Heat pump system for electrically operated vehicle

Abstract

The invention relates to a heat pump system for an electrically operated vehicle, comprising a coolant side for circulating a coolant and a refrigerant side fluidically separated from the coolant side for circulating a refrigerant, the coolant side and the refrigerant side being in a heat transfer connection, the coolant side has four flow sections (10, 20, 30, 40) for the coolant, a valve system for distributing the coolant and two coolant branches (Z1, Z2), the heat pump system being designed such that, in a first operating state, a coolant flow (1A) flows through the flow section (10), the flow section (20), the coolant branch (Z1), the coolant branch (Z2) and the flow section (40) and a coolant flow (1B) flows through the flow section (30), in a second operating state, the coolant flow (2A) flows through the flow section (10), the coolant branch (Z2) and the flow section (40), and the coolant flow (2B) flows through the flow section (20), the coolant branch (Z1) and the flow section (30).

Description

Technical Field

[0001] The present invention relates to a heat pump system for an electrically powered vehicle of the type described in the preamble of claim 1. Background Technology

[0002] Such heat pump systems for electrically powered vehicles are known from the prior art in various implementation variations. A known heat pump system W includes a coolant side for circulating coolant and a refrigerant side for circulating refrigerant, which is fluidically (dynamically) separated from the coolant side. The coolant side and refrigerant side are in a heat transfer connection, and the coolant side has a first flow section, a second flow section, a third flow section, a fourth flow section, a valve system V for coolant distribution to the coolant side, and two coolant branches. Summary of the Invention

[0003] This invention begins here.

[0004] The objective of this invention is to improve heat pump systems for electric vehicles.

[0005] This task is accomplished by a heat pump system W having the features of claim 1, characterized in that, in a first operating state of the heat pump system W, coolant flow 1A flows through a first flow section, then through a second flow section, then through coolant branch Z1, then through coolant branch Z2 and then through a fourth flow section, while simultaneously coolant flow 1B flows separately through a third flow section; and in a second operating state of the heat pump system W, coolant flow 2A flows through the first flow section, then through coolant branch Z2 and then through a fourth flow section, while simultaneously coolant flow 2B flows separately through the second flow section, then through coolant branch Z1 and then through a third flow section. The dependent claims relate to advantageous extensions of the invention.

[0006] The main advantage of this invention lies particularly in the improvement of the heat pump system for electric vehicles. Based on the design of the heat pump system W according to the invention, the efficiency of the heat pump system W and thus the thermal management system of the electric vehicle equipped with it can be significantly improved in a manner that is technically simple. This is because a very flexible heat transfer coupling can be achieved between the heat source and the heat sink of the heat pump system W using the heat pump system W according to the invention. Accordingly, the inherently complex thermal management tasks of the electric vehicle can also be solved in a significantly simpler and therefore lower-cost manner.

[0007] In principle, the heat pump system W according to the invention can be freely selected within a wide range of suitable options depending on its type, operating principle, components, materials, and dimensions. For example, the heat pump system W for electric vehicles according to the invention can be advantageously used not only for pure electric vehicles but also for so-called hybrid vehicles, i.e., vehicles that have an internal combustion engine on one hand and an electric motor for driving the vehicle on the other. In particular, land vehicles, such as road vehicles, are conceived here. However, the invention can also be used for other types of vehicles.

[0008] According to an advantageous extension of the heat pump system W according to the invention, the heat pump system W is configured such that, in a third operating state of the heat pump system W, coolant flow 3A flows through a first flow section, then through coolant branch Z2, then through coolant branch Z1, and then through a third flow section. This further enhances the aforementioned advantages according to the invention.

[0009] According to another advantageous extension of the heat pump system W according to the invention, the heat pump system W has a fifth flow section for the coolant, which can be connected to a third flow section and / or a fourth flow section via a valve system V. This further improves the flexibility and efficiency of the heat pump system W according to the invention.

[0010] In this regard, see, for example, an advantageous extension of the above-described embodiment of the heat pump system W according to the invention, wherein the heat pump system W is configured such that in a fourth operating state of the heat pump system W, the coolant flow 4A flows through a first flow section, then through a coolant branch Z2, then through a fourth flow section and then through a fifth flow section, while the coolant flow 4B flows separately through a third flow section.

[0011] According to another advantageous extension of the heat pump system W according to the invention, the heat pump system W is configured such that, in a fifth operating state of the heat pump system W, coolant flow 5A flows through a first flow section, then through coolant branch Z2, then through coolant branch Z1, and then through a third flow section, while simultaneously coolant flow 5B flows through a second flow section, then through coolant branch Z1, and then through the third flow section. In this way, the heat pump system W according to the invention is designed to be more flexible and efficient, replacing or supplementing the above-described extension of the invention.

[0012] According to another advantageous extension of the heat pump system W according to the invention, the heat pump system W is configured such that, in a sixth operating state of the heat pump system W, on the one hand, coolant flow 6A of the coolant flows through a first flow section, then through coolant branch Z2 and then through a fourth flow section, and / or on the other hand, coolant flow 6B of the coolant flows through the first flow section, then through coolant branch Z2, then through coolant branch Z1 and then through a third flow section. This provides another alternative or additional extension of the heat pump system W according to the invention, thereby improving the flexibility and efficiency of the heat pump system W according to the invention.

[0013] According to another advantageous extension of the heat pump system W according to the invention, the heat pump system W is configured such that, in a seventh operating state of the heat pump system W, on the one hand, coolant flow 7A flows through a first flow section, then through coolant branch Z2 and then through a fourth flow section, and / or on the other hand, coolant flow 7B flows through the first flow section, then through coolant branch Z2, then through coolant branch Z1 and then through a third flow section, and in addition to coolant flow 7A and / or coolant flow 7B, coolant flow 7C flows through a second flow section, then through coolant branch Z1 and then through the third flow section. In this way, the flexibility and efficiency of the heat pump system W according to the invention are improved in another alternative or additional manner.

[0014] In another advantageous extension of the heat pump system W according to the invention, the heat pump system W has a sixth flow section for the coolant, which is upstream connected to the third flow section via a valve system V. This further enhances the aforementioned advantages.

[0015] Similarly, another extension of the heat pump system W according to the invention is also such that the heat pump system W has a seventh flow section for the coolant, which is fluidically configured to be in parallel with the first flow section and downstream of the second flow section, such that a coolant flow can be distributed downstream of the second flow section to the first flow section and the seventh flow section by means of a valve system V.

