Method for regulating two-stage cycle of heat pump

Abstract

The invention relates to a method for regulating a secondary cycle of a heat pump in which a coolant circulates, in which in a first method step (I) heat is released from the environment into the coolant by means of at least one air-coolant heat exchanger (200) through which the coolant and ambient air flow, in a first method step (I) the coolant is fed at least to the electrical or electronic component or unit (500) at a temperature (T2) and in a second method step (II) the heat of the component or unit (500) is released into the coolant, next, the coolant is continuously fed at least to the coolant-refrigerant heat exchanger (400) at a temperature (T3), in a third method step (III), heat is extracted from the coolant by means of the coolant-refrigerant heat exchanger and supplied to the consumer (600), and the temperature T2 and / or T3 is adjusted in such a way that the heat is maximally absorbed in the third method step (III) and the coolant cooled in the coolant-refrigerant heat exchanger (400) is fed back to the air-coolant heat exchanger (200).

Description

[0001] The present invention relates to a method for regulating a secondary circuit of a heat pump having a coolant circuit, in which coolant circulates in the secondary circuit, wherein in a first step the coolant absorbs heat from the environment by means of an air-coolant heat exchanger, ambient air and coolant flowing through the air-coolant heat exchanger, and the coolant is further conveyed to an electrical component or unit at a set temperature.

[0002] The coolant temperature downstream of the air-coolant heat exchanger can be detected by a sensor, and in a further embodiment the coolant temperature downstream of a refrigerant-coolant heat exchanger can also be detected.

[0003] In a second step, the coolant absorbs heat from at least one component and then the coolant is further conveyed to a coolant-refrigerant heat exchanger, and in a third step, heat is extracted from the coolant by the coolant-refrigerant heat exchanger and conveyed to a consumer, and the coolant cooled in the coolant-refrigerant heat exchanger is fed back to the air-coolant heat exchanger at a coolant temperature set via regulation.

[0004] Herein, the regulation used can absorb the heat of the coolant from the air-refrigerant heat exchanger and electrical or electronic components and units to the maximum extent.

[0005] The present invention also relates to a secondary circuit of a heat pump and a heat pump vehicle having a secondary circuit.

[0006] In an electrically driven vehicle, such as a vehicle having an electric motor, the driving energy of which comes from a battery carried in the vehicle, the heat required to heat the passenger compartment comes from different energy sources. The air in the passenger compartment can be heated using the electrical energy in the battery, but this reduces the energy available for driving and reduces the range. If the temperature level of the heat source is not suitable for heating the passenger compartment, a heat pump is required to regulate the temperature level. For example, the heat pump can extract heat from the ambient air and absorb the heat dissipated by vehicle components and transfer it into the passenger compartment. Other aspects developed in the heat pump of a vehicle having an electric motor include weight and size, and weight is also a factor affecting the maximum range of an electrically driven vehicle. In order to reduce weight and / or optimize the aerodynamic performance of the vehicle, the space for installing equipment is usually limited.

[0007] Known solutions in the prior art for solving the above problems are to design appropriate air heat pumps. For example, an air heat pump for a vehicle is known from KR10-2018-0078074 A, which includes a first coolant circuit for a first coolant and a second coolant circuit for a second coolant. The first coolant circuit includes a compressor for compressing the first coolant and conveying it through the first coolant circuit; and an internal heat exchanger for extracting heat from the air inside the vehicle; and an external heat exchanger for extracting heat from the ambient air. The internal heat exchanger and the external heat exchanger are interconnected by a pipe in which a diffuser is installed. The first coolant circuit and the second coolant circuit are interconnected by another heat exchanger so that the first coolant can transfer heat to the second coolant. The second coolant circuit can adjust the temperature of the passenger compartment. The document WO 2010 / 001116 A2 relates to a control system for a heat exchanger, which has means for determining the dew point. The heat exchanger is part of a space heater. The control system determines the dew point temperature of the indoor air and controls the air heat pump for the indoor climate so that no condensate appears in the indoor air according to the corresponding indoor climate conditions.

[0008] There is a need for a method and a corresponding device for conditioning the passenger compartment of an electrically driven vehicle in order to heat the passenger compartment and thus minimize the driving range of the electrically driven vehicle.

