermal energy system for regulating the temperature of a vehicle and a vehicle having such a thermal energy system. Background Art

[0002] Electric vehicles require cooling systems to dissipate the power losses that accumulate in the machine components (batteries, electric machines (electric motors / eDrives), reduction gears, bearings, etc.) and electronic components (power electronics such as inverters, DC / DC converters, DC-AC converters, etc.) during operation and when charging the batteries.

[0003] Vehicle systems here usually have a plurality of cooling circuits, some of which can be coupled to one another in order to form a thermal management system. Typically there is a water-glycol based coolant circuit via which the heat is dissipated to the environment. Further circuits include heat pumps / AC compressors for air conditioning the passenger compartment / passenger cabin or for assisting in the dissipation of heat from components. In some systems, a third circuit is also provided for dissipating heat from the lubrication system and cooling oil system of the transmission.

[0004] In the known systems, there are essentially two basic principles with regard to the air conditioning of the vehicle interior and the cooling of the power electronics.

[0005] The passenger compartment is heated by means of a coolant heat exchanger from the cooling circuit of the electric drive and cooled via the refrigeration circuit of the air conditioning system / heat pump, which requires an additional heat exchanger for air conditioning the passenger compartment. For higher heating capacities, additional electric heaters are usually required, which either directly heat the coolant flow or directly heat the interior air.

[0006] The second principle combines the heating and cooling functions via a refrigeration circuit by using a condensing heat exchanger instead of a heating heat exchanger and, depending on the requirements, directing the air either through the condensing heat exchanger (heating) or through the evaporator heat exchanger (cooling).

[0007] All systems have in common that the power electronics are connected in series upstream of the electric machine in terms of cooling, wherein the coolant flow which has already been preheated is used to cool the motor.

[0008] Due to the chemical and physical processes inside the battery cells, the energy storage / accumulator / high-voltage battery (HV battery) also has losses in the energy conversion. Their influence depends on the power and temperature, so that at lower powers, the loss power is also lower, while the greater the energy conversion, the higher the internal losses. In order to ensure cooling performance, liquid cooling is provided for this in most systems.

[0009] Electric drives require intelligent energy distribution in order to efficiently and fully utilize the available battery capacity. Known thermal management systems split the functions of the air conditioning (heating / cooling) in the vehicle into several heat exchangers (water-air for heating and refrigerant-air for cooling). For this purpose, an electric auxiliary heater is usually also provided.

[0010] In addition to the costs, there are also disadvantages with regard to the installation space requirement, line path lengths and material expenditure.

[0011] Furthermore, connecting the cooling of the power electronics and the electric motor in series results in a loss of performance of the electric motor or efficiency of the eDrive. Due to the high temperature of the coolant, the current carrying capacity of the power electronics is reduced, which limits the cooling capacity. However, the higher temperatures in the eDrive lead to lower mechanical losses due to the lower viscosity of the oil. At lower coolant temperatures, this behavior is reversed. Therefore, a compromise must be found. Summary of the invention

[0012] The object of the present invention is therefore to provide a thermal energy system and a vehicle which eliminate one or more of the above-mentioned disadvantages. In particular, the object of the present invention is to provide an efficient thermal energy system and a vehicle having such a system, in which the lost energy of the vehicle or individual components is utilized as much as possible to the extent that only excess, unusable energy is released into the environment.

[0013] According to a first aspect, the object is solved by a thermal energy system for adjusting the temperature of a vehicle, the thermal energy system comprising a heat pump, the heat pump having a cooling unit for cooling a coolant flow and a heating unit for warming the coolant flow, the heat pump being configured to transfer heat energy from the coolant flow delivered to the cooling unit to the coolant flow delivered to the heating unit. The thermal energy system has a plurality of system sections, and these system sections are configured to warm and / or cool respective vehicle sections of the vehicle. A first system section in the system sections is configured to cool a first vehicle section having at least one first electronic device unit in the vehicle section, and a fifth system section is configured to cool a fifth vehicle section having a motor in the vehicle section. The system further comprises a low temperature line path, i.e., an NT line path, starting from downstream of the cooling unit, and a high temperature line path, i.e., an HT line path, starting from downstream of the heating unit, wherein at least one line path of the HT and NT line paths is configured to guide the coolant flow to at least one system section in the plurality of system sections. Downstream of the cooling unit, the NT line path is configured to guide the coolant flow to a first system section of the plurality of system sections. The NT line path is also configured to guide the coolant flow to at least one further system section downstream of the first system section and upstream of the fifth system section while guiding the coolant flow to the fifth system section, wherein the further system section is configured to cool and / or warm further vehicle sections having a passenger compartment, a battery or a radiator. The first of the HT and NT line paths is also configured to guide the coolant flow to the heating unit, while the second of the HT and NT line paths is also configured to guide the coolant flow to the cooling unit.

[0014] Thus, one of the HT and NT line paths can direct the coolant flow to a fifth system segment having a motor. If the NT line path directs the coolant flow to the motor, then from downstream of the first system segment, the NT line path directs the coolant flow to at least one further system segment in the system segments, and then directs the coolant flow to the fifth system segment. Thus, before cooling the motor, further system segments outside the first and fifth system segments can be cooled. Thus, improved energy efficiency can be achieved. The further system segments may include at least one of the second to fourth system segments or one such system segment. Alternatively, if the HT line path directs the coolant flow to the fifth system segment, the NT line path directs the coolant flow at least to the first system segment.

[0015] The system may include a motor, at least one first electronic device unit and / or another electronic device unit, a passenger compartment heat exchanger of the passenger compartment, a first heat exchanger of the passenger compartment, a second heat exchanger of the passenger compartment, a battery and / or a radiator. In order to air condition the passenger compartment, the vehicle and / or the system may provide a passenger compartment heat exchanger. Alternatively, the passenger compartment heat exchanger may be replaced by two single heat exchangers. By operating the first and second heat exchangers in parallel, the passenger compartment air can be dehumidified in the following manner, that is, the air is first guided through the second heat exchanger and cooled down here, wherein the moisture is condensed and can be discharged. Subsequently, the air is guided through the first heat exchanger and heated again to the target temperature level. However, in principle, the passenger compartment can be cooled and heated via a single passenger compartment heat exchanger, which can be connected to the HT line path in the first operating mode for heating the air, and can be connected to the NT line path in the second operating mode for cooling the air. Therefore, the air can only be dehumidified during cooling. By suitable means for switching the air guidance, the heat energy at one of the first and second heat exchangers, in particular the first heat exchanger, can be released either to the passenger compartment or to the ambient air. The intermediate position enables a stepless distribution of the heat energy discharge between the passenger compartment and the ambient air.

[0016] These system sections are configured to heat and / or cool the respective vehicle sections. Therefore, at least one vehicle section is assigned to each system section. Heating can mean that heat energy is supplied to heat the respective vehicle sections or respective units. Cooling can mean that heat energy is discharged to cool the respective vehicle sections or respective units. Therefore, the system section for cooling can be a system section in the system section that cools at least one vehicle section and / or cools at least one unit of the vehicle section. The system section for heating can heat the vehicle section and / or at least one unit of the vehicle section. In particular, the first vehicle section is assigned to the first system section. One of the system sections can be configured only for heating or cooling. One of the system sections can be configured for cooling and heating. The first circuit path can be configured to heat the first heat exchanger and / or radiator and cool the motor.

[0017] The line path can be designed to be connectable to a system segment. A system segment can have one or more line paths or segments of NT and / or HT line paths.

[0018] One of the first electronic device unit and / or other electronic device units (see below) of the vehicle can be an electronic device unit that generates heat energy, especially during operation, and is therefore heated. In order to ensure the performance of the electronic device unit, the electronic device unit can be cooled, for example, by means of a coolant flow of an NT line path. The electronic device unit can be one of control electronics, an inverter, a DC / DC converter, a DC / AC converter and an on-board charger (OBC). With the proposed system, two, three, four or more electronic device units can be cooled and / or heated, especially cooled. The first vehicle section can have one, two, three or more first electronic device units. Other system sections can have one, two, three or more second and third electronic device units. At least one point in the first electronic device unit and the electronic device unit mentioned below can be configured to control a vehicle drive device.

[0019] The first of the HT and NT line paths is designed to guide the coolant flow to the heating unit, wherein the second of the HT and NT line paths is designed to guide the coolant flow to the cooling unit (so-called "chiller"). If the first line path is the HT line path and the second line path is the NT line path, there is a system with two coolant flow circuits (dual circuit structure). In contrast, if the first line path is the NT line path and the second line path is the HT line path, there is a single coolant circuit (single circuit structure).

[0020] The coolant flow of the NT line path may have a lower average temperature than the coolant flow of the HT line path.

[0021] The cooling unit and / or the heating unit can be configured to warm and / or cool the coolant flow supplied to the respective unit (on the suction side of the respective unit) and output it to the respective line path. The line path can be at least partially composed of pipes, hoses, channels and / or combinations of these.