[0016] Furthermore, a particularly advantageous extension of the heat pump system W according to the invention specifies that the coolant branch Z1 and coolant branch Z2 are directly and without intermediate links connected to each other. Coolant branches Z1 and Z2 are therefore connected to each other without the need for intermediate connecting components such as valves or the like. In this way, the design of the structure, manufacturing technology, and wiring technology of the heat pump system W according to the invention is significantly simplified.

[0017] As described above, the heat pump system W according to the invention can be freely selected within a wide range of suitable options. This is particularly applicable to the type and number of components disposed in the corresponding flow section.

[0018] Another advantageous extension of the heat pump system W according to the invention specifies that a heat source is provided in the first flow section and / or a heat exchanger for exchanging heat between the coolant and the free environment is provided in the second flow section and / or a heat exchanger for cooling the coolant by means of a refrigerant is provided in the third flow section. This provides components for the corresponding flow sections that are particularly suitable for the function of the heat pump system W according to the invention.

[0019] Similarly, the advantageous extension schemes mentioned below are also like this.

[0020] An advantageous extension of the heat pump system W according to any one of claims 3 to 11 specifies that a vehicle battery is provided in the fifth flow section. The vehicle battery is specifically configured to drive an electric motor for vehicle operation.

[0021] According to any one of claims 8 to 12, an advantageous extension of the heat pump system W according to the invention specifies that a heat exchanger for cooling the air in the vehicle's interior space is provided in the sixth flow section.

[0022] Furthermore, according to any one of claims 9 to 13, an advantageous extension of the heat pump system W according to the invention provides that a heat exchanger for transferring heat to the coolant is provided in the seventh flow section and / or another heat exchanger for transferring heat to the air in the vehicle's interior space is provided in the seventh flow section. Attached Figure Description

[0023] The invention will now be described in more detail with reference to the accompanying rough schematic diagram. The diagram is as follows:

[0024] Figure 1 A schematic flowchart of an embodiment of the heat pump system of the present invention according to a first operating state is shown;

[0025] Figure 2 A schematic flowchart of an embodiment of the heat pump system of the present invention according to a second operating state is shown;

[0026] Figure 3 A schematic flowchart of an embodiment of the heat pump system of the present invention according to a third operating state is shown;

[0027] Figure 4 A schematic flowchart of an embodiment of the heat pump system of the present invention according to a fourth operating state is shown;

[0028] Figure 5 A schematic flowchart of an embodiment of the heat pump system of the present invention according to a fifth operating state is shown;

[0029] Figure 6 A schematic flow diagram of an embodiment of the heat pump system of the present invention according to a sixth operating state is shown; and

[0030] Figure 7 A schematic flowchart of an embodiment of the heat pump system of the present invention according to a seventh operating state is shown. Detailed Implementation

[0031] exist Figures 1 to 7 The present invention’s heat pump system W for electric vehicles is shown as an example only.

[0032] The pure electric vehicle designed for road traffic is not shown in detail.

[0033] For thermal management, the vehicle has a heat pump system W. The heat pump system W includes a coolant side for circulating a coolant (not shown) and a refrigerant side for circulating a refrigerant (also not shown), which is fluidically separated from the coolant side. The coolant side and the refrigerant side are in a heat transfer connection, and the coolant side has a first flow section 10 for coolant, a second flow section 20 for coolant, a third flow section 30 for coolant, a fourth flow section 40 for coolant, a valve system V for coolant distribution to the coolant side, a coolant branch Z1, and a coolant branch Z2.

[0034] Furthermore, the heat pump system W of this embodiment also has a fifth flow section 50, a sixth flow section 60, and a seventh flow section 70 for coolant. The fifth flow section 50 can be connected to the third flow section 30 and / or the fourth flow section 40 via a valve system V. The sixth flow section 60 can be connected upstream to the third flow section 30 via a valve system V. The seventh flow section 70 is fluidically parallel to the first flow section 10 and located downstream of the second flow section 20, so that the coolant flow can be distributed downstream of the second flow section 20 to the first flow section 10 and the seventh flow section 70 via the valve system V.

[0035] In addition, the heat pump system W also has the following characteristics:

[0036] Coolant branch Z1 and coolant branch Z2 are directly connected to each other without any intermediate links.

[0037] A heat source, namely the power electronics 12 and the electric motor 14 for driving the vehicle, is provided in the first flow section 10. A heat exchanger, namely the front radiator 22, for exchanging heat between the coolant and the ambient environment is provided in the second flow section 20. A heat exchanger, namely the cryogenic cooler 32, for cooling the coolant by means of the refrigerant is provided in the third flow section 30. A vehicle battery 52 for the electric motor 14 is provided in the fifth flow section 50. An interior space cooler 62, not shown, is provided in the sixth flow section 60 for cooling the air in the vehicle's interior space. A liquid-cooled condenser 72 is provided on one hand for transferring heat to the coolant, and another heat exchanger, namely the interior space heater 74, is provided on the other hand for transferring heat to the air in the vehicle's interior space. The vehicle interior space is also referred to below as the vehicle passenger compartment.

[0038] Furthermore, the valve system V here includes valves V1, V2, and V3. Valve V1 is configured as a four-way valve, valve V2 is configured as a three-way valve, and valve V3 is configured as a five-way valve. In addition, the heat pump system W of this embodiment also includes the following components: a refrigerant compressor K, an expansion valve E, refrigerant pumps P1, P2, and P3, and a refrigerant tank T, which is also configured as a compensation container.

[0039] According to the present invention, the heat pump system W is configured such that, in a first operating state of the heat pump system, coolant flow 1A flows through a first flow section 10, then through a second flow section 20, then through coolant branch Z1, then through coolant branch Z2 and then through a fourth flow section 40, while simultaneously coolant flow 1B flows separately through a third flow section 30. In a second operating state of the heat pump system W, coolant flow 2A flows through the first flow section 10, then through coolant branch Z2 and then through the fourth flow section 40, while simultaneously coolant flow 2B flows separately through the second flow section 20, then through coolant branch Z1 and then through the third flow section 30. See also Figure 1 and Figure 2 .