[0009] The technical problem is solved by a method having the features described in claims 1 and 13. Advantageous refinements of the method and the device are set forth in the dependent claims.

[0010] One aspect of the present invention relates to a method for regulating a secondary cycle of a heat pump in which a coolant circulates. The coolant arrives at a coolant-refrigerant heat exchanger at an arbitrary flow temperature and is cooled to a target temperature, and the heat of the coolant is transferred by the heat pump to a consumer, such as: the interior space of the vehicle, a battery, a heat accumulator. The temperature upstream of the air-coolant heat exchanger is monitored by a regulating or control device and is controlled within the component limits by regulating interventions.

[0011] In a first method step, heat is released from the environment to the coolant through an air-coolant heat exchanger. The air-coolant heat exchanger absorbs heat from the ambient air and releases it to the coolant, thereby raising the temperature of the coolant to the target temperature. In addition, the air-coolant heat exchanger can also be equipped with devices such as a fan to suck in the ambient air and conduct it into or through the air-coolant heat exchanger. Adjustable cooler grilles can also affect the air flow. Then, the coolant is guided through a first pipe section to electrical or electronic components and units.

[0012] A temperature sensor can be used to measure the coolant temperature upstream of the component to be cooled and downstream of the air-coolant heat exchanger. The detected temperature is transmitted to a computer or a controller. If multiple components are successively cooled by the coolant, the coolant temperature can be recorded by the sensor before each component. In addition, the coolant temperature can also be detected after the last component to be cooled.

[0013] In a second method step, heat is released from the electrical or electronic component and the unit to the coolant. Then, the coolant flows from the electrical or electronic component and the unit to the coolant-refrigerant heat exchanger through the second pipe section of the coolant circuit.

[0014] In a third method step, when the coolant flows through the coolant-refrigerant heat exchanger, heat is extracted from the coolant and provided to the energy consumer through a heat pump, and the temperature of the coolant is cooled to the target temperature. The heat pump is a machine with a refrigerant circuit that absorbs thermal energy at a low temperature in the coolant-refrigerant heat exchanger and provides the thermal energy to the energy consumer at a higher temperature.

[0015] The above heat exchange devices are interconnected by pipes. Each pipe section can include a flexible hose or can also be composed of flexible hoses adapted to the installation situation.

[0016] If the coolant temperature in each pipe section is lower than the ambient temperature, the surface of the pipe section can exchange energy with the ambient air, where the heat of the ambient air is provided to the coolant flowing in each pipe section. Therefore, as an example of the pipe section, the coolant temperature at the inlet of the air-coolant heat exchanger is higher than the temperature at the outlet of the coolant-refrigerant heat exchanger. The degree of energy transfer is affected by the selection of the hose material, which involves a fourth method step.

[0017] The first pipe section, the second pipe section, and the third pipe section, together with the coolant-refrigerant heat exchanger, the air-coolant heat exchanger, and at least one electrical or electronic component and unit, form a coolant circuit.

[0018] In one embodiment, a conveying device is integrated in the closed coolant circuit, and the conveying device conveys the coolant to flow through the coolant circuit. The conveying device can be a conveying pump. The conveying pump can be particularly arranged in the second pipe section connecting at least one electrical or electronic component and unit to the coolant-refrigerant heat exchanger. Through the pump, a sufficient coolant mass flow rate in the coolant circuit can be ensured. The pump can be an adjustable conveying pump, so that the coolant mass flow rate or flow velocity in the coolant circuit can be adjusted by, for example, a regulator or a controller.

[0019] In one embodiment, at least one electrical or electronic unit is a traction component of an electric vehicle, such as an electric motor, a DC / DC converter, a DC / AC converter, a battery device, or a component of a battery device for operating the electric drive motor of the vehicle.

[0020] In one embodiment, the heat obtained by the coolant-refrigerant heat exchanger in the third method step is used to control the temperature of the passenger compartment of the battery electric vehicle. In particular, the heat extracted by the refrigerant of the coolant-refrigerant heat exchanger from the coolant can be used to heat the passenger compartment, and the heating temperature can be set by the passengers in the vehicle. In another embodiment, the heat can be used for battery temperature regulation or accumulator charging.