[0022] According to a first aspect, a thermal energy system is proposed, which can always transport the lost energy from electrical components, in particular electronic units and / or batteries, as well as the energy from the cooling of the passenger compartment to a useful place or can be stored in a thermal mass for subsequent use. Only when the required amount and the storage capacity are exhausted, the energy is discharged to the environment.

[0023] To increase efficiency, a heat pump is provided, which transfers heat energy from the coolant flow of the NT line path with a lower temperature level to the coolant flow of the HT line path with a higher temperature level. Due to the different flow rates, it is possible to use the heat pump to also use energy from the ambient air for heating purposes. In addition, the heat pump can also realize cooling / A / C of the passenger compartment.

[0024] The basic concept of the proposed system is based on the presence of two coolant circuits, which consist of an NT line path and an HT line path with different temperature levels. The temperature difference between the two line paths can be between -10 K and +100 K. The thermal coupling of the two coolant flows is produced via a heat pump. The heat pump can include a refrigerant reservoir, a compressor, an expansion valve or a throttle, an evaporator heat exchanger for the cooling unit and a liquid-cooled condenser (LCC) for the heating unit.

[0025] In the following, a system with a maximum of three valves ("flow switches" in English) is described. The valves can be arranged in such a way that all required operating states of the vehicle can be met with the system by combining the switching states of the respective valves. The embodiment of at least one of the valves is advantageously provided as a radial rotary slide valve, but another form (axial piston slide valve) is also possible.

[0026] The cooling part of the motor, in particular the cooling part of the electric motor (E motor), or the cooling part of the motor heat exchanger, in particular the cooling part of the oil-water heat exchanger (see below) of the motor can be assigned to the HT line path, while the electronic device components, such as in particular the first electronic device unit (see below), are connected in the NT line path. The first to third electronic device units can include an on-board charger (OBC), a controller and / or one or more power electronic devices of the vehicle. The first to third electronic device units, in particular the first electronic device unit, can include an on-board charger and a controller. The advantage of providing the motor and the first electronic device unit separately is that the first electronic device unit can be cooled at a lower inlet temperature and thus achieve higher performance and efficiency, while the motor itself can in principle withstand a higher temperature level, or due to its high thermal mass can be subjected to a longer load until the limit temperature of the motor is reached. It can therefore be ensured that the required cooling power meets the requirements and optimizes the performance.

[0027] The first to third electronic device units (see below) may include electronic device subsystems. In addition, the first, second and / or third electronic device units may include a single electronic device unit or two, three or more electronic device units. In particular, the first electronic device unit may include two or three electronic device units. The second and / or third electronic device unit may include a single electronic device unit in particular. At least one of the first to third electronic device units may be passed through by a coolant flow of one of the line paths, especially the NT line path, in series, one after another. Among them, the order can be advantageously determined based on the requirements and / or cooling power requirements of the electronic device units to be passed through. The following order is particularly advantageous, that is, the electronic device unit is first supplied with the coldest coolant flow, and then the coolant flow flows through the central computer of the electronic device unit, and the OBC (on-board charger) is passed through at the end, because the OBC is activated only when other systems are turned off or no significant power loss is generated / there is no cooling power requirement. Different supply orders are possible and can be determined based on the cooling power requirements of different electronic device units.

[0028] In other variants, it is in principle possible to supply the electronics units in parallel or to carry out a combination of serial and parallel flow. In this case, the arrangement can be divided based on the cooling power requirements and / or the mass flow ratios of the electronics units. It is recommended that the volume flows be hydraulically balanced, for example by means of throttle openings at the inlet, according to the expected cooling power ratios, taking into account the pressure ratios of the electronics units, in particular of the subsystems.

[0029] A further feature of the system is the indirect air conditioning of the passenger compartment / passenger space via a single passenger compartment heat exchanger or two heat exchangers, wherein in particular the passenger compartment heat exchanger is supplied either with a hot coolant flow from the HT line path (heating demand) or with a cold coolant flow from the NT line path (cooling demand) depending on the demand. In the case of two separate passenger compartment heat exchangers, the first heat exchanger can be supplied with cold coolant from the NT line path for cooling the passenger compartment air, while the second heat exchanger is supplied with hot coolant for heating the passenger compartment air. The air to be supplied to the passenger compartment can here first be guided through the first heat exchanger in order to cool the air, and dehumidification of the air in the passenger compartment can be achieved by condensing the air moisture. Subsequently, the air can be heated to the desired temperature via the second heat exchanger.

[0030] The system or vehicle can also have, in particular, a single radiator (see below) for exchanging energy with the ambient air, which can be connected as required in the NT line path or the HT line path and can thus discharge excess power loss and absorb thermal energy from the environment in order to feed this thermal energy into one of the line paths, in particular the HT line path, via a heat pump.

[0031] The energy storage / battery can also be operated via two line paths as required, wherein the interconnection allows both serial supply of the passenger compartment and the battery as well as parallel operation. It is thus possible to cool the passenger compartment independently of the battery requirements (cooling or heating).

[0032] Furthermore, the combination of valves also enables the circuits to be interconnected as a hydraulic series of all system sections and / or vehicle sections, thereby enabling the vehicle to be operated without the heat pump and thus achieving the highest possible overall system efficiency.

[0033] In the second operating mode of the series connection, the coolant temperature flowing through the first electronic device unit and the passenger compartment or before the battery can be reduced by means of a heat pump, and the coolant temperature before the radiator can be increased at the same time, so as to increase the cooling power of the entire system and the air conditioning power of the passenger compartment.

[0034] Depending on boundary conditions (ambient temperature, driving conditions of the vehicle, operating conditions of the vehicle, sunlight influence, etc.), different interconnection methods are required to meet the requirements for the temperature of vehicle sections, such as the temperature regulation and temperature control of the first to third electronic device units, especially the first electronic device unit. Therefore, the goal of achieving the best possible efficiency can be ensured respectively.

[0035] A second system section of the plurality of system sections may be configured to heat and cool a second vehicle section of the vehicle section having a passenger compartment of the vehicle, in particular having a passenger compartment heat exchanger of the passenger compartment of the vehicle. A third system section of the plurality of system sections may be configured to heat and / or cool a third vehicle section of the vehicle section having a battery of the vehicle. A fourth system section of the plurality of system sections may be configured to heat and / or cool a fourth vehicle section of the vehicle section having a radiator.

[0036] A fifth system section of the plurality of system sections is configured for cooling a fifth vehicle section of the vehicle sections having a motor and can in particular be configured for cooling at least one second electronics unit and cooling the motor downstream of the second electronics unit. For example, cooling the second electronics unit and the motor is particularly advantageous when condensation on the second electronics unit is to be prevented. Depending on the vehicle model, the motor can be arranged in the fifth vehicle section, the first vehicle section or the third vehicle section.

[0037] The first system section can also be configured to cool a first vehicle section having a first electronic device unit and a motor, so that a corresponding line path guides the coolant flow from downstream of the first electronic device unit to the motor and / or in parallel with the first electronic device unit. In particular, this can be an NT line path. It can be advantageous to position the electronic device unit and the motor very close to each other, or to integrate the electronic device unit and the motor in a housing. In this case, it is advantageous that the electronic device unit and the motor are assigned to the NT line path and that the lowest inlet temperature is first provided for the electronic device unit and then the coolant flow is guided directly to the motor. If the spatial arrangement is correspondingly advantageous, it is possible to connect an additional electronic device unit in parallel with the first electronic device unit (such as a DC-DC converter) or in series with the motor.

[0038] The third system section can also be configured for heating and / or cooling a third vehicle section having a battery and a motor, so that a corresponding line path guides the coolant flow from downstream of the motor to the battery, in particular to the third electronics unit, from downstream of the third electronics unit to the motor, and from downstream of the motor to the battery. This connection of the third electronics unit and the motor is advantageous, for example, if the motor must / should be installed at a distance before the heat pump.

[0039] The NT line path can be the first line path, and the HT line path can be the second line path, wherein the NT line path is configured to guide the coolant flow in series to the first, second, third and fifth sections, and the HT line path is configured to guide the coolant flow in series to the second and fourth system sections. This is equivalent to a single-loop structure. The proposed structure and the arrangement of components and heat exchangers can achieve thermal bypass in the following manner, that is, reduce the temperature of the coolant flow before the first electronic device unit and the second heat exchanger for cooling the passenger compartment, and thus make higher cooling power potential and air conditioning truly possible. The heating unit is arranged to flow through the first heat exchanger of the passenger compartment and further flow through the radiator, and then guide the coolant flow to the cooling unit. Therefore, the single-loop structure can have different temperature levels, and the different temperature levels can achieve the improvement of thermal power in the following manner, that is, optimize the inlet temperature at the main components. The heat pump is thermally connected in such a way that it can achieve a thermal bypass in order to bring the coolant flow entering the first electronics unit to a lower temperature level. This energy is fed in before the first heat exchanger and increases the inlet temperature for the passenger compartment heater and / or radiator. This increases the cooling capacity of the entire system. In addition, an economy mode can be achieved when the heat pump is inactive, which can in particular increase the range of the vehicle.