[0040] Furthermore, the heat pump system W is constructed as follows:

[0041] In the third operating state of the heat pump system, coolant flow 3A flows through the first flow section 10, then through coolant branch Z2, then through coolant branch Z1, and then through the third flow section 30. See also... Figure 3 ;and,

[0042] In the fourth operating state of the heat pump system, coolant flow 4A flows through the first flow section 10, then through coolant branch Z2, then through the fourth flow section 40, and then through the fifth flow section 50, while coolant flow 4B flows separately through the third flow section 30. See also Figure 4 ;and,

[0043] In the fifth operating state of the heat pump system, coolant flow 5A flows through the first flow section 10, then through coolant branch Z2, then through coolant branch Z1, and then through the third flow section 30. Simultaneously, coolant flow 5B flows through the second flow section 20, then through coolant branch Z1, and then through the third flow section 30. Therefore, coolant flow 5A connects the heat sources 12 and 14 in the first flow section 10 to the heat exchanger 32 in the third flow section 30 in series, and coolant flow 5B similarly connects the heat exchangers 22 in the second flow section 20 and the heat exchanger 32 in the third flow section 30 in series. The heat sources 12 and 14 in the first flow section 10 and the heat exchanger 22 in the second flow section 20 are connected in parallel. See also... Figure 5 ;and,

[0044] In the sixth operating state of the heat pump system W, on the one hand, coolant flow 6A flows through the first flow section 10, then through coolant branch Z2, and then through the fourth flow section 40; on the other hand, coolant flow 6B flows through the first flow section 10, then through coolant branch Z2, then through coolant branch Z1, and then through the third flow section 30. See also... Figure 6 ;and

[0045] In the seventh operating state of the heat pump system W, on the one hand, coolant flow 7A flows through the first flow section 10, then through coolant branch Z2, and then through the fourth flow section 40; on the other hand, coolant flow 7B flows through the first flow section 10, then through coolant branch Z2, then through coolant branch Z1, and then through the third flow section 30. In addition to coolant flows 7A and 7B, coolant flow 7C flows through the second flow section 20, then through coolant branch Z1, and then through the third flow section 30. See also... Figure 7 .

[0046] In the following text, reference will be made to Figures 1 to 7 The heat pump system W is described in more detail. The coolant lines through which the coolant flows, especially the flow sections 10 to 70, are represented by thick solid lines. The coolant lines not through which the coolant flows, especially the flow sections 10 to 70, are represented in the corresponding operating conditions of the heat pump system W. Figures 1 to 7 The lines are represented by thin solid lines. Piping on the refrigerant side is drawn with dashed lines. Flow arrows indicate the flow direction of both the coolant and refrigerant.

[0047] according to Figure 1 The first operating state, also known as operating state 1.1: The powertrain system formed by the power electronics 12 and the electric motor 14 is cooled by the front radiator 22. Valve V1 directs a heated coolant flow from the powertrain systems 12 and 14 to the front radiator 22. After passing through the front radiator 22, the coolant returns to the powertrain systems 12 and 14 via valve V3. The liquid-cooled condenser 72 (LCC 72) is cooled by the front radiator 22 (radiator 22). Valve V1 directs a heated coolant flow from the LCC 72 to the radiator 22. After passing through the radiator 22, the coolant returns via valve V3. A seventh flow section 70, fluidly parallel to the powertrain systems 12 and 14 and leading to valve V1, allows the LCC 72 and the powertrain systems 12 and 14 to be flowed through the radiator 22 in parallel, so that these components can be cooled by the low-temperature coolant from the radiator 22. This improves system efficiency compared to a series arrangement of the aforementioned components (where LCC 72 must be cooled by hot coolant from powertrain systems 12 and 14). Valve V1 allows for the proportional distribution of coolant flow between powertrain systems 12 and 14 and LCC 72. Thus, cooling of the refrigerant system, i.e., LCC 72, can be adjusted as needed. The term "refrigerant system" refers to the refrigerant side of the heat pump system W; this also applies to the term "coolant system" and the coolant side of the heat pump system W. The vehicle battery 52 (hereinafter referred to as battery 52) is cooled by a deep cooler 32. The interior space cooler 62, configured as an interior space radiator, is also cooled by a deep cooler 32. The coolant flow distribution between the two components is performed via valve V2 and / or valve 3.

[0048] according to Figure 2 The second operating state, also known as operating state 2.1: Battery 52 is thermally separated from the rest of the thermal management system, i.e., from the rest of the heat pump system W. Powertrain systems 12 and 14 are connected to themselves via valves V1 and V3 and heated by their own heat loss. Deep cooler 32 is connected to radiator 22 and supplies it with subcooled coolant, causing ambient air flowing through radiator 22 to release heat to the coolant. This heat is then transferred by deep cooler 32 to the refrigerant system of heat pump system W. LCC 72 releases heat to seventh flow section 70, so that the heat is stored in the seventh flow section or, if necessary, transferred to the vehicle passenger compartment via interior space heater 74, which is configured as an interior space radiator. Interior space cooler 62, also configured as an interior space radiator, is cooled by deep cooler 32 if necessary. This situation is not described in Figure 2 As shown in the diagram, the distribution of coolant flow is carried out via valve V2.

[0049] according to Figure 3The third operating state, also known as operating state 3.1: Battery 52 is thermally separated from the rest of the thermal management system. The cryocooler 32 is connected to and supplies supercooled coolant to powertrain systems 12 and 14, causing powertrain systems 12 and 14 to release heat to the coolant. The corresponding heat is then transferred by the cryocooler 32 to the refrigerant system of the heat pump system W. LCC 72 releases heat to the seventh flow section 70, causing the heat to be stored in the seventh flow section or, if necessary, transferred to the vehicle's passenger compartment via heater 74, which is configured as an interior space radiator. The interior space radiator 62 is cooled by the cryocooler 32 if necessary. This situation is not described in... Figure 3 As shown in the diagram, the distribution of coolant flow is carried out via valve V2.

[0050] according to Figure 4 The fourth operating state, also known as operating state 5.1: Powertrain systems 12 and 14 are connected to battery 52 via valves V1 and V3 and heat the battery through their own heat loss. Deep cooler 32 is connected to radiator 22 and supplies it with subcooled coolant, causing ambient air flowing through radiator 22 to release heat to the coolant. This heat is then transferred by deep cooler 32 to the refrigerant system of heat pump system W. LCC 72 releases heat to seventh flow section 70, causing the heat to be stored in the seventh flow section or, if necessary, transferred to the vehicle passenger compartment via interior space radiator 74. Interior space radiator 62 is cooled by deep cooler 32 if necessary. This situation is not described in... Figure 4 As shown in the diagram, the distribution of coolant flow is carried out via valve V2.

[0051] according to Figure 5 The fifth operating state, also known as operating state 3.3: Battery 52 is thermally separated from the rest of the thermal management system. The cryocooler 32 is connected to and supplies subcooled coolant to powertrain systems 12 and 14, causing powertrain systems 12 and 14 to release heat to the coolant. This heat is then transferred by the cryocooler 32 to the refrigerant system of the heat pump system W. The cryocooler 32 is also connected to and supplies subcooled coolant to radiator 22, causing ambient air flowing through radiator 22 to release heat to the coolant. This heat is then transferred by the cryocooler 32 to the refrigerant system of the heat pump system W. Coolant flow distribution is performed via valve V2. LCC 72 releases heat to the seventh flow section 70, allowing the heat to be stored in the seventh flow section or, if necessary, transferred to the vehicle's passenger compartment via the interior space radiator 74.