[0021] In one embodiment, the temperature in the air-coolant heat exchanger environment is measured by a first sensor, and the humidity in the air-coolant heat exchanger environment is measured by a second sensor. The measured values of the sensors are transmitted as signals to a computer. The computer determines the target temperature based on these values and the characteristic data of the stored components. The target temperature value is transmitted to the controller. In addition, the temperature of the first pipe section is measured by a sensor, and the temperature of the third pipe section is measured by a sensor, and the measurement results are transmitted to the controller. The first sensor and the second sensor can be combined into an intelligent sensor to directly determine the dew point temperature of the ambient temperature based on the air humidity and the ambient temperature and transmit it to the computer.

[0022] The controller regulates the heat absorption in the first method step and / or the third method step by performing adjustment interventions on the heat pump, the coolant pump, the cooler grille, and the fan, so as to maximize the heat absorption in the first method step and / or the third method step and reach the specified target temperature in the circuit.

[0023] For example, the target temperature of the coolant can be determined so that the temperature of the coolant is not lower than the dew point temperature of the ambient air. In one embodiment, the third pipe section is exposed to the ambient air, so that the third pipe section forms a further heat exchanger with the environment, and the temperature of the coolant is changed by the ambient air.

[0024] One aspect relates to a heat pump, wherein the heat pump is used to extract heat from at least one electrical or electronic component and unit of an electric vehicle and to regulate the temperature of the vehicle energy dissipator.

[0025] The heat pump includes a secondary coolant circuit, wherein the coolant circuit includes an air-coolant heat exchanger, a pump for controlling the coolant mass flow, a coolant-refrigerant heat exchanger, and connecting pipes. The air-coolant heat exchanger has means for sucking in ambient air and passing it through the heat exchanger and means for controlling the air flow through the air-coolant heat exchanger. The coolant circuit also includes electrical or electronic components and units as well as temperature sensors.

[0026] In addition, there is a first sensor for measuring the ambient air temperature, a second sensor for measuring the ambient air humidity, a computer, and a controller for controlling the coolant circuit. The first sensor and the second sensor send signals corresponding to the measured values to the computer. The computer determines the target temperature using the sensor data and the characteristics of the stored electrical or electronic components and units. These target temperatures are sent to the controller and serve as regulating variables in order to subsequently regulate the temperature of the coolant with the aid of a coolant-refrigerant heat exchanger and a heat pump, thereby maintaining the calculated target temperature at least to a large extent.

[0027] In one embodiment, the coolant circulating in the secondary circuit of the heat pump is water, for example distilled water with a freezing point below 0 °C. The coolant is preferably a mixture of ethylene glycol and distilled water. If the windings of the electric motor are directly cooled and / or there is a battery in the circuit, oil is preferably used as the coolant.

[0028] In one embodiment, the electrical or electronic components and units through which the coolant flows include a cooling structure through which the coolant flows. The cooling structure can be a cooling plate for components connecting the battery and / or the battery device, or a cooling housing for the electric motor or an electric motor component, which has channels through which the coolant flows. In the motor housing, the coolant can also be sprayed directly, for example, onto the windings of the electric motor or the electric drive motor. The components can in particular be traction components, such as an electric motor, a battery device, a DC / DC converter, or a DC / AC converter.

[0029] In one embodiment, the coolant circuit also includes additional temperature sensors that send the temperature of the coolant in the coolant circuit upstream of the air-coolant heat exchanger to the controller. If the temperature is below or exceeds a specified target value, the controller will regulate the power of the heat pump or the temperature of the coolant in the coolant-refrigerant heat exchanger.

[0030] The limit values are determined by the electrical or electronic components and units, where the most sensitive component in the working chain defines the temperature limit.

[0031] For example, if the target temperature is set equal to the dew point temperature of the ambient air, it is possible to prevent moisture in the ambient air from condensing on the components in the coolant circuit and prevent the condensed water from freezing at the corresponding temperature. Both condensed water and ice can damage or destroy the components, such as corroding the components or causing mechanical damage when freezing.