[0040] The HT line path may be the first line path and the NT line path may be the second line path, wherein the HT line path is designed to conduct the coolant flow in series to the second, fourth and fifth system sections and the NT line path is designed to conduct the coolant flow in series to the first, second and third system sections. The simplified design is considered to be particularly advantageous because, in addition to fewer components, the expenditure on control or control electronics for the system is also significantly less, which results in significant installation space and cost advantages.

[0041] The two structures mentioned above can be particularly advantageous if the system has no valves.

[0042] At least one of the first to fifth system segments can have one, two or more system line paths, wherein these system line paths are configured to be connectable to at least one of the NT and HT line paths by means of one, two or more inputs and / or outputs of the system line paths. Thus, the coolant flow can be diverted from one of the system line paths. Alternatively or additionally, at least one of the first to fifth system segments can include segments of the NT and / or HT line paths. At least one of the first to fifth system segments can be configured to cool and / or warm the respective vehicle segment by means of system line paths and / or segments.

[0043] The system may include a first and a second valve having a first and a second switching state, respectively, which valves each have two valve inputs and two valve outputs for connecting to the HT and NT line paths. Thus, the valves may represent nodes at which the NT and HT line paths are connected to the respective nodes. The first valve has two inputs, wherein a first input for the NT line path and a second input for the HT line path are provided. In addition, the first valve has two outputs, wherein one output is for the HT line path and one output is for the NT line path. The above structure may relate to the second valve and each additional valve. The HT and NT line paths may be configured to direct the coolant flow to at least one system segment of a plurality of system segments based on the switching state of the first and second valves.

[0044] The first valve can be configured to direct the coolant flow from the fourth system section to the fifth system section or the heating unit based on the first switching state a) of the first valve, and to direct the coolant flow from the third system section to the cooling unit. In addition, the first valve can also be configured to direct the coolant flow from the third system section to the fifth system section or directly to the heating unit based on the second switching state b) of the first valve, and to direct the coolant flow from the fourth system section to the cooling unit. The first valve can have the above switching states regardless of whether the passenger compartment is cooled and / or heated by means of the passenger compartment heat exchanger or by means of the first and second heat exchangers.

[0045] The second system section may include a heating section and a cooling section, wherein the heating section is configured for warming a first heat exchanger of the passenger compartment heat exchanger and the cooling section is configured for cooling a second heat exchanger of the passenger compartment heat exchanger, wherein the cooling section is arranged downstream of the first system section and upstream before the third or fourth system section, and the heating section is arranged downstream after the heating unit and upstream before the fourth or third system section. The above-described structure of the second system section is particularly advantageous if there are first and second heat exchangers instead of a single passenger compartment heat exchanger.

[0046] The second valve can be configured to guide the coolant flow from the cooling section to the third system section based on the first switching state c) of the first valve, and to guide the coolant flow from the heating section to the fourth system section, wherein the second valve can also be configured to guide the coolant flow from the cooling section to the fourth system section based on the second switching state d) of the second valve, and to guide the coolant flow from the heating section to the third system section. Thus, all necessary operating states of the vehicle can be realized with the first and second valves in the presence of the first and second heat exchangers. With the proposed structure and two heat exchangers, it is possible to dehumidify the interior air of the passenger compartment, because for this purpose the air is first cooled in order to condense the moisture and then warmed again. It is impossible to do this with only a single passenger compartment heat exchanger under all environmental conditions. In order to ensure the dehumidification function, it can be advantageous to set the heating and cooling of the passenger compartment via the first and second heat exchangers, respectively. According to the dual-circuit structure, the cooling and heating of the passenger compartment can be ensured with the first and second heat exchangers. The switching states of the first and second valves enable cooling of all components and selective cooling or heating of the battery independently of the air conditioning of the passenger compartment, which is equivalent to the basic layout.

[0047] The system further comprises a third valve having a first and a second switching state, the third valve having two valve inputs and two valve outputs for connection with the HT and NT line paths, wherein the HT and NT line paths are configured to direct the coolant flow to at least one system segment of the plurality of system segments based on the switching states of the first to third valves. Providing the third valve relative to the first and second valves is particularly advantageous for designs having a single passenger compartment heat exchanger.

[0048] The second and third valves may be configured to

[0049] - directing the coolant flow from the first system section to the second system section, from the second system section to the third system section and from the heating unit to the fourth system section based on the first switching state c), e) of the second and third valves; and / or

[0050] - directing the coolant flow from the first system section to the second system section, from the second system section to the fourth system section, and from the heating unit to the third system section based on the first switching state c) of the second valve and the second switching state f) of the third valve;

[0051] - based on the second switching state d) of the second valve and the first switching state e) of the third valve, directing the coolant flow from the first system section to the fourth system section, directing the coolant flow from the heating unit to the second system section and directing the coolant flow from the second system section to the third system section; and / or

[0052] Due to the second switching states d) and f) of the second and third valves, the coolant flow is directed from the first system section to the third system section, from the heating unit to the second system section and from the second system section to the fourth system section.

[0053] The thermal energy system can be configured to heat and / or cool the second, third, fourth and / or fifth system section by means of the HT and NT line paths based on the switching state of at least one of the first to third valves. The heating and / or cooling can also be improved by means of a radiator, wherein the thermal energy can be discharged into the ambient fluid by means of the radiator or thermal energy can be absorbed from the ambient fluid. Thus, excess thermal energy can be discharged into the ambient fluid or thermal energy can be fed from the ambient fluid into the coolant flow.

[0054] The system may further include a first coolant pump and / or a second coolant pump, wherein the first coolant pump may be arranged upstream of the heating unit or upstream of the fifth system section along the first line path and may be configured to pump the coolant flow to the heating unit. The second coolant pump may be configured upstream of the cooling unit along the second line path and may be configured to pump the coolant flow to the cooling unit. The system may further include an additional coolant pump.

[0055] The first coolant pump and / or the second coolant pump can have an active state and an inactive state, wherein the first coolant pump and / or the second coolant pump are configured to pump the coolant flow in the active state, wherein the first coolant pump and / or the second coolant pump are configured to continue to guide the coolant flow without pumping in the inactive state.

[0056] The coolant flow of the HT line path may have a higher temperature when it leaves the heating unit than the coolant flow of the NT line path when it leaves the cooling unit.

[0057] The heat pump can have an active state and an inactive state, wherein the heat pump can be configured to transfer heat energy from the coolant supplied to the cooling unit to the coolant flow supplied to the heating unit in the active state, wherein the heat pump can be configured to prevent the exchange of heat energy between the cooling unit and the heating unit in the inactive state. Thus, in the inactive state, the heat pump can continue to conduct the coolant flow supplied to the respective cooling unit or heating unit without delivering or extracting heat energy.

[0058] The fifth system section can be configured to cool a motor heat exchanger, in particular an oil-water heat exchanger for cooling the motor. Alternatively, the motor can also be cooled by water cooling.

[0059] The motor heat exchanger can have an active state and an inactive state, wherein the motor heat exchanger is configured to exchange heat energy with the motor in the active state, wherein the motor heat exchanger does not exchange heat energy with the coolant flow of the respective circuit path or is prevented from exchanging heat energy in the inactive state.

[0060] The HT circuit paths and / or the NT circuit paths can have an active state and an inactive state, wherein in the active state of one or more circuit paths, heat energy is transported via a coolant flow, wherein one or more circuit paths are designed to prevent heat energy transport in the inactive state of one or more circuit paths. In the inactive state, the coolant flow of the circuit path can be guided, in particular circulated, but no heat energy is transported.

[0061] The first, second and / or third valve may be designed to switch into the following switching state combinations:

[0062] - a, c, f;

[0063] - a, d, e; and / or

[0064] - b, d, f.

[0065] Each of the first to third valves can be configured to switch between two respective switching states. If only the first and second valves are provided, the first and second valves can be configured to switch out switching state combinations a and c, a and d, or b and d. In addition, the first and second valves or the first to third valves can be configured to switch out any possible switching state combination from a, b, c, d, e, and f.

[0066] The radiator can have an activated operating state and an inactivated operating state. In the activated operating state, the radiator can be configured to cool or warm an ambient fluid, especially the ambient air of a vehicle, wherein, in the inactivated operating state of the radiator, heat energy exchange with the ambient fluid and / or the radiator is not performed or prevented. The radiator can be configured to deliver the heat energy of the coolant delivered to the radiator to the ambient fluid, or to deliver heat energy from the ambient fluid to the coolant flow. The fourth system section can have a parallel connection with a bypass valve. The parallel connection can include a first and a second parallel line path section. The first parallel line path section can be configured to guide the coolant flow from the downstream of the bypass valve to the radiator. The second parallel line path section can be configured to guide the coolant flow in parallel with the first parallel line path section, especially to guide the coolant flow past the radiator. Based on the switching of the bypass valve, the coolant flow can be guided to the radiator or guided past the radiator in parallel.