[0052] according to Figure 6The sixth operating state, also known as operating state 4.1: The cryocooler 32 is connected to the battery 52 and powertrain systems 12, 14 and supplies them with subcooled coolant, causing the battery 52 and powertrain systems 12, 14 to release heat to the coolant. This heat is then transferred by the cryocooler 32 to the refrigerant system of the heat pump system W. The portion of the coolant flow from the first flow section 10 that is directed through the cryocooler 32 and which portion that bypasses it can be adjusted by means of valve V3. This allows for on-demand control of the heat supplied to the cryocooler 32. The LCC 72 releases heat to the seventh flow section 70, causing the heat to be stored in the seventh flow section or, if necessary, transferred to the vehicle's passenger compartment via the interior space radiator 74. The interior space radiator 62 is cooled by the cryocooler 32 if necessary. This situation is not described in... Figure 6 As shown in the diagram, the distribution of coolant flow is carried out via valve V2.

[0053] according to Figure 7 The seventh operating state, also known as operating state 4.3: The cryocooler 32 is connected to the battery 52 and powertrain systems 12, 14 and supplies them with subcooled coolant, causing the battery 52 and powertrain systems 12, 14 to release heat to the coolant. This heat is then transferred by the cryocooler 32 to the refrigerant system of the heat pump system W. Valve V3 allows adjustment of which portion of the coolant flow from the first flow section 10 is directed through the cryocooler 32 and which portion bypasses it. This allows for on-demand control of the heat supplied to the cryocooler 32. The cryocooler 32 is also connected to the radiator 22 and supplies it with subcooled coolant, causing the ambient air flowing through the radiator 22 to release heat to the coolant. This heat is then transferred by the cryocooler 32 to the refrigerant system of the heat pump system W. Coolant flow distribution is performed via valve V2. The LCC 72 releases heat to the seventh flow section 70, allowing the heat to be stored in the seventh flow section or, if necessary, transferred to the vehicle's passenger compartment via the interior space radiator 74.

[0054] In addition to the seven operating states mentioned above, the following other operating states can be achieved using the heat pump system W, where the number of each operating state indicates its proximity to one of the operating states mentioned above. For example, operating state 1.2 is similar to operating state 1.1. Accordingly, consistency in the first digit of the operating state name indicates a very similar operating state, while the second digit indicates a variant name. Furthermore, relevant differences between the mentioned operating state and the closest operating state mentioned above are indicated; otherwise, the aforementioned operating states can be generally referenced.

[0055] Operating State 1.2: Powertrain systems 12 and 14 are cooled by radiator 22. Valve V1 directs the heated coolant flow from powertrain systems 12 and 14 to radiator 22. After passing through radiator 22, the coolant returns to powertrain systems 12 and 14 via valve V3. LCC 72 releases heat to the seventh flow section 70, allowing the heat to be stored in the seventh flow section or, if necessary, transferred to the vehicle passenger compartment via interior space radiator 74. Battery 52 is cooled by cryogenic cooler 32. Interior space radiator 62 is also cooled by cryogenic cooler 32. Coolant flow distribution between the two aforementioned components is carried out via valves V2 and V3. Unlike the first operating state (i.e., operating state 1.1), coolant is guided in the circuit through LCC 72 and interior space radiator 74 by means of pump P2, rather than being introduced into flow section 20 by means of valve V1.

[0056] Operating State 2.2: Battery 52 is thermally separated from the rest of the thermal management system. Powertrain systems 12 and 14 are connected to themselves via valves V1 and V3 and are heated by their own heat loss. Cryocooler 32 is connected to radiator 22 and supplies it with subcooled coolant, causing ambient air flowing through radiator 22 to release heat to the coolant. This heat is then transferred by cryocooler 32 to the refrigerant system of heat pump system W. LCC 72 releases heat to seventh flow section 70, allowing the heat to be stored in the seventh flow section or, if necessary, transferred to the vehicle passenger compartment via interior space radiator 74. In addition, a portion of the heat from seventh flow section 70 is proportionally transferred to cryocooler 32 via valve V1, allowing this portion of heat to be transferred back to the refrigerant system. The cooled coolant then flows back to seventh flow section 70 via valve V3. This generates additional heat loss in refrigerant compressor K (compressor K for short), which is available as additional heating power in seventh flow section 70. Valve V3 allows adjustment of which portion of the coolant flow from the seventh flow section 70 and / or the first flow section 10 is directed through the cryocooler 32 and which portion bypasses it. This allows for on-demand control of the heat delivered to the cryocooler 32. Optionally, pumps P2 and P3 can be manipulated to minimize the volumetric flow rate of coolant through powertrain systems 12, 14. This reduces the thermal mass effect of powertrain systems 12, 14 during the preheating phase and thus reduces the time required to heat the seventh flow section 70. The interior space radiator 62 is cooled by the cryocooler 32 if necessary. Coolant flow distribution is performed via valve V2. Unlike the second operating state (i.e., operating state 2.1), coolant is only partially directed in the circuit through LCC 72 and interior space radiator 74 via pump P2. The remaining portion of the coolant flow continues to be directed to coolant branch Z2 via valve V1. From there, coolant also flows to coolant branch Z1. Furthermore, the coolant is split between valves V2 and V3 downstream of the cryocooler 32, so that the coolant flows through the front radiator 22 on one hand and combines with the coolant flow to pump P3 on the other.

[0057] Operating State 2.3: Battery 52 is thermally isolated from the rest of the thermal management system. Powertrain systems 12 and 14 are connected to themselves via valves V1 and V3 and heated by their own heat loss. LCC 72 releases heat to the seventh flow section 70, allowing the heat to be stored in the seventh flow section or, if necessary, transferred to the vehicle passenger compartment via the interior space radiator 74. Additionally, a portion of the heat from the seventh flow section 70 is proportionally transferred to the cryocooler 32 via valve V1, allowing this heat to be re-transferred to the refrigerant system. The cooled refrigerant then flows back to the seventh flow section 70 via valve V3. This generates additional heat loss in compressor K, which is available in the seventh flow section 70 as additional heating power. Valve V3 allows adjustment of which portion of the refrigerant flow from the seventh flow section 70 and / or the first flow section 10 is directed through and around the cryocooler 32. This allows for on-demand control of the heat delivered to the cryocooler 32. Optionally, pumps P2 and P3 can be controlled in such a way that the volumetric flow rate through powertrain systems 12 and 14 is minimized. This reduces the impact of the thermal mass of powertrain systems 12 and 14 during the preheating phase and thus reduces the time required to heat the seventh flow section 70. The internal radiator 62 is cooled by the cryocooler 32 if necessary. Coolant flow is distributed via valve V2. Unlike operating state 2.2 described above, coolant is not distributed between valves V2 and V3 downstream of the cryocooler 32. Instead, coolant is directed downstream of the cryocooler 32 only to valve V3. Correspondingly, it does not flow through the front radiator 22. Instead, the coolant combines with the coolant flow to pump P3 via valve V3.