[0032] The pipelines or pipe sections of the coolant circuit can be thermally insulated at least in sections. The single, multiple or all pipe sections connected to form a secondary circuit can be composed of or consist of hoses. For example, each pipe section can be composed of flexible hoses, which can easily adapt to the installation environment. The hoses can be composed of a material that enables or promotes the transfer of heat from the ambient air to the coolant through the pipe surface. If external icing occurs when the water temperature and / or ambient temperature is below 0 °C, the flexibility of the flexible hoses ensures that the ice is at least partially blown off the surface during transportation.

[0033] The power of the heat pump depends on the high temperature difference between the coolant temperature flowing through the air-coolant heat exchanger and the air temperature flowing through the heat exchanger. This means that the greater the temperature difference, the more power or energy can be transferred from the environment to the interior.

[0034] One aspect relates to an electric drive vehicle having a battery device, wherein the battery device supplies energy for the electric drive, and wherein the vehicle includes a heat pump having the aforementioned secondary circuit.

[0035] Example

[0036] Initial scenario: During the driving of a vehicle driven by an electric motor, such as a battery electric vehicle, the vehicle has the aforementioned heat pump with a secondary circuit, the ambient temperature is below 15 °C, and a heating requirement is put forward in the passenger compartment.

[0037] First, sensors are used to measure the current temperatures upstream of the air-coolant heat exchanger and upstream of the component. The computer calculates the target temperature based on the stored component characteristic data, ambient temperature, and ambient air humidity. If condensation is not allowed, the target temperature will depend on the component or the traction component within the determined ambient air dew point range. In the case of multiple components, the target temperature is determined by the most sensitive component in the work chain.

[0038] The heat extraction through the coolant-refrigerant heat exchanger is regulated by the controller to the determined target temperature on the air-coolant heat exchanger.

[0039] This means that the controller maximally absorbs the coolant heat of the air-cooler heat exchanger and the heat of the component through the target temperature, while protecting the component. Therefore, the device has an energy efficiency advantage compared with traditional methods and devices.

[0040] Embodiments for the method, the aforementioned indirect air heat pump, and a vehicle having an indirect air heat pump are respectively elaborated in detail below in conjunction with the accompanying drawings. In the drawings:

[0041] Figure 1 A method for regulating an indirect air heat pump is shown;

[0042] Figure 2 Shows an indirect air heat pump for a vehicle having an electric motor;

[0043] Figure 3 Shows a vehicle having an electric motor and Figure 2 the indirect air heat pump shown.

[0044] Figure 1 Shows a schematic diagram of a method for controlling a secondary cycle of a heat pump WP as Figure 2 shown.

[0045] The method includes a first step I, in which heat is released from the environment to a coolant by means of at least one air-coolant heat exchanger 200, which is traversed by the coolant and ambient air 700 ( Figure 2 ). By adjusting interference measures at the heat pump WP and devices 250, 251 and 300, the coolant temperature T2 is set to a target temperature T5, and the coolant temperature T1 is set to a target temperature T4 ( Figure 2 ). To determine the target temperatures T4, T5, an air temperature is measured using a sensor 210, and the humidity of the ambient air 700 is measured using a sensor 220. The sensors 210 and 220 transmit the measured values to a computer 230, in which a target temperature calculation function is integrated. The computer determines the target temperature values T4, T5 of the coolant based on the values of the sensors and the characteristic data of the stored component 500. The computer 230 transmits these target temperature values to a controller 240, which uses the received temperature values as control variables and substantially equalizes the temperature of the coolant to the target temperature by adjusting the interference measures.

[0046] Then, the coolant at the target temperature T5 is conveyed to the component 500. The component 500 is an electrical or electronic component 500 that generates heat during operation.

[0047] In a second step II, the coolant flows through the component 500, more precisely, for example, a cooling plate 530 for the component 500 or a cooling housing of the component 500. At this time, heat exchange takes place in such a way that the coolant at least partially absorbs the heat of the component 500 by convection and carries it away. The temperature of the coolant when it leaves the component 500 is higher than the temperature T2.

[0048] Now, the coolant is fed into the coolant-refrigerant heat exchanger 400, where, in the third step III, the heat of the coolant is transferred to the refrigerant of the coolant-refrigerant heat exchanger 400, such that the temperature T1 of the coolant when flowing out of the coolant-refrigerant heat exchanger is lower than the temperature at the inlet of the coolant-refrigerant heat exchanger 400. The heat obtained can be used to regulate the temperature of the energy dissipator of the vehicle 100.