[0067] The system may also include a first and / or second expansion reserve. The first and / or second expansion reserve may be configured to deliver coolant to one of the coolant flows, or to receive coolant from one of the coolant flows. The first expansion reserve may be configured to deliver coolant to the coolant flow of the first circuit path, or to receive coolant therefrom. The second expansion reserve may be configured to deliver coolant to the coolant flow of the second circuit path, or to receive coolant therefrom. The first and second coolant reserves may be provided in a dual-circuit structure. This is particularly advantageous for a dual-circuit structure without a valve. If a single-circuit structure is present and / or a single-circuit structure and a dual-circuit structure may be converted by two or three valves, a single expansion reserve in the first and second expansion reserves may be provided. In a single-circuit structure, coolant may be delivered to the entire coolant circuit from a single expansion reserve therein. If a dual-circuit structure is converted at a later time point, coolant may be delivered or received accordingly in the single-circuit structure in advance.

[0068] The coolant reserve, the first and / or the second expansion reserve can be designed to compensate for changes in pressure and / or volume of the coolant flow due to temperature differences.

[0069] The system can be configured to heat and / or cool the passenger compartment, in particular the passenger compartment heat exchanger or the first and second heat exchangers, by means of the second system section, to heat and / or cool the battery by means of the third system section, to heat and / or cool the radiator by means of the fourth system section, and / or to cool the motor by means of the fifth system section. The system can also be configured to achieve heating and / or cooling of the system sections based on the switching state of the first and second valves or the switching state of the first to third valves. In addition, the system can also be configured to switch the first and second valves or the first to third valves between the first and second switching states so as to enable heating and / or cooling of the system sections.

[0070] The system can be configured to enable volume compensation and / or pressure compensation between the coolant flows of the HT and NT line paths. To this end, the system can include a compensation line connected to the respective coolant flows and / or line paths. This is particularly advantageous in a dual-circuit structure. In addition, this compensation can be achieved with the aid of a unique reserve, such as a first or second expansion reserve. The compensation function can be achieved with a relatively small line cross-sectional area. Alternatively, the compensation line can also have a throttle valve. Both of these alternatives can be configured to enable the filling of coolant. The compensation line can be connected to the line path so that the first end of the compensation line with coolant is arranged upstream before the first coolant pump, and the second end of the compensation line is arranged upstream before the second coolant pump, so as to deliver or extract coolant there, respectively. These positionings are advantageous because the pressure of the coolant flow here is relatively unaffected by the pressure resistance of the HT and NT line paths.

[0071] According to a second aspect, this object is achieved by a vehicle, in particular an electric vehicle, comprising a thermal energy system according to the first aspect.

[0072] The features of the first aspect described above may be constructed as features of the second aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0073] The preferred embodiments are explained exemplarily with reference to the accompanying drawings, wherein:

[0074] Figure 1 and Figure 2 shows a schematic diagram of a thermal energy system according to a first embodiment;

[0075] Figure 3 shows a schematic diagram of a thermal energy system according to a second embodiment;

[0076] Figures 4 to 8 shows a schematic diagram of a thermal energy system according to a third embodiment;

[0077] Fig. 9shows a schematic diagram of a thermal energy system according to a fourth embodiment;

[0078] Fig.10 shows a schematic diagram of a thermal energy system according to a fifth embodiment;

[0079] Fig.11 shows a schematic diagram of a thermal energy system according to a sixth embodiment;

[0080] Fig.12 shows a schematic diagram of a thermal energy system according to an eighth embodiment;

[0081] Fig.13 shows a schematic diagram of a thermal energy system according to a ninth embodiment;

[0082] Fig.14 shows a schematic diagram of a thermal energy system according to a ninth embodiment;

[0083] Fig.15 A schematic diagram showing the connection between the first electronic device unit and the NT line path;

[0084] Figures 16 to 21 shows a schematic diagram of a thermal energy system according to a tenth embodiment; and

[0085] Fig. 22 A schematic diagram of a vehicle having a thermal energy system is shown.

[0086] In the figures, identical or functionally substantially identical or similar elements are marked with the same reference numerals. DETAILED DESCRIPTION

[0087] Figure 1 A thermal energy system 100 is shown for regulating the temperature of a vehicle, in particular an electrically driven vehicle having a battery 180. The thermal energy system 100 comprises a heat pump 110 having a heating unit 111 and a cooling unit 112. The heating unit 111 is designed to supply thermal energy to a coolant flow supplied to the heating unit 111 and thus to warm the coolant flow. The cooling unit 112 is designed to extract thermal energy from the coolant flow supplied to the cooling unit 112 and thus to cool the coolant flow. The thermal energy absorbed by the cooling unit 112 can be transferred to the heating unit 111 by means of the heat pump 110 and to the coolant flow of the heating unit 111. According to Figure 1 The heat pump 110 further includes an expansion valve 113 , a compressor 114 and a reservoir 115 , so as to transfer thermal energy from the cooling unit 112 to the heating unit 111 .

[0088] Downstream of the heating unit 111 begins a so-called high temperature line path, i.e., the HT line path, which is designed to conduct the coolant flow output by the heating unit 111. Downstream of the cooling unit 112 begins a so-called low temperature line path, i.e., the NT line path, which is designed to conduct the coolant output by the cooling unit 112. The coolant flow of the HT line path when output from the heating unit 111 has a higher temperature than the coolant flow of the NT line path when output from the cooling unit 112.

[0089] according to Figure 2 , the thermal energy system 100 may have a plurality of system sections SA. Figure 2 , the system 100 has first to fifth system segments 1SA to 5SA. Figure 2 In the figure, for a better overview, the reference numerals of the otherwise shown units are omitted. Figure 1 The system sections 1SA to 5SA are designed to heat and / or cool the respective vehicle sections.

[0090] according to Figure 1 and Figure 2 The first system section 1SA is configured to cool a first vehicle section of a vehicle having a first electronic device unit 120, wherein the first electronic device unit 120 has three electronic device units. The first electronic device units 120 are arranged in series and are passed through by the coolant flow of the NT line path one after the other. Particularly advantageously, the first electronic device unit 120 can be passed through in the following order: power electronic components (English: "powerelectronic"), on-board charger, control electronics and / or other electronic components that require temperature control. The second system section 2SA is configured to cool and / or heat a second vehicle section having a passenger compartment heat exchanger 140, in particular, is configured to heat the first heat exchanger 141 and is configured to cool the second heat exchanger 142. The first and second heat exchangers 141, 142 can replace a single passenger compartment heat exchanger 140. The passenger compartment heat exchanger 140 and the first and second heat exchangers 141 and 142 are configured to heat and cool the passenger compartment of the vehicle. The third system section 3SA is configured to heat and / or cool a third vehicle section having a battery 180 of the vehicle and can be configured to cool and / or heat the battery 180, in particular to cool it. Figure 1, the third system section 3SA cools the battery. The fourth system section 4SA is configured to cool and / or warm a fourth vehicle section having a radiator 170 of the vehicle. With the aid of the radiator 170, heat energy can be exchanged with an ambient fluid, in particular ambient air of the vehicle, so that heat energy is absorbed from the coolant flow supplied to the radiator 170 and released to the ambient air, or heat energy is absorbed from the ambient air and supplied to the coolant flow. Thus, excess heat energy can be discharged and additional heat energy can be absorbed from the ambient air. The fifth system section 5SA is configured to cool a fifth vehicle section having a motor 130, in particular an electric motor. According to different embodiments, the fifth system section 5SA may not be provided, for example see Fig.10 , this is so that the motor 130 is cooled and / or heated by other system sections.

[0091] For a better overview, Figure 1 The first to fifth system sections are not shown in FIG. The motor can have a motor heat exchanger 132 , in particular an oil-water heat exchanger, for transferring heat energy to the coolant flow of the fifth system section. In addition, Figure 1 Also shown is an oil circuit with an oil pump in order to pump oil from the motor 130 to the motor heat exchanger 132. By means of the oil circuit, heat energy can be transferred from the motor to the motor heat exchanger 132 and to the coolant circuit of the fifth system section 5SA.

[0092] also, Figure 1 Also shown are first and second coolant pumps 151, 152. The first coolant pump 151 is arranged upstream before the fifth system segment 5SA, while the second coolant pump 152 is arranged upstream before the cooling unit 112. The first and second coolant pumps 151, 152 are respectively configured to pump respective coolant flows.