[0058] Operating State 3.2: Battery 52 is thermally separated from the rest of the thermal management system. The cryocooler 32 connects to and supplies subcooled coolant to powertrain systems 12 and 14, causing powertrain systems 12 and 14 to release heat to the coolant. This heat is then transferred by the cryocooler 32 to the refrigerant system of the heat pump system W. LCC 72 releases heat to the seventh flow section 70, allowing the heat to be stored in the seventh flow section or, if necessary, transferred to the vehicle's passenger compartment via the interior space radiator 74. Additionally, a portion of the heat from the seventh flow section 70 is proportionally transferred to the cryocooler 32 via valve V1, allowing this portion of heat to be reintroduced to the refrigerant system. The cooled coolant then flows back to the seventh flow section 70 via valve V3. This generates additional heat loss in compressor K, which is available in the seventh flow section 70 as additional heating power. Optionally, pumps P2 and P3 can be operated in such a way that the volumetric flow rate through powertrain systems 12 and 14 is minimized. This reduces the impact of the thermal mass of powertrain systems 12 and 14 during the preheating phase and thus reduces the time required to heat the seventh flow section 70. The interior space radiator 62 is cooled by the cryocooler 32 if necessary. Coolant flow is distributed via valve V2. Unlike the third operating state (i.e., operating state 3.1), only a portion of the coolant is guided in the circuit through LCC 72 and the interior space radiator 74 by means of pump P2. The remaining portion of the aforementioned coolant flow is guided to coolant branch Z2 by means of valve V1. From there, it flows back to the first flow section 10 on one hand (similar to the third operating state) and into the seventh flow section 70 on the other.

[0059] Operating State 3.4: Battery 52 is thermally separated from the rest of the thermal management system. The cryocooler 32 is connected to and supplies subcooled coolant to powertrain systems 12 and 14, causing powertrain systems 12 and 14 to release heat to the coolant. This heat is then transferred by the cryocooler 32 to the refrigerant system of the heat pump system W. The cryocooler 32 is also connected to and supplies subcooled coolant to radiator 22, causing ambient air flowing through radiator 22 to release heat to the coolant. This heat is then transferred by the cryocooler 32 to the refrigerant system of the heat pump system W. Coolant flow distribution is performed via valve V2. LCC 72 releases heat to the seventh flow section 70, allowing the heat to be stored in the seventh flow section or, if necessary, transferred to the vehicle passenger compartment via the interior space radiator 74. Additionally, a portion of the heat from the seventh flow section 70 is proportionally transferred to the cryocooler 32 via valve V1, allowing this portion of heat to be reintroduced into the refrigerant system. The cooled coolant then flows back to the seventh flow section 70 via valve V3. This generates additional heat loss in compressor K, which is available as additional heating power in the seventh flow section 70. Optionally, pumps P2 and P3 can be manipulated in such a way that the volumetric flow rate through powertrain systems 12, 14 is minimized. This reduces the thermal mass effect of powertrain systems 12, 14 during the preheating phase and thus reduces the time required to heat the seventh flow section 70. Unlike the fifth operating state (i.e., operating state 3.3), the coolant is only partially guided in the circuit through LCC 72 and internal space radiator 74 by means of pump P2. The remainder of the coolant flow is directly guided to coolant branch Z2 by means of valve V1. From there, it flows back to the first flow section 10 on one hand (similar to the fifth operating state) and into the seventh flow section 70 on the other hand.

[0060] Operating State 4.2: The cryocooler 32 is connected to the battery 52 and powertrain systems 12, 14 and supplies them with subcooled coolant, so that the battery 52 and then the powertrain systems 12, 14 release heat to the coolant. This heat is then transferred by the cryocooler 32 to the refrigerant system of the heat pump system W. Valve V3 allows adjustment of which portion of the coolant flow from the first flow section 10 is directed through the cryocooler 32 and which portion bypasses it. Thus, the amount of heat supplied to the cryocooler 32 can be controlled as needed. The LCC 72 releases heat to the seventh flow section 70, where the heat is stored or, if necessary, transferred to the vehicle's passenger compartment via the interior space radiator 74. Furthermore, a portion of the heat from the seventh flow section 70 is proportionally transferred to the cryocooler 32 via valve V1, allowing this portion of heat to be reintroduced into the refrigerant system. The cooled coolant then flows back to the seventh flow section 70 via valve V3. This generates additional heat loss in compressor K, which is available as additional heating power in the seventh flow section 70. Optionally, pumps P2 and P3 can be manipulated in such a way that the volumetric flow rate through powertrain systems 12, 14 is minimized. This reduces the thermal mass effect of powertrain systems 12, 14 during the preheating phase and thus reduces the time required to heat the seventh flow section 70. The interior space radiator 62 is cooled by the cryocooler 32 if necessary. The distribution of the coolant flow is carried out via valve V2. Unlike the sixth operating state (i.e., operating state 4.1), the coolant is only partially guided in the circuit through LCC 72 and interior space radiator 74 by means of pump P2. The remaining portion of the coolant flow is directly guided to coolant branch Z2 by means of valve V1. From there, it flows back to the first flow section 10 on one hand (similar to the sixth operating state) and into the seventh flow section 70 on the other hand.