[0049] The coolant flows from the coolant-refrigerant heat exchanger 400 to the air-coolant heat exchanger 200, where, in step I, the coolant at temperature T1 is heated again, for example, to the calculated target temperature T5.

[0050] The connection from the coolant-refrigerant heat exchanger 400 to the air-coolant heat exchanger 200 can be a hose connection. Depending on the length of this connection, heat can be transferred between the ambient air 700 and the coolant, so that when the coolant flows into the air-coolant heat exchanger 200, its temperature can be higher than the temperature at the outlet of the coolant-refrigerant heat exchanger 400.

[0051] Figure 2 An example of a heat pump WP with a secondary circuit SE having target temperature regulation is shown. The secondary circuit SE includes an air-coolant heat exchanger 200, a heat exchanger WÜ, a piping system (in the exemplary embodiment, pipe sections L1, L2, and L3), a conveying device 300 for conveying the coolant in the coolant circuit, and a coolant-refrigerant heat exchanger 400.

[0052] The air-coolant heat exchanger 200 is a heat exchanger through which the coolant of the coolant circuit and the ambient air 700 flow. To direct the ambient air 700 into and through the air-coolant heat exchanger 200, a fan 250 is installed at the air inlet of the air-coolant heat exchanger 200 for sucking in the ambient air 700 and feeding it into the air-coolant heat exchanger 200. In addition, the device 251 controls the air flow through the air-coolant heat exchanger 200. The task of the air-coolant heat exchanger 200 is to absorb heat from the ambient air 700 and release the coolant into the coolant circuit.

[0053] The target temperatures T4, T5 are calculated by the computer 230 based on the ambient temperature T3 and the air humidity F1 as well as the characteristic data of the stored component 500. The target temperatures T4, T5 are transmitted to the controller 240.

[0054] To calculate the target temperatures T4 and T5, the secondary circuit of the heat pump WP includes a sensor 210 for measuring the temperature of the ambient air 700 and a sensor 220 for measuring the humidity of the ambient air 700. The sensors 210 and 220 transmit the measured values of the temperature and humidity of the ambient air 700 to a computer 230, which determines the target temperature T4 of T1 and the target temperature T5 of T2 based on the characteristic data of the component 500 stored therein and forwards the result to a controller 240. The controller 240 uses the target temperatures T4 and T5 as control variables in order to set the coolant temperatures T1 and T2 near the target temperatures via the control lines S1, S2, S3, and S4 on the conveying device 300, the heat pump WP, the device 250, and the device 251.

[0055] The coolant having the temperature T2 is conveyed to the heat exchanger WÜ through a first pipe section L1, and the temperature T2 is at least substantially consistent with the target temperature T5. A sensor 260 is installed in the first pipe section L1 for measuring the temperature of the coolant downstream of the air-coolant heat exchanger 200 and sending the result to the controller 240 so that the controller 240 can determine whether the temperature in the first pipe section L1 is at least substantially equal to the target temperature T5.

[0056] The heat exchanger WÜ includes, for example, a cooling plate 530 for the component 500 or a cooling housing of the component 500. The component 500 is, for example, an electrical or electronic component or unit 500 for driving an electric vehicle 100 ( Figure 3 ), which generates heat during operation. By means of this method, the heat of the component 500 is utilized by the heat exchanger 610 to adjust the temperature of a consumer 600 (such as a passenger compartment). The component 500 can be, for example, an electric motor 510, a battery device 520, a DC / DC converter 550, or a DC / AC converter. By ensuring that the temperature of the coolant flowing through the heat exchanger WÜ is within the temperature limit range of the component 500, which at least substantially corresponds to the calculated target temperature T2, the component can be protected from inadmissible thermal loads. For example, the component 500 exposed to the ambient air 700 may not show or show at most allowed condensation or icing, thereby protecting the component 500 from damage and destruction by water or ice.