[0093] Figure 1 and Figure 2The system 100 is shown according to a single-circuit structure, in which the NT line path guides the coolant flow from the cooling unit 112 to the heating unit 111. The HT line path guides the coolant flow from the heating unit 111 to the cooling unit 112. According to this structure, all the units shown can be hydraulically connected in series. With the help of the single-circuit structure and the heat pump, energy transportation from one area of ​​the coolant circuit to other areas of the same coolant circuit can be achieved. Due to the above-mentioned sequence of components and heat exchangers, heat bypass can be achieved in the following way, that is, the temperature of the coolant flow before the first electronic component unit 120 and the second heat exchanger 142 is particularly meaningfully reduced, and thus a higher cooling power potential and air conditioning are actually possible. The heating unit 111 is arranged so that the coolant flow flows downstream through the first heat exchanger 141 and further downstream through the radiator 170 by means of the HT line path, and then the coolant is guided to the cooling unit via the second coolant pump 152. Therefore, the coolant flow can have different temperature levels, so that the thermal power of the cooling unit 112 can be increased in the following way, that is, the inlet temperature at the main components of the vehicle is optimized. The heat pump 110 is connected thermally in such a way that a thermal bypass can be achieved in order to place the coolant flow entering the electronic device at a lower temperature level. This energy is fed into the coolant flow of the HT line path before the first heat exchanger and increases the inlet temperature to the first heat exchanger 140 and the radiator 170. Therefore, the cooling power of the entire system is increased. In addition, an economic mode can be achieved when the heat pump 120 is turned off or is not in operation, which can especially achieve an increase in the vehicle's cruising range due to the reduced energy consumption.

[0094] A first line path I of the HT and NT line paths is configured to guide the coolant to the heating unit, and a second line path II of the HT and NT line paths is configured to guide the coolant to the cooling unit. Figure 1 and Figure 2 , the first line path I is an NT line path, and the second line path II is an HT line path; this results in a single-loop structure. If the first line path I is an HT line path, and the second line path II is an NT line path, then a double-loop structure exists.

[0095] The multiple arrows in some units (such as the motor 130, the heating unit 111, the cooling unit 112, the compressor 114, and the first and second heat exchangers 141 and 142) in the figure indicate the absorption or release of heat energy. For example, the multiple arrows in the heating unit 111 indicate the release of heat energy to the coolant flow for heating the coolant flow. Therefore, Figure 1The multiple arrows in the heating unit 111 tend to point downward. In contrast, the multiple arrows in the cooling unit 112 tend to point upward because thermal energy is absorbed to cool the coolant flow.

[0096] and Figure 1 and Figure 2 compared to, Figure 3 The dual-circuit structure of the system 100 is shown, in which the NT line path conducts the coolant flow to the cooling unit 112 and the HT line path conducts the coolant flow to the heating unit 111. The HT line path conducts the coolant flow to the first heat exchanger 141 for heating the passenger compartment and then to the radiator 170, which releases the heat energy in the coolant flow to the ambient air. With the help of the coolant pump 151, the coolant flow is pumped to the motor heat exchanger 132 and then to the heating unit 111. The NT line path first conducts the coolant flow to the first electronic device unit 120 in order to cool it. Subsequently, the coolant is guided through the passenger compartment heat exchanger 142, where energy is absorbed from the passenger compartment air and can therefore be cooled or blocked. Subsequently, the coolant flow is guided to the battery 180, which is also cooled. Finally, the coolant flow is pumped to the cooling unit 112 by means of the coolant pump 152. The thermal energy absorbed by means of the NT line path from the first electronic component unit 120, the heat exchanger 142 and the battery 180 can be transferred to the heating unit 111 by means of the heat pump 110 and thus to the HT line path. The simplified design is considered to be particularly advantageous here, because in addition to the fewer components required, the expenditure on the control of the system 100 is also significantly less, which results in a clear construction space and cost advantage.

[0097] Figures 4 to 8 A further embodiment of a system 100 is shown, which has a first and a second valve 161, 162 and a first and a second heat exchanger 141, 142. Each valve 161, 162 has two inputs and two outputs and is connected to the HT and NT line paths. The first and second valves 161, 162 have first switching states a), c) and second switching states b), d) respectively. The first valve 161 is arranged downstream of the second system section 2SA and the third system section 3SA, and is arranged upstream before the cooling unit 112 and the fifth system section 5SA.

[0098] The second system section 2SA may include a heating section and a cooling section, wherein the heating section is configured to heat the first heat exchanger 141, and the cooling section is configured to cool the second heat exchanger 142. The cooling section is arranged downstream of the first system section 1SA and upstream before the third 3SA system section or the fourth 4SA system section (depending on the switching state of the valves 161 and 162, in Figure 4 In the example, the heating section is arranged before the fourth system section 4SA), and the heating section is arranged downstream after the heating unit 111 and upstream before the fourth 4SA or third 3SA system section (this depends on the switching state of the valves 161 and 162, in Figure 4 The second valve 162 is arranged upstream of the third system section 4SA). The second valve 162 is arranged downstream of the cooling section of the second system section 2SA and downstream of the heating section of the second system section 2SA. In addition, the second valve 162 is arranged upstream before the third system section 3SA and upstream before the fourth system section 4SA.

[0099] For a better understanding of the drawings, the switching states of the first and second valves 161, 162 are shown below. These first and second switching states a), c) and b), d) of the first and second valves 161, 162 also show the first and second switching states of the third valve 162, for example, see Fig. 9 .

[0100] First to third valves 161, 162, 163 Switching state a), c), e) #timg# Switching state b), d), f) #timg#

[0101] Table 1: Switching states of the first to third valves 161, 162, 163

[0102] Depending on the switching states of the first to third valves 161 to 163 , different input ends and output ends of the respective valves may be connected as shown in the drawings.

[0103] according to Figure 4 , the first valve 161 has a first switching state a), and the second valve 162 has a second switching state b). Therefore, the NT line path guides the coolant flow from the cooling section of the second system section 2SA to the fourth system section 4SA by means of the second valve 162, and guides the coolant flow from the fourth system section 4SA to the fifth system section 5SA by means of the first valve 161. The HT line path guides the coolant flow from the heating section of the second system section 2SA to the third system section 3SA by means of the second valve 162, and guides the coolant flow from the third system section 3SA to the cooling unit 112 by means of the first valve 161.

[0104] according to Figure 4There is a single-circuit structure, and the battery 180 is heated. In addition, the motor heat exchanger 132 is inactive, and the heat exchange between the coolant flow of the NT line path and the oil circuit is blocked. By adjusting the unit to an inactive state, electrical energy used to operate the unit can be saved. The passenger compartment is heated by means of the first heat exchanger 141. The second heat exchanger 142 is inactive, or the heat exchange between the second heat exchanger 142 and the air in the passenger compartment is blocked. In order to prevent heat exchange with the environment, it can be proposed as an advantageous measure to utilize the air guiding devices and air blocking devices that are provided in the vehicle anyway for aerodynamic reasons, such as closing the shutters to block the air flow.

[0105] according to Figure 5 The passenger compartment is cooled by means of the second heat exchanger 142. In addition, the heat energy in the ambient air is transferred to the coolant flow of the NT line path by means of the radiator 170.

[0106] according to Figure 6 , the first valve 161 has a second switching state b), and the second valve 162 has a first switching state c). With the help of the second valve 162, the NT line path guides the coolant from the cooling section of the second system section 2SA with the second heat exchanger 142 to the third system section 3SA with the battery 180, so that the passenger compartment and the battery 180 can be cooled. With the help of the first valve 161, the coolant is guided from the third system section 3SA to the fifth system section with the motor 130 and the motor heat exchanger 132, so that the motor 130 is cooled. Subsequently, the coolant flow of the NT line path is guided to the heating unit 111. Therefore, the first line path I is the NT line path, and the second line path II is the HT line path.

[0107] The HT line path guides the coolant flow from the heating section of the second system section 2SA having the first heat exchanger 141 to the fourth system section 4SA by means of the second valve 162. The coolant flow of the HT line path is guided from the fourth system section 4SA to the cooling unit 112 by means of the first valve 161. The passenger compartment can be heated by means of the first heat exchanger 141, and then the excess heat energy can be released to the ambient air by means of the radiator 170. The heat energy absorbed by the NT line path from the first electronic device unit 120, the second heat exchanger 142, the battery 180, and the motor 130 is guided to the heating unit 111, and the HT line section can use this heat energy to heat the passenger compartment, and then release the excess heat energy via the radiator 170.

[0108] Regardless of the embodiment shown, the heat pump 110 can have an active state and an inactive state. In the active state, the heat pump 110 transfers the heat energy absorbed by the coolant flow delivered by the cooling unit 111 to the heating unit 112. In the inactive state, the heat energy exchange between the heating unit 111 and the cooling unit 112 is prevented, for example, by adjusting the refrigerant flow of the heat pump 110 between the cooling unit and the heating unit 111, 112.

[0109] When the vehicle is adjusted to the economy mode, the heat pump 110 may be in an inactive state. Since the energy demand of the heat pump 110 is reduced in the inactive state, energy can be saved.