[0061] Operating State 4.4: The cryocooler 32 is connected to the battery 52 and powertrain systems 12, 14 and supplies them with subcooled coolant, causing the battery 52 and powertrain systems 12, 14 to release heat to the coolant. This heat is then transferred by the cryocooler 32 to the refrigerant system of the heat pump system W. Valve V3 allows adjustment of which portion of the coolant flow from the first flow section 10 is directed through the cryocooler 32 and which portion bypasses it. Thus, the amount of heat supplied to the cryocooler 32 can be controlled as needed. The cryocooler 32 is also connected to the radiator 22 and supplies it with subcooled coolant, causing ambient air flowing through the radiator 22 to release heat to the coolant. This heat is then transferred by the cryocooler 32 to the refrigerant system of the heat pump system W. Coolant flow distribution is performed via valve V2. The LCC 72 releases heat to the seventh flow section 70, allowing the heat to be stored in the seventh flow section or, if necessary, transferred to the vehicle's passenger compartment via the interior space radiator 74. Furthermore, a portion of the heat from the seventh flow section 70 is proportionally transferred to the cryocooler 32 via valve V1, allowing this heat to be redistributed to the refrigerant system. The cooled refrigerant then flows back to the seventh flow section 70 via valve V3. This generates additional heat loss in the compressor K, which is available in the seventh flow section 70 as additional heating power. Optionally, pumps P2 and P3 can be controlled in such a way that the volumetric flow rate through powertrain systems 12, 14 is minimized. This reduces the thermal mass effect of powertrain systems 12, 14 during the preheating phase and thus reduces the time required to heat the seventh flow section 70. Unlike the seventh operating state (i.e., operating state 4.3), the refrigerant is only partially guided in the circuit through LCC 72 and internal space radiator 74 by means of pump P2. The remaining portion of the aforementioned refrigerant flow is directly guided to refrigerant branch Z2 via valve V1. From there, it flows back to the first flow section 10 on one hand (similar to the seventh operating state) and into the seventh flow section 70 on the other.

[0062] Operating State 5.2: Powertrain systems 12 and 14 are connected to battery 52 via valves V1 and V3 and heat the battery through their own heat loss. Deep cooler 32 is connected to radiator 22 and supplies it with subcooled coolant, causing ambient air flowing through radiator 22 to release heat to the coolant. This heat is then transferred by deep cooler 32 to the refrigerant system of heat pump system W. LCC 72 releases heat to seventh flow section 70, where the heat is stored or, if necessary, transferred to the vehicle passenger compartment via interior space radiator 74. Additionally, a portion of the heat from seventh flow section 70 is proportionally transferred to battery 52 via valve V1, heating battery 52. ​​The cooled coolant then flows back to seventh flow section 70 via valve V3. Valve V3 allows adjustment of which portion of the coolant flow from seventh flow section 70 and / or first flow section 10 flows through battery 52 or deep cooler 32. Thus, the heat supplied to deep cooler 32 can be controlled as needed. Alternatively, pumps P2 and P3 can be manipulated in such a way that the volumetric flow rate through powertrain systems 12 and 14 is minimized. This reduces the impact of the thermal mass of powertrain systems 12 and 14 during the preheating phase and thus reduces the time required to heat the seventh flow section 70. Unlike the fourth operating state (i.e., operating state 5.1), the coolant is only partially guided in the circuit through LCC 72 and internal space radiator 74 by means of pump P2. The remaining portion of the coolant flow is directly guided to coolant branch Z2 by means of valve V1. Furthermore, the coolant is split downstream of the deep cooler 32 between valves V2 and V3, such that the coolant flows through the front radiator 22 on one hand and combines with the coolant flow towards pump P3 on the other. From there, it flows back to the first flow section 10 on one hand, similar to the fourth operating state, and flows into the seventh flow section 70 on the other.

[0063] Operating State 5.3: Powertrain systems 12 and 14 are connected to battery 52 via valves V1 and V3 and heat the battery through their own heat loss. LCC 72 releases heat to the seventh flow section 70, where the heat is stored or, if necessary, transferred to the vehicle passenger compartment via the interior space radiator 74. Additionally, a portion of the heat from the seventh flow section 70 is proportionally transferred to battery 52 via valve V1, heating battery 52. ​​The cooled coolant then flows back to the seventh flow section 70 via valve V3. Valve V3 allows adjustment of which portion of the coolant flow from the seventh flow section 70 and / or the first flow section 10 is directed through battery 52 or through cryogenic cooler 32. This allows for on-demand control of the heat delivered to cryogenic cooler 32. Optionally, pumps P2 and P3 can be operated in such a manner that the volumetric flow rate through powertrain systems 12 and 14 is minimized. This reduces the impact of the thermal mass of powertrain systems 12 and 14 during the preheating phase and thus reduces the time required to heat the seventh flow section 70. Unlike operating state 5.2 described above, the coolant flow downstream of the deep cooler 32 is only directed to valve V3, where it combines with the coolant flow downstream of battery 52 and continues to flow toward pump P3. Therefore, coolant does not flow through the front radiator 22.

[0064] Operating State 5.4: Powertrain systems 12 and 14 are connected to battery 52 via valves V1 and V3 and heat the battery through their own heat loss. Deep cooler 32 is connected to radiator 22 and supplies it with subcooled coolant, causing ambient air flowing through radiator 22 to release heat to the coolant. This heat is then transferred by deep cooler 32 to the refrigerant system of heat pump system W. LCC 72 releases heat to seventh flow section 70, where the heat is stored or, if necessary, transferred to the vehicle passenger compartment via interior space radiator 74. Additionally, a portion of the heat from seventh flow section 70 is proportionally transferred to battery 52 via valve V1, heating battery 52. ​​The cooled coolant then flows back to seventh flow section 70 via valve V3. Optionally, pumps P2 and P3 can be operated in such a manner that the volumetric flow rate through powertrain systems 12 and 14 is minimized. This reduces the impact of the thermal mass of powertrain systems 12 and 14 during the preheating phase and thus reduces the time required to heat the seventh flow section 70. Unlike the fourth operating state (i.e., operating state 5.1), the coolant is only partially guided in the circuit through LCC 72 and interior space radiator 74 by means of pump P2. The remainder of the aforementioned coolant flow (such as the coolant from the first flow section 10) is further guided to coolant branch Z2 by means of valve V1. From there, it flows back to the first flow section 10 on the one hand, similar to the fourth operating state, and on the other hand, flows into the seventh flow section 70.

[0065] Operating State 6.1: Powertrain systems 12 and 14 are connected to themselves via valves V1 and V3 and are heated by their own heat loss. The cryocooler 32 is connected to the battery 52 and supplies it with subcooled coolant, causing the battery 52 to release heat to the coolant. This heat is then transferred by the cryocooler 32 to the refrigerant system of the heat pump system W. The LCC 72 releases heat to the seventh flow section 70, where the heat is stored or, if necessary, transferred to the vehicle's passenger compartment via the interior space radiator 74. The interior space radiator 62 is cooled by the cryocooler 32 if necessary. Coolant flow is distributed via valve V2.