[0057] When the coolant flows through the heat exchanger WÜ, the coolant absorbs at least part of the heat of the component 500 and releases it. During this process, the coolant is heated to a temperature higher than the inlet temperature T2. The coolant with a temperature higher than T2 enters the second pipe section L2 from the heat exchanger WÜ and flows through the conveying device 300 to the coolant-refrigerant heat exchanger 400. In this embodiment, the conveying device 300 is an electrically driven conveying pump. In the second pipe section L2 and the conveying device 300, the coolant can release energy to the ambient air 700. However, by insulating the second pipe section L2 and the conveying device, this energy loss can be minimized or completely avoided.

[0058] The coolant-refrigerant heat exchanger 400 is another heat exchanger in which the energy of the coolant is released into the refrigerant circuit of the coolant-refrigerant heat exchanger 400. The heat pump WP absorbs heat in the coolant-refrigerant heat exchanger and releases it at a higher temperature, for example, releases the heat to the passenger compartment of the electric vehicle 100 ( Figure 3 ) or other energy consumers 600. The energy extracted from the coolant can be provided to the passenger compartment or one or more other energy consumers 600 as heat using known methods as needed.

[0059] The coolant flows out of the coolant-refrigerant heat exchanger 400 at a temperature T1 and flows through the third pipe section L3 to the air-coolant heat exchanger 200. The third pipe section L3 can be a hose connection through a flexible hose. The flexible hose can easily adapt the third pipe section L3 to the installation situation of the electric vehicle 100 ( Figure 3 ). Another advantage of the flexible hose is that if ice forms on the hose surface due to low ambient temperature or low refrigerant temperature, the movement of the hose during the driving of the electric vehicle 100 ( Figure 3 ) will cause the ice to flake off, thus offsetting the accumulation of thick ice layers.

[0060] When the coolant is conveyed from the coolant-refrigerant heat exchanger 400 to the air-coolant heat exchanger 200, the third pipe section L3 can act as an additional heat exchanger, where energy is transferred from the ambient air 700 to the coolant. In this case, the temperature of the coolant at the inlet of the air-coolant heat exchanger 200 is higher than the temperature at the outlet of the coolant-refrigerant heat exchanger 400.

[0061] Figure 3Shows a schematic diagram of an electric vehicle 100, which has a driven rear wheel HR and two front wheels VR, as well as an electric motor 510 and a battery device 520. The battery device 520 provides energy for driving the electric motor 510. The battery device is arranged on a cooling plate 530, on which a cooling channel 540 is formed, and a coolant flows through the cooling channel 540, and the coolant discharges heat from the battery device 520. Then, the coolant can flow through the electric motor 510 to cool it.

[0062] The battery device 520 is integrated into the secondary cycle of a heat pump ( Figure 2 ), and the control of the secondary cycle can maximize the absorption of heat from the coolant of the air-coolant heat exchanger 200 and the component 500. The secondary cycle of the heat pump WP ( Figure 2 ) includes an air-coolant heat exchanger 200, a pipeline system which is pipe segments L1, L2 and L3 in this embodiment, a conveying element 300 for conveying the coolant in the coolant circuit, and a coolant-refrigerant heat exchanger 400.

[0063] The air-coolant heat exchanger 200 is a heat exchanger, and the coolant of the coolant circuit and the ambient air 700 ( Figure 2 ) flow in the heat exchanger. In order to control the mass flow rate of the ambient air 700 entering and passing through the air-coolant heat exchanger 200, a device 250 for sucking in the ambient air 700 and feeding it into the air-coolant heat exchanger 200 and an adjustable cooler grille 251 are arranged at the air inlet of the air-coolant heat exchanger 200. The aim is to provide as much heat as possible for the coolant without causing an unacceptable heat load on the components.

[0064] The target temperatures T4 and T5 are calculated based on the characteristic data of the component 500 stored in the sensors 210 and 220 and the computer 230. The computer 230 determines the target temperatures T4 and T5 and sends the results to the controller 240. The controller 240 adjusts the target temperatures T4 and T5 to T1 and T2 through adjustment interventions on the devices 250, 251 and 300 and the heat pump WP, so as to maximize the heat absorption in method step III.

[0065] The coolant with the target temperature T5 calculated by the computer 230 is conveyed to the cooling plate 530 of the electrical or electronic component and unit 500 and / or the battery device through the first pipe segment L1. Since the temperature of the coolant when flowing through the cooling plate 530 is at least basically consistent with the target temperature T5, no unacceptable heat load is generated on the component 500. For example, condensation or icing will not occur or will only occur within the maximum allowable range on the battery device 520 exposed to the ambient air 700.