[0110] Figure 7 A first valve 161 with a first switching state a) and a second valve 162 with a first switching state c) are shown. The NT line path guides the coolant flow after the first system section 1SA to the cooling section of the second system section 2SA and then to the third system section 3SA by means of the second valve 162. By means of the first valve 162, the NT line path guides the coolant from the third system section to the cooling unit 111. Therefore, the second line path II is an NT line path, and the first line path is an HT line path, which results in a double circuit structure.

[0111] The HT line path guides the coolant to the heating section of the second system section 2SA, and then to the fourth system section 4SA having the radiator 170 by means of the second valve 162. By means of the first valve 161, the HT line path guides the coolant flow from the fourth system section 4SA to the fifth system section 5SA having the motor, and then to the heating unit 111. Figure 7 , the cooling of the passenger compartment and the battery 180 is achieved by means of the NT line path. In addition, the cooling of the motor 130 can be achieved by means of the HT line path, because the heat energy is extracted from the coolant flow by means of the radiator 170 before the motor 130.

[0112] In both the single-circuit structure and the dual-circuit structure, the heat pump 110 can be switched to an active state and an inactive state. In particular, an economic mode can be used in the single-circuit structure.

[0113] Figure 8 The first valve 161 is shown in a second switching state b) and the second valve 162 is shown in a second switching state d). With the help of the second valve 162, the NT line path conducts the coolant from the cooling section of the second system section 2SA to the fourth system section 4SA with the radiator 170. Subsequently, with the help of the first valve 161, the NT line path conducts the coolant to the cooling unit. Therefore, the second line path II is an NT line path and the first line path I is an HT line path.

[0114] The HT line path directs the coolant flow from the heating section of the second system section 2SA to the third system section 3SA having the battery 180 by means of the second valve 162, and then, by means of the first valve 161, directs the coolant flow to the fifth system section 5SA having the motor and then to the heating unit 111. Figure 8 , the passenger compartment and the battery 180 are heated, and heat energy is transferred with the aid of the radiator 170 .

[0115] Fig. 9 An embodiment of a system 100 having first through third valves 161 , 162 , 163 is shown. Fig. 9 A bypass valve 164 is also shown. Compared to the previously shown embodiment, Fig. 9 , a single passenger compartment heat exchanger 140 is shown in place of the first and second heat exchangers 141 and 142. The first valve 161 has a first switching state a), the second valve 162 has a switching state d), and the third valve 163 has a second switching state f). The NT line path guides the coolant flow from the first system section 1SA with the first electronic device unit to the third system section 3SA with the battery by means of the second and third valves 162, 163. Subsequently, the NT line path guides the coolant flow to the cooling unit by means of the first valve 161. Therefore, the first line path I is an HT line path, and the second line path is an NT line path; this results in a dual-circuit structure. Fig. 9 Also shown is a high temperature section HTA and a low temperature section NTA of the system 100. The high temperature section HTA and the low temperature section NTA are regions of the thermal energy system 100 where relatively high and low coolant temperatures exist. Here, the high temperature section and the low temperature section HTA, NTA may include different sections of the HT line path and the NT line path and the thermal energy system 100.

[0116] The HT line path directs the coolant flow from the heating unit 111 to the second system section 2SA having the passenger compartment heat exchanger 140 by means of the second valve 162. The HT line path then directs the coolant flow to the fourth system section 4SA by means of the third valve 163. Fig. 9In the embodiment of the present invention, the fourth system section 4SA has a bypass valve 164 and a first and a second parallel circuit. The first parallel circuit is configured to direct the coolant flow to the radiator 170, while the second parallel circuit directs the coolant past the radiator 170. Based on the switching state of the bypass valve 164, the coolant flow of the HT circuit path can be directed to the radiator 170 or past the radiator 170. The parallel wiring and the bypass valve 164 are optional. Alternatively, the fourth system section 4SA can only direct the respective coolant flow to the radiator 170 and has no parallel wiring. By bypassing the radiator 170, firstly, the exchange of heat energy with the environment can be prevented, and secondly, the effective / involved thermal mass of the circulating coolant can be reduced, so that the response time of the passenger compartment heat exchanger for heating is shortened in the heating operation in the following way, that is, less energy is required before reaching the target temperature. In order to prevent the exchange of heat energy into the environment, it is proposed as an advantageous measure to arrange a second parallel connection on the air side of the radiator 170, because such a parallel connection is already provided in the vehicle anyway for aerodynamic reasons, for example by closing the shutters to block the air flow. In addition, both with and without the parallel connection, the supply of fresh air to the radiator can be blocked or enabled by the shutters of the vehicle. If the supply of fresh air is blocked, the thermal mass or thermal capacity of the radiator 170 can be used almost entirely for heat exchange.

[0117] Fig.10 A further embodiment of the system 100 is shown, which has a different arrangement of the motor 130 compared to the previous embodiments. Fig.10 , the third system section 3SA is configured to cool the motor 130. According to the present embodiment, the fifth system section 5SA does not exist.

[0118] Fig.11 A further embodiment of the system 100 is shown, in which the third system section 3SA is configured for serial cooling of the second electronics unit 121 , the motor 130 and the heat sink 180 .

[0119] If the motor 130 must / should be installed in the vehicle away from the heat pump 110, then Fig.10 and Fig.11 Embodiments of the invention are advantageous. Fig.10 and Fig.11 Only one reasonable possibility before the motor 130 is connected to the battery 180 is shown by way of example, wherein, although the motor 130 can be heated, especially in Fig.11 If the battery 180 is to be heated, the second electronic device unit 121 is inevitably heated.

[0120] Fig.12Another embodiment of a thermal energy system 100 is shown. Fig.10 and Fig.11 Similarly, the first valve 161 has a first switching state a), the second valve 162 has a second switching state d), and the third valve 163 has a second switching state f). Fig.12 , the first system section 1SA is configured to cool the motor 130 and the first electronic device unit 120. Fig.12 , the first electronic component unit 120 and the motor 130 can be positioned in close proximity to each other. This situation occurs, for example, when the first electronic component unit 120 and the motor 130 are arranged in a housing. In this case, it is advantageous to assign the first electronic component unit 120 and the motor 130 to the NT line path and first provide the first electronic component unit 120 with the lowest inlet temperature and then guide the coolant directly to the motor cooling. If the spatial arrangement is correspondingly advantageous, it is possible to connect one of the first electronic component units (such as a DC-DC converter) in parallel or in series with the motor 130.

[0121] Fig.13 A further embodiment of the system 100 is shown, in which a fifth system section 5SA is provided. The fifth system section 5SA is configured for cooling the third electronics unit 123 and the motor 130 downstream thereof. Fig.13 Shows that with Figures 10 to 12 The same switching states of the first to third valves 161, 162, 153. Therefore, it may also be sensible to connect the electronics unit into the HT line path if, for example, condensation is to be prevented on the third electronics unit 123. In this case, it is advantageous to enter the third electronics unit before the heating unit in order to achieve the highest possible cooling power.

[0122] Fig.14 A further embodiment of a system 100 with water cooling of the motor 130 is shown. The first to third valves 161, 162, 163 have switching states a), b) and f). The first electronics unit 120 is cooled in series via the NT line path, followed by the battery 170. The passenger compartment can be heated by means of the HT line path.

[0123] Fig.15A first electronics unit 120 is shown with a throttle 125 downstream of the first electronics unit 120. Alternatively, a throttle orifice can be used. The throttle 125 is configured for hydraulic balancing. By coordinating the throttle orifice according to the basic cooling requirements of the individual electronics units, it can be uniquely ensured that the volume flow of each unit 120 remains in a constant ratio. The total supply flow can be divided into several individual volume flows in defined proportions. The volume flow can be divided according to the resistance in a component such as an electronics unit. In order for these individual volume flows to be divided in a specific ratio, hydraulic balancing may be required, because otherwise the component with the lowest flow resistance will always receive the highest share, regardless of whether this highest share is required or not.

[0124] Figures 16 to 21 Another embodiment of the system 100 is shown. Fig.16 , the first valve 161 has a second switching state b), the second valve 162 has a first switching state c), and the third valve 163 has a first switching state e). The NT line path guides the coolant flow to the first system section 1SA having the first electronic device unit 120, and then guides it to the second system section 2SA having the passenger compartment heat exchanger 140 by means of the second valve 162, so that at least the first electronic device unit 120 can be cooled. After the second system section 2SA, the coolant flow of the NT line path is guided to the third system section 3SA by means of the third valve 163 for cooling the battery 180. From the third system section 3SA, the coolant flow of the NT line path is guided to the fifth system section 5SA by means of the first valve 161 for cooling the motor 130 by means of the motor heat exchanger 133, and then guided to the heating unit 111. Therefore, there is a single-loop structure. The HT line path is led to the fourth system section 4SA by means of the second and third valves 162 , 163 for warming the radiator 170 , and then to the cooling unit 112 via the first valve 161 . Fig.16 , the heat pump 110 is in an inactive state. In the inactive state, the heating unit 111 and / or the cooling unit 112 may also be inactive, so that the heating unit 111 guides the coolant flow delivered thereto in the inactive state and prevents the delivery of heat energy. In the inactive state, the cooling unit 112 diverts the coolant flow delivered thereto without absorbing heat energy from the coolant flow. Since the heat pump 110 is in an inactive state, especially the heating unit 111 and the cooling unit 112 are in an inactive state, it can be adjusted to an economic mode.