[0066] Operating State 6.2: Powertrain systems 12 and 14 are connected to themselves via valves V1 and V3 and are heated by their own heat loss. The cryocooler 32 is connected to the battery 52 and supplies it with subcooled coolant, causing the battery 52 to release heat to the coolant. This heat is then transferred by the cryocooler 32 to the refrigerant system of the heat pump system W. The LCC 72 releases heat to the seventh flow section 70, where the heat is stored or, if necessary, transferred to the vehicle's passenger compartment via the interior space radiator 74. Additionally, a portion of the heat from the seventh flow section 70 is proportionally transferred to the cryocooler 32 via valve V1, allowing this heat to be reintroduced into the refrigerant system. The cooled coolant then flows back to the seventh flow section 70 via valve V3. This generates additional heat loss in the compressor K, which is available as additional heating power in the seventh flow section 70. Valve V3 allows adjustment of which portion of the coolant flow from the seventh flow section 70 and / or the first flow section 10 is directed through the cryocooler 32 and which portion bypasses it. This allows for on-demand control of the heat delivered to the cryocooler 32. Optionally, pumps P2 and P3 can be manipulated to minimize the volumetric flow rate through powertrain systems 12, 14. This reduces the impact of the thermal mass of powertrain systems 12, 14 during the preheating phase and thus reduces the time required to heat the seventh flow section 70. The interior space radiator 62 is cooled by the cryocooler 32 if necessary. Coolant flow distribution is performed via valve V2. Unlike the above-described operating state 6.1, coolant is only partially directed in the circuit through LCC 72 and the interior space radiator 74 via pump P2. The remaining portion of the coolant flow is directed to coolant branch Z2 via valve V1. From there, a portion of the coolant flows similarly to operating state 6.1, and the remainder of the coolant flows through coolant branch Z1 and then back to the first flow section 10 and the seventh flow section 70 via valve V3 and pump P1.

[0067] Operating State 6.3: Powertrain systems 12 and 14 are connected to themselves via valves V1 and V3 and are heated by their own heat loss. The cryocooler 32 is connected to the battery 52 and supplies it with subcooled coolant, causing the battery 52 to release heat to the coolant. This heat is then transferred by the cryocooler 32 to the refrigerant system of the heat pump system W. The cryocooler 32 is also connected to the radiator 22 and supplies it with subcooled coolant, causing ambient air flowing through the radiator 22 to release heat to the coolant. This heat is then transferred by the cryocooler 32 to the refrigerant system of the heat pump system W. The distribution of coolant flow between the radiator 22 and the battery 52 is carried out via valves V2 and / or V3. The LCC 72 releases heat to the seventh flow section 70, allowing the heat to be stored in the seventh flow section or, if necessary, transferred to the vehicle's passenger compartment via the interior space radiator 74. Unlike operating state 6.1, the coolant flow is distributed downstream of the cryogenic cooler 32 to valves V2 and V3, so that the coolant also flows through the front radiator 22.

[0068] Operating State 6.4: Powertrain systems 12 and 14 are connected to themselves via valves V1 and V3 and are heated by their own heat loss. The cryocooler 32 is connected to the battery 52 and supplies it with subcooled coolant, causing the battery 52 to release heat to the coolant. This heat is then transferred by the cryocooler 32 to the refrigerant system of the heat pump system W. The cryocooler 32 is also connected to the radiator 22 and supplies it with subcooled coolant, causing ambient air flowing through the radiator 22 to release heat to the coolant. This heat is then transferred by the cryocooler 32 to the refrigerant system of the heat pump system W. The distribution of coolant flow between the radiator 22 and the battery 52 is done via valves V2 and / or V3. The LCC 72 releases heat to the seventh flow section 70, allowing the heat to be stored in the seventh flow section or, if necessary, transferred to the vehicle's passenger compartment via the interior space radiator 74. Furthermore, a portion of the heat from the seventh flow section 70 is proportionally transferred to the cryocooler 32 via valve V1, allowing this portion of the heat to be redistributed to the refrigerant system. The cooled coolant then flows back to the seventh flow section 70 via valve V3. This generates additional heat loss in the compressor K, which is available as additional heating power in the seventh flow section 70. Valve V3 allows adjustment of which portion of the coolant flow from the seventh flow section 70 and / or the first flow section 10 is directed through the cryocooler 32 and which portion bypasses it. This allows for on-demand control of the heat delivered to the cryocooler 32. Optionally, pumps P2 and P3 can be operated in such a way that the volumetric flow rate through powertrain systems 12, 14 is minimized. This reduces the thermal mass effect of powertrain systems 12, 14 during the preheating phase and thus reduces the time required to heat the seventh flow section 70. Unlike operating state 6.3 described above, only a portion of the coolant is directed in the circuit via pump P2 through LCC 72 and the internal space radiator 74. The remaining portion of the coolant flow continues to be directed to coolant branch Z2 via valve V1. From there, coolant also flows through coolant branch Z1. Furthermore, a portion of the coolant further directed to valve V3 no longer flows through battery 52 downstream of deep cooler 32, but instead flows directly towards pump P3. Operating state 6.4 thus essentially corresponds to operating state 6.1, except that in operating state 6.1, coolant also flows through radiator 22.

[0069] Operating State 7.1: Battery 52 and subsequent powertrain systems 12, 14 are cooled by radiator 22. After passing through radiator 22, coolant is first guided to battery 52 via valve V3 and then back to powertrain systems 12, 14 via valve V3 again. LCC 72 is cooled by radiator 22. Valve V1 guides a flow of heated coolant from LCC 72 to radiator 22. After passing through radiator 22, the coolant returns via valve V3. A seventh flow section 70, fluidly parallel to powertrain systems 12, 14 and leading to valve V1, allows LCC 72 to flow through powertrain systems 12, 14 in parallel with radiator 22, so that these components can be cooled by the low-temperature coolant from radiator 22. This improves system efficiency compared to a series arrangement (in which LCC 72 must be cooled by hot coolant from powertrain systems 12, 14). Valve V1 allows for the proportional distribution of coolant flow among powertrain systems 12, 14, and LCC 72. This allows for on-demand adjustment of cooling to the refrigerant system, i.e., LCC 72. The interior radiator 62 is cooled by the cryocooler 32 when necessary. Unlike the fourth operating state (i.e., operating state 5.1), the coolant does not flow directly from valve V1 to coolant branch Z2; instead, it first flows through the front radiator 22. Furthermore, independently, the coolant flow circulates between the cryocooler 32 and the interior radiator 62 by means of pump P1. The coolant is also partially guided in the circuit through LCC 72 and interior radiator 74 by means of pump P2. The remaining portion of the aforementioned coolant flow combines with the coolant flow from the first flow segment 10 via valve V1 and is further guided to coolant branch Z2 as described above.

[0070] Operating State 7.2: Battery 52 and subsequent powertrain systems 12, 14 are cooled by radiator 22. After passing through radiator 22, coolant is first guided to battery 52 via valve V3 and then back to powertrain systems 12, 14 via valve V3 again. LCC 72 releases heat to the seventh flow section 70, whereby the heat is stored or, if necessary, transferred to the vehicle passenger compartment via interior space radiator 74. Interior space radiator 62 is cooled by cryogenic cooler 32 if necessary. Unlike operating state 7.1 described above, the coolant flowing through the seventh flow section 70 is similar to that in operating state 4, only guided in the circuit by pump P2 through LCC 72 and interior space radiator 74.