[0066] When the coolant flows through the cooling plate 530, the coolant absorbs at least part of the heat of the battery device 520 and dissipates it. Here, the coolant is heated to a temperature higher than T2. At this temperature, the coolant is transported from the battery device 520 through the conveying device 300 in the pipe section L2 to the coolant-refrigerant heat exchanger 400.

[0067] The coolant-refrigerant heat exchanger 400 is an additional heat exchanger in which the energy of the coolant is released into the refrigerant circuit of the coolant-refrigerant heat exchanger 400. The coolant-refrigerant heat exchanger 400 is connected to the passenger compartment (or other energy-consuming device) of the electric vehicle 100, for example, through a heat pump WP. The energy extracted from the coolant can be supplied to the passenger compartment or other energy-consuming device 600 as heat according to the need using known methods.

[0068] The coolant flows out of the coolant-refrigerant heat exchanger 400 at a temperature T1 and is transported through the third pipe section L3 to the air-refrigerant heat exchanger 200. The third pipe section L3 can be a hose connection through a flexible hose. The flexible hose can make the third pipe section L3 easily adapt to the installation situation in the electric vehicle 100. The flexible hose also has the advantage that if ice forms on the hose surface due to low ambient temperature or low refrigerant temperature, the movement of the hose during the driving of the electric vehicle 100 will cause the ice to flake off, thus offsetting the accumulation of thick ice layers.

[0069] When the coolant is transported from the coolant-refrigerant heat exchanger 400 to the air-coolant heat exchanger 200, the third pipe section L3 can act as an additional heat exchanger, in which the energy is transferred from the ambient air 700 to the coolant. In this case, the coolant temperature T1 at the inlet of the air-coolant heat exchanger 200 is higher than the temperature at the outlet of the coolant-refrigerant heat exchanger 400.

[0070] The technical problem to be solved by the computer product according to claim 13 is to calculate the required target temperatures T4 and T5 based on the data of the sensors 210, 220, 260, and 270 and the characteristic data of the electrical and electronic components and units 500. It includes all calculation and analysis methods, algorithms, and programs, which control the secondary cycle of the heat pump according to the above claims so as to maximize the absorption of the heat of the refrigerant, regardless of whether these calculations are performed by the computer 230 and / or the controller 240 in the vehicle, for example, by the microprocessor in the control device storing the required data, parameters, and algorithms, or in the central facility, and the data of the vehicle is transmitted to the central facility through the communication system.