[0125] and Fig.16 compared to, Fig.17The heat pump 110 is shown in an activated state, in particular, the activation states of the heating unit 111 and the cooling unit 112, and the heat energy transfer from the cooling unit 112 to the heating unit 111. The coolant pump 151 pumps the coolant flow of the NT line path to the motor heat exchanger 133 and cools the oil, and then flows through the heating unit 111 and absorbs energy from the cooling unit 112. After reaching a higher temperature level, the coolant flow is directed to the radiator 170 via the second and third valves 162 and 163, where it releases heat to the environment. Subsequently, the coolant flows to the second coolant pump 152 via the first valve, and is further directed to the cooling unit 112, from which heat energy is extracted, thereby reducing the temperature of the coolant flow, and then is directed to the first electronic device unit 120, and may absorb energy, and is further directed to the passenger compartment heat exchanger 140 via the second and third valves 162 and 163. The passenger compartment absorbs heat energy from the interior air and cools the passenger compartment, and then the coolant flow is directed to the battery 180 to absorb heat energy here as well. The heat loss of all components is discharged to the environment. It has been found to be advantageous to achieve a thermal bypass with the heat pump 110 in such a way that the highest coolant temperature is reached when entering the radiator 170, and at the same time the lowest coolant temperature in the single coolant flow circuit exists when entering the unit to be cooled. In addition, the passenger compartment can also be air-conditioned.

[0126] and Fig.16 and Fig.17 compared to, Fig.18 The heat pump 110 and the motor heat exchanger 133 are shown in an inactive state. The lost heat of the battery 180 is rejected to the environment.

[0127] Fig.19 The first valve 161 is shown in a first switching state a), the second valve 162 is in a first switching state c), and the third valve is in a switching state e), so that according to Fig.19There is a dual-circuit structure. The heat pump 110 and the electric heat exchanger 133 are in an activated state. The NT line path guides the coolant flow to the first system section 1SA for cooling the first electronic device unit 120 and then to the second system section 2SA via the second valve 162 for cooling the passenger compartment heat exchanger 140. With the help of the third valve 163, the coolant flow is further guided to the system section 3SA for cooling the battery 180 and guided back to the cooling unit 112 with the help of the first valve 161. The HT line path guides to the fourth system section 4SA with the help of the first and second valves 162, 163 for warming the radiator, and guides to the fifth system section with the help of the first valve 161 for cooling the motor 130 or the motor heat exchanger 133, and then guides to the heating unit 111. The lost heat of the motor 130 , the first electronics unit 120 , the thermal energy from the passenger compartment, and the electrical power of the heat pump 110 are transferred into the HT line path and discharged to the environment by means of the heat sink 170 .

[0128] Fig. 20 The first valve 161 is shown in the second switching state b), the second valve 162 is in the first switching state c), and the third valve 163 is in the second switching state f), so that a dual circuit structure exists. All units are in an active state except the radiator 170. The NT line path guides the coolant to the first system section 1SA for cooling the first electronic device unit 120, and to the second system section 2SA via the second valve 162 for cooling the passenger compartment. With the help of the third valve 163, the coolant is guided to the fourth system section 4SA and to the cooling unit 111 via the first valve 161. The HT line path guides to the third system section 3SA with the help of the first and second valves 162, 163 for warming the battery 180, and to the fifth system section 5SA via the first valve 161 for cooling the motor 130. Subsequently, the coolant flow is guided to the heating unit 111. The lost heat of the motor 130 , the first electronics unit 120 , and the electrical power of the heat pump 110 are transferred into the HT line path.

[0129] Alternatively, the NT line path and the heat pump 110 can be in an inactive state. Here, the NT line path can be flowed through, but does not participate in heat conversion. The coolant pump 151 pumps the coolant flow to the motor heat exchanger 133 along the HT line path and absorbs the loss heat of the motor 130. The loss heat of the motor 130 and / or the transmission of the vehicle can also be absorbed. Subsequently, the coolant flow passes through the inactive heating unit 111 of the heat pump 110 and further flows to the battery 180 through the second and third valves 162 and 163 and transfers heat energy, and then the coolant flow is delivered to the first coolant pump 151 again through the first valve 161, and thus the loop is closed.

[0130] Alternatively, the radiator 170 may also be in an active state and release heat energy to the ambient air or absorb heat energy from the ambient air. The lost heat of the motor 130, the first electronics unit 120 and the heat energy obtained from the ambient air and the electric power of the heat pump 110 are all transmitted to the HT line path.

[0131] Fig.21 The first valve 161 in the second state b), the second valve 162 in the second state d), and the third valve 163 in the first state e) are shown, so that there is a dual circuit structure. The NT line path guides the coolant flow to the first system section 1SA for cooling the first electronic device unit 120, and guides it to the fourth system section 4SA via the second and third valves 162, 163, and then guides it to the cooling unit 112. The HT line path guides the coolant flow to the second system section 2SA via the second valve 162 for heating the passenger compartment, and guides it to the third system section 3SA via the third valve 163 for heating the battery 180. Subsequently, the coolant flow is guided to the fifth system section 5SA via the first valve 161 for cooling the motor 130, and then guided to the heating unit 111. Only the loss heat of the first electronic device unit 120 and the electric power of the heat pump 110 are transmitted to the HT line path.

[0132] Alternatively, only the HT circuit path is activated, and the NT circuit path is inactive. The coolant flow of the NT circuit path can circulate, but no heat transport occurs. Only the loss heat of the first electronic device unit 120 and the power of the heat pump 110 are transferred to the HT circuit path for warming.

[0133] Alternatively, heat sink 170 may be in an active state and absorb thermal energy from the ambient air.

[0134] Fig. 22 A schematic diagram of a vehicle 200 is shown, the vehicle comprising a thermal energy system 100 according to one of the aforementioned embodiments. The vehicle 200 may be configured to control the thermal energy system 100. In particular, the vehicle 200 may be configured to send control instructions to one or more units of the thermal energy system 100 for controlling the thermal energy system 100. The vehicle 200 may be an electric and / or electronic vehicle having an electronic motor (electric motor).

[0135] Reference numerals list

[0136] 100 Thermal Energy Systems

[0137] 110 heat pump

[0138] 111 Heating unit

[0139] 112 Cooling Unit

[0140] 113 Expansion valve

[0141] 114 compressor

[0142] 115 reserve

[0143] HTHT line path

[0144] NTNT Line Path

[0145] 120 First Electronic Device Unit

[0146] 121 Second Electronic Device Unit

[0147] 123 Third Electronic Devices Unit

[0148] 124 Expansion reserve

[0149] 125 throttle

[0150] 130 Electric Motor

[0151] 131 Expansion reserve

[0152] 132 Oil pump

[0153] 133 Oil-Water Heat Exchanger

[0154] 1SA first system segment

[0155] 2SA Second system segment

[0156] 3SA Third system segment

[0157] 4SA Fourth system segment

[0158] 5SA Fifth system section

[0159] 140 Passenger compartment heat exchanger

[0160] 141 First heat exchanger

[0161] 142 Second heat exchanger

[0162] 151 First cooling pump

[0163] 152 Second cooling pump

[0164] 161 First Valve

[0165] 162 Second Valve

[0166] 163 Third Valve

[0167] 164 Bypass valve

[0168] 170 Radiator

[0169] 180 battery

[0170] IFirst Line Path

[0171] II Second Line Path

[0172] HTA high temperature section

[0173] NTA low temperature section

[0174] 200 vehicles

Claims

1. A thermal energy system (100) for adjusting the temperature of a vehicle, the thermal energy system comprising: A heat pump (110), the heat pump having a cooling unit (112) for cooling a coolant flow and a heating unit (111) for heating the coolant flow, the heat pump being configured to transfer heat energy from the coolant flow supplied to the cooling unit (112) to the coolant flow supplied to the heating unit (111); The thermal energy system (100) comprises a plurality of system sections (1SA-5SA), and the system sections (1SA-5SA) are configured to heat and / or cool respective vehicle sections of the vehicle, wherein the first system section (1SA) is configured to cool a first vehicle section having at least one first electronic device unit (120) among the vehicle sections, and the fifth system section (5SA) is configured to cool a fifth vehicle section having a motor (130) among the vehicle sections, a low-temperature line path, i.e., an NT line path, starting downstream from the cooling unit (112) and a high-temperature line path, i.e., an HT line path, starting downstream from the heating unit (111), wherein at least one of the HT and NT line paths is configured to guide the coolant flow to at least one system segment of the plurality of system segments (1SA-5SA), wherein, downstream of the cooling unit (112), the NT line path is configured to direct the coolant flow to the first system section (1SA), wherein the NT line path is further configured to guide the coolant flow to at least one further system section (2SA, 3SA, 4SA) downstream of the first system section (1SA) and upstream of the fifth system section (5SA) while guiding the coolant flow to the fifth system section (5SA), wherein the further system section (2SA, 3SA, 4SA) is configured to cool and / or warm a further vehicle section having a passenger compartment, a battery or a radiator, The first line path (I) of the HT and NT line paths is further configured to guide the coolant flow to the heating unit (111), and the second line path (II) of the HT and NT line paths is further configured to guide the coolant flow to the cooling unit (112).