[0071] This invention is not limited to this embodiment. For example, the invention can also be advantageously used in other vehicles.

[0072] List of reference numerals

[0073] 10 First flow section

[0074] 12 electric motors

[0075] 14 Power Electronic Devices

[0076] 20 Second Flow Section

[0077] 22. Heat exchanger, constructed as a front radiator.

[0078] 30 Third flow section

[0079] 32 heat exchangers are constructed as cryogenic devices.

[0080] 40 Fourth flow section

[0081] 50 Fifth Flow Section

[0082] 52. Vehicle batteries, or simply batteries

[0083] 60 Sixth Flow Section

[0084] The 62 heat exchanger is constructed as an internal space cooler, i.e., an internal space radiator.

[0085] 70 Seventh flow section

[0086] The 72 heat exchanger is a liquid-cooled condenser, abbreviated as LCC.

[0087] 74 Another heat exchanger is constructed as an internal space heater, i.e., an internal space radiator.

[0088] E Expansion Valve

[0089] K Refrigerant compressor, or simply compressor

[0090] P1 pump

[0091] P2 pump

[0092] P3 pump

[0093] T Coolant tank, constructed as a replenishment container

[0094] V valve system

[0095] V1 valve, constructed as a four-way valve

[0096] The V2 valve is a three-way valve.

[0097] The V3 valve is a five-way valve.

[0098] W heat pump system

[0099] Z1 Coolant Branch

[0100] Z2 Coolant Branch

Claims

1. A heat pump system W for an electric vehicle, the heat pump system comprising a coolant side for circulating coolant and a refrigerant side for circulating refrigerant, fluidly separated from the coolant side, the coolant side and the refrigerant side being in a heat transfer connection, and the coolant side having a first flow section (10) for coolant, a second flow section (20) for coolant, a third flow section (30) for coolant, a fourth flow section (40) for coolant, a valve system V for coolant distribution to the coolant side, and two coolant branches Z1 and Z2, characterized in that, The heat pump system W is configured such that - In the first operating state of the heat pump system W, the coolant flow 1A flows through the first flow section (10), then through the second flow section (20), then through the coolant branch Z1, then through the coolant branch Z2 and then through the fourth flow section (40), while the coolant flow 1B flows separately through the third flow section (30), and - In the second operating state of the heat pump system W, the coolant flow 2A flows through the first flow section (10), then through the coolant branch Z2 and then through the fourth flow section (40), while the coolant flow 2B flows separately through the second flow section (20), then through the coolant branch Z1 and then through the third flow section (30).

2. The heat pump system W according to claim 1, characterized in that, The heat pump system W is configured such that in the third operating state of the heat pump system W, the coolant flow 3A flows through the first flow section (10), then through the coolant branch Z2, then through the coolant branch Z1 and then through the third flow section (30).

3. The heat pump system W according to claim 1 or 2, characterized in that, The heat pump system W has a fifth flow section (50) for coolant, which can be connected to a third flow section (30) and / or a fourth flow section (40) via a valve system V.

4. The heat pump system W according to claim 3, characterized in that, The heat pump system W is configured such that in the fourth operating state of the heat pump system W, the coolant flow 4A flows through the first flow section (10), then through the coolant branch Z2, then through the fourth flow section (40) and then through the fifth flow section (50), while the coolant flow 4B flows separately through the third flow section (30).

5. The heat pump system W according to any one of claims 1 to 4, characterized in that, The heat pump system W is configured such that in the fifth operating state of the heat pump system W, the coolant flow 5A flows through the first flow section (10), then through the coolant branch Z2, then through the coolant branch Z1 and then through the third flow section (30), while the coolant flow 5B flows through the second flow section (20), then through the coolant branch Z1 and then through the third flow section (30).

6. The heat pump system W according to any one of claims 1 to 5, characterized in that, The heat pump system W is configured such that, in the sixth operating state of the heat pump system W, on the one hand, the coolant flow 6A of the coolant flows through the first flow section (10), then through the coolant branch Z2 and then through the fourth flow section (40), and / or on the other hand, the coolant flow 6B of the coolant flows through the first flow section (10), then through the coolant branch Z2, then through the coolant branch Z1 and then through the third flow section (30).

7. The heat pump system W according to any one of claims 1 to 6, characterized in that, The heat pump system W is configured such that, in the seventh operating state of the heat pump system W, on the one hand, coolant flow 7A flows through the first flow section (10), then through coolant branch Z2 and then through the fourth flow section (40), and / or on the other hand, coolant flow 7B flows through the first flow section (10), then through coolant branch Z2, then through coolant branch Z1 and then through the third flow section (30), and in addition to coolant flow 7A and / or coolant flow 7B, coolant flow 7C flows through the second flow section (20), then through coolant branch Z1 and then through the third flow section (30).

8. The heat pump system W according to any one of claims 1 to 7, characterized in that, The heat pump system W has a sixth flow section (60) for coolant, which is upstream connected to the third flow section (30) via a valve system V.

9. The heat pump system W according to any one of claims 1 to 8, characterized in that, The heat pump system W has a seventh flow section (70) for coolant, which is configured to be fluidically parallel to the first flow section (10) and downstream of the second flow section (20), such that the coolant flow of the coolant can be distributed downstream of the second flow section (20) to the first flow section (10) and the seventh flow section (70) by means of a valve system V.

10. The heat pump system W according to any one of claims 1 to 9, characterized in that, The coolant branch Z1 and coolant branch Z2 are directly connected to each other without any intermediate links.

11. The heat pump system W according to any one of claims 1 to 10, characterized in that, A heat source (12, 14) is provided in the first flow section (10), and / or a heat exchanger (22) for exchanging heat between the coolant and the free environment is provided in the second flow section (20), and / or a heat exchanger (32) for cooling the coolant by means of the refrigerant is provided in the third flow section (30).

12. The heat pump system W according to any one of claims 3 to 11, characterized in that, The vehicle battery (52) is provided in the fifth flow section (50).

13. The heat pump system W according to any one of claims 8 to 12, characterized in that, A heat exchanger (62) for cooling the air in the vehicle's interior space is provided in the sixth flow section (60).

14. The heat pump system W according to any one of claims 9 to 13, characterized in that, A heat exchanger (72) for transferring heat to the coolant is provided in the seventh flow section (70), and / or another heat exchanger (74) for transferring heat to the air in the vehicle's interior space is provided in the seventh flow section (70).

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