[0071] List of reference numerals

[0072] I Method steps

[0073] II Method steps

[0074] III Method Steps

[0075] HR Rear Wheel

[0076] WP Heat Pump

[0077] Secondary Cycle of SE Heat Pump

[0078] VR Front Wheel

[0079] WÜ Heat Exchanger

[0080] L1 Pipe Section

[0081] L2 Pipe Section

[0082] L3 Pipe Section

[0083] S1 Control Circuit

[0084] S2 Control Circuit

[0085] S3 Control Circuit

[0086] S4 Control Circuit

[0087] T1 Temperature

[0088] T2 Temperature

[0089] T3 Temperature of Ambient Air

[0090] T4 Target Temperature of T1

[0091] T5 Target Temperature of T2

[0092] F1 Humidity of Ambient Air

[0093] 100 Vehicle, Electric Vehicle

[0094] 200 Air-Coolant Heat Exchanger

[0095] 210 Sensor

[0096] 220 Sensor

[0097] 225 Intelligent Sensor

[0098] 230 Computer

[0099] 240 Controller

[0100] 250 Fan

[0101] 251 Adjustable Cooler Grille

[0102] 260 Sensor

[0103] 270 Sensor

[0104] 300 Conveyor device

[0105] 400 Coolant - refrigerant heat exchanger

[0106] 500 Component

[0107] 510 Electric motor, drive device

[0108] 520 Battery device

[0109] 530 Cooling plate, cooling structure

[0110] 540 Cooling channel

[0111] 550 DC / DC converter

[0112] 600 Energy dissipator

[0113] 610 Heat exchanger for energy dissipator

[0114] 700 Ambient air

Claims

1. A method for regulating a secondary circuit of a heat pump, in which a coolant circulates, a. wherein in a first method step (I), heat is released from the environment into the coolant by means of at least one air-coolant heat exchanger (200), through which the coolant and the ambient air flow, b. the coolant is supplied at least to the electrical or electronic component or assembly (500) at a temperature (T2), and in a second method step (II), heat is released from the component or assembly (500) into the coolant, c. Subsequently, the coolant is conveyed at least further to a coolant-refrigerant heat exchanger (400) at a temperature (T3), and in a third method step (III), heat is extracted from the coolant by the coolant-refrigerant heat exchanger (400) and supplied to an energy consumer (600), and d. adjusting the temperature T2 and / or T3 so as to maximize heat absorption in the third method step (III), and e. The coolant cooled in the coolant-refrigerant heat exchanger (400) is fed back to the air-coolant heat exchanger (200).

2. The method according to claim 1, wherein: A conveying device (300) is integrated into the coolant circuit, which conveys the coolant through the coolant circuit.

3. The method according to any one of the preceding claims, wherein: Prior to method step (II), the coolant temperature (T2) is measured by a temperature sensor (260) and transmitted to a controller (240), and the controller (240) adjusts the a) interventions at the heat pump (WP) influencing the heat transfer in the coolant-refrigerant heat exchanger in method step (III), and / or b) interventions at the device (250) influencing the heat transfer in the air-coolant heat exchanger in method step (I), and / or c) interventions at the device (251) that influence the heat transfer in the air-coolant heat exchanger in method step (I), and / or d) intervention measures at the device (300) affecting the circulation of the coolant in the circulation circuit, The coolant temperature (T2) is within the temperature limits of the component or unit (500) before method step (II).

4. The method according to any one of the preceding claims, wherein: In the case of a plurality of components or units (500), the most sensitive component in the operating chain defines the temperature limit temperature (T2).

5. The method according to any one of the preceding claims, wherein: Prior to method step (I), the coolant temperature (T1) is measured by a temperature sensor (270) and transmitted to a controller (240), and the controller (240) adjusts the a) interventions at the heat pump (WP) influencing the heat transfer in the coolant-refrigerant heat exchanger in method step (III), and / or b) interventions at the device (250) influencing the heat transfer in the air-coolant heat exchanger in method step (I), and / or c) interventions at the device (251) that influence the heat transfer in the air-coolant heat exchanger in method step (I), and / or d) intervention measures at the device (300) affecting the circulation of the coolant in the circulation circuit, The coolant temperature (T2) is within the temperature limits of the component or unit (500) before method step (II).

6. The method according to any one of the preceding claims, wherein: At least one electrical or electronic component or assembly (500) is a component of an electric vehicle (100), such as an electric motor (510), a DC / DC converter, a DC / AC converter, a battery device (520) or a component of a battery device (520) for operating a drive motor (510) of the vehicle (100).

7. The method according to any one of the preceding claims, wherein: In a third method step (III), the heat obtained by the coolant-refrigerant heat exchanger (400) is utilized. a) for temperature control of a passenger cabin of an electric vehicle (100), and / or b) for temperature control of a battery device (520), and / or c) for temperature control of thermal storage devices, and / or d) For temperature control of any energy consumer (600).

8. The method according to any one of the preceding claims, wherein: a) transmitting the temperature (T3) of the ambient air and / or the dew point temperature of the ambient air directly to the computer (230) by means of the intelligent sensor (225), and based on these values ​​transmitting the temperature limit (T4) and / or (T5) for at least one temperature (T2) to the controller (240), or b) transmitting the temperature (T3) of the ambient air to a computer (230) by means of a first sensor (210), and transmitting the air humidity (F1) of the ambient air to a computer (230) by means of a second sensor (220), and determining the dew point temperature of the ambient air by the computer (230), and transmitting temperature limits (T4) and / or (T5) with respect to at least one temperature (T2) to the controller (240) based on these values.

9. The method according to any one of the preceding claims, wherein: The component (500) comprises a cooling structure (530) through which a coolant flows.

10. A computer program product comprising instructions which, when the program is run by a computer, cause the method according to any one of claims 1 to 9 to be performed.

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