2. The system (100) according to claim 1, in, A second system section (2SA) of the plurality of system sections (1SA-5SA) is configured to heat and cool a second vehicle section of the vehicle section having a passenger compartment of the vehicle, in particular a passenger compartment heat exchanger (140) of the passenger compartment of the vehicle, and / or wherein a third system segment (3SA) of the plurality of system segments (1SA-5SA) is configured to heat and / or cool a third vehicle segment of the vehicle segments having a battery (170) of the vehicle, and / or A fourth system section (4SA) among the plurality of system sections (1SA-5SA) is configured to heat and / or cool a fourth vehicle section among the vehicle sections having a radiator (170).

3. The system (100) according to claim 1 or 2, in, A fifth system section (5SA) of the plurality of system sections (1SA) is configured to cool a fifth vehicle section of the vehicle sections having a motor (130), in particular to cool at least one second electronic device unit (123) and to cool the motor (130) downstream of the second electronic device unit (123), or wherein the first system section (1SA) is further configured to cool a first vehicle section having the first electronic device unit (120) and a motor (130), such that the first system section (1SA) directs a coolant flow from downstream of the first electronic device unit (120) to the motor (130) and / or in parallel with the first electronic device unit (120), or The third system section (3SA) is further configured to heat and / or cool a third vehicle section having the battery (170) and the motor (130), so that the third system section (3SA) directs the coolant flow from downstream of the motor (130) to the battery (180), in particular to the third electronic device unit (121), from downstream of the third electronic device unit (121) to the motor (130), and from downstream of the motor (130) to the battery (180).

4. The system (100) according to any one of the preceding claims, in, The NT line path is the first line path (I) and the HT line path is the second line path (II), wherein the NT line path is configured to guide the coolant flow in series to the first, second, third and fifth sections (1SA, 2SA, 3SA, 5SA) and the HT line path is configured to guide the coolant flow in series to the second and fourth system sections (2SA, 4SA); or wherein the HT line path is the first line path (I) and the NT line path is the second line path (II), wherein the HT line path is configured to guide the coolant flow in series to the second, fourth and fifth system sections (2SA, 4SA, 5SA) and the NT line path is configured to guide the coolant flow in series to the first, second and third system sections (1SA, 2SA, 3SA).

5. The system (100) according to any one of claims 1 to 3, further comprising: a first and a second valve (161, 162) having a first and a second switching state a), b) or c), d), respectively, the first and the second valve each having two valve inputs and two valve outputs for connection to the HT and NT line paths, Therein, the HT and NT line paths are configured to direct the coolant flow to at least one system segment of the plurality of system segments (1SA-5SA) based on the switching states of the first and second valves.

6. The system (100) according to claim 5, in, The first valve (161) is configured to direct a coolant flow from the fourth system section (4SA) to the fifth system section (5SA) or the heating unit (111) and to direct a coolant flow from the third system section (3SA) to the cooling unit (112) based on a first switching state a) of the first valve (161), The first valve (161) is configured to direct the coolant flow from the third system section (3SA) to the fifth system section (5SA) or the heating unit (111) and to direct the coolant flow from the fourth system section (4SA) to the cooling unit (112) based on a second switching state b) of the first valve (161).

7. The system (100) according to claim 5 or 6, in, The second system section (2SA) comprises a heating section and a cooling section, The heating section is configured to heat a first heat exchanger (141) of the passenger compartment heat exchanger (140), and the cooling section is configured to cool a second heat exchanger (142) of the passenger compartment heat exchanger (140). The cooling section is arranged downstream of the first system section (1SA) and upstream of the third or fourth system section (3SA, 4SA), while the heating section is arranged downstream after the heating unit (111) and upstream of the fourth or third system section (4SA, 3SA).

8. The system (100) according to claim 7, in, The second valve (162) is configured to direct the coolant flow from the cooling section to the third system section (3SA) and to direct the coolant flow from the heating section to the fourth system section (4SA) based on the first switching state c) of the first valve (161), The second valve (162) is configured to direct the coolant flow from the cooling section to the fourth system section (4SA) and to direct the coolant flow from the heating section to the third system section (3SA) based on a second switching state d) of the second valve (162).

9. The system (100) according to any one of claims 5 or 6, further comprising: a third valve (163) having a first and a second switching state e), f), the third valve comprising two valve inputs and two valve outputs for connection to the HT and NT line paths, The HT and NT line paths are configured to guide the coolant flow to at least one of the plurality of system sections (1SA-5SA) based on the switching states of the first to third valves (161, 162, 163).

10. The system (100) according to claim 9, in, The second and third valves (162, 163) are configured to - based on the first switching states c) and e) of the second and third valves (162, 163), directing the coolant flow from the first system section (1SA) to the second system section (2SA), directing the coolant flow from the second system section (2SA) to the third system section (3SA), and directing the coolant flow from the heating unit (111) to the fourth system section (4SA); and / or - directing the coolant flow from the first system section (1SA) to the second system section (2SA), directing the coolant flow from the second system section (2SA) to the fourth system section (4SA), and directing the coolant flow from the heating unit (111) to the third system section (3SA) based on the first switching state c) of the second valve (162) and the second switching state f) of the third valve (163); - based on the second switching state d) of the second valve (162) and the first switching state e) of the third valve (163), directing the coolant flow from the first system section (1SA) to the fourth system section (4SA), directing the coolant flow from the heating unit (111) to the second system section (2SA) and directing the coolant flow from the second system section (2SA) to the third system section (3SA); and / or - Based on the second switching states d) and f) of the second and third valves (162, 163), the coolant flow is directed from the first system section (1SA) to the third system section (3SA), the coolant flow is directed from the heating unit (111) to the second system section (2SA), and the coolant flow is directed from the second system section (2SA) to the fourth system section (4SA).

11. The system (100) according to any one of claims 5 to 10, in, The thermal energy system (100) is configured to heat and / or cool the second, third, fourth and / or fifth system sections (2SA, 3SA, 4SA, 5SA) based on the switching state of at least one of the first to third valves (161, 162, 163) by means of the HT and NT line paths.

12. The system (100) according to any one of the preceding claims, further comprising: A first coolant pump and / or a second coolant pump (151, 152), wherein the first coolant pump (151) is arranged upstream of the heating unit (111) or upstream of the fifth system section (5SA) along the first line path (I) and is configured to pump a coolant flow to the heating unit (111), The second coolant pump (152) is configured upstream of the cooling unit (112) along the second line path (II) and is configured to pump a coolant flow to the cooling unit (112).

13. The system (100) according to claim 12, in, The first coolant pump and / or the second coolant pump (151, 152) has an active state and an inactive state, wherein the first coolant pump and / or the second coolant pump (151, 152) is configured to pump a coolant flow in an activated state, The first coolant pump and / or the second coolant pump (151, 152) are configured in an inactive state to continue to guide the coolant flow without pumping.

14. The system (100) according to any one of the preceding claims, in, The coolant flow of the HT line path has a higher temperature when leaving the heating unit (111) than the coolant flow of the NT line path when leaving the cooling unit (112).

15. The system (100) according to any one of the preceding claims, in, The heat pump (110) has an active state and an inactive state. The heat pump (110) is configured to transfer heat energy from the coolant supplied to the cooling unit (112) to the coolant flow supplied to the heating unit (111) in an activated state. The heat pump (110) is configured to prevent heat energy exchange between the cooling unit (112) and the heating unit (111) in an inactive state.

16. The system (100) according to any one of the preceding claims, in, The fifth system section (5SA) is designed to cool a motor heat exchanger (133), in particular an oil-water heat exchanger (133) for cooling the motor.

17. The system (100) according to any one of the preceding claims, in, The HT line path and / or the NT line path have an active state and an inactive state, In this case, when the circuit path is activated, the heat energy is transported via a coolant flow. Therein, the circuit path is configured to prevent the transport of thermal energy when the circuit path is in an inactive state.

18. A vehicle (200) comprising a thermal energy system (100) according to any one of the preceding claims.

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