Thermal system for a battery-operated vehicle and method therefor

Abstract

A thermal system for a vehicle having an electric drive battery (2) and an interior compartment (3) for occupants includes a first cooling cycle (10) having a first coolant and a second cooling cycle (20) having a second coolant, wherein the second coolant is propane or a coolant harmful to the health of the occupants, and the first coolant is a coolant different from the second coolant, particularly a water-glycol mixture, wherein the first cooling cycle (10) has a first heat exchanger (WT1) at the drive battery (2), a second heat exchanger (WT2) for the interior compartment (3), a third heat exchanger (WT3) for the surrounding environment (4), and a fourth heat exchanger (WT4) for the second cooling cycle (20) for exchanging heat or cold, wherein the second cooling cycle (20) An evaporator is configured at the fourth heat exchanger (WT4) to enable the temperature of the first coolant to be reduced to below the ambient temperature at the fourth heat exchanger (WT4), and a first valve assembly (5) is arranged between the first cooling cycle (10) and the second cooling cycle (20) and configured to connect the first heat exchanger (WT1) to the third heat exchanger (WT3) or to the fourth heat exchanger (WT4), wherein the first valve assembly (5) is further configured to connect the second heat exchanger (WT2) for the interior (3) to the fourth heat exchanger (WT4) for the second cooling cycle (20) in order to cool the interior air in the interior (3) of the vehicle.

Description

Technical Field

[0001] The present invention relates to a thermal system for a vehicle having an electric drive battery and an interior for occupants, having an improved and simplified architecture for said thermal system, and a method for performing thermal management. Background Technology

[0002] Electric vehicles, in addition to an electric drive unit, particularly possess an electric drive battery that supplies energy to the electric drive unit. However, the thermal management principles in electric vehicles differ from those in vehicles with conventional internal combustion engines. Specifically, the thermal system of an electric vehicle must provide coolants with different temperature levels for, for example, the drive battery, the electric axle, and the vehicle's interior. The drive battery must operate, particularly, within a comfortable temperature range, meaning that, for example, during a cold start, the battery must first heat up and, shortly thereafter, as it warms up, must be cooled. The same applies to the vehicle's interior, which must be cooled in high external temperatures and heated in low external temperatures. This generally leads to a certain complexity in the thermal system of battery-powered vehicles. Therefore, it is desirable to have improved solutions and simpler architectures. Summary of the Invention

[0003] In contrast, the thermal system according to claim 1 for a vehicle having an electric drive battery and an occupant interior has the advantage of significantly simplifying the structure and manufacturability of the thermal system. Particularly feasible is the use of a reduced number of pumps, valves, and piping, which on the one hand reduces the investment cost of the thermal system according to the invention, and on the other hand achieves significant weight savings through reduced piping length and a reduced number of components. Furthermore, the thermal system according to the invention enables reliable operation of all systems, especially the electric drive battery. The thermal system can also be divided into multiple modules, which can be prefabricated as structural components and then assembled together in the vehicle.

[0004] According to the invention, this is achieved by the thermal system comprising a first cooling cycle having a first coolant and a second cooling cycle having a second coolant. Here, the second coolant is propane or a coolant harmful to occupant health, and the first coolant is a different coolant from the second coolant, such as water, ethylene glycol, oil, or a mixture thereof. Here, the first cooling cycle has at least four heat exchangers. Specifically, the first cooling cycle has a first heat exchanger WT1 at the drive battery, a second heat exchanger WT2 for the interior, a third heat exchanger WT3 for the ambient environment, and a fourth heat exchanger WT4 for the second cooling cycle. The second cooling cycle is configured as an evaporator at the fourth heat exchanger WT4 to reduce the temperature of the first coolant at the fourth heat exchanger WT4. The thermal system further includes a first valve assembly disposed in the first cooling cycle. The first valve assembly is configured to connect or disconnect the first heat exchanger WT1 from the third heat exchanger WT3, or to connect or disconnect the first heat exchanger WT1 from the fourth heat exchanger WT4. This enables different heating-cooling strategies. In addition, the second heat exchanger is connected to the fourth heat exchanger via the first valve assembly.

[0005] Therefore, the thermal system according to the invention can prevent the cooling cycle operating with propane or other coolants harmful to occupants from directly contacting the vehicle's interior by using two cooling cycles. Here, the second cooling cycle is particularly designed as a heat pump cycle. Thus, propane can be used as a coolant for the second cooling cycle, which can be positioned in a collision-safe location within the vehicle. Therefore, temperature control of different components of the vehicle can be achieved, with a minimum number of pumps and valves and a minimum piping length.

[0006] In particular, the incompressibility of the first coolant can be used to transfer coolant from high-temperature regions (especially 65°C to 85°C) to supply drive batteries (especially high-voltage batteries) operating at moderate temperature levels (especially 20°C to 45°C). This is especially applicable to the free activation of the internal hydraulic pressure of the fourth heat exchanger WT4, which functions as a cooler in relation to the second cooling cycle, in the first cooling cycle.

[0007] The dependent claims illustrate preferred improvements of the invention.

[0008] Preferably, the first valve assembly is configured to connect the first heat exchanger WT1 to both the third heat exchanger WT3 and the fourth heat exchanger WT4. This preferably allows for the simultaneous connection of the first heat exchanger WT1 to the third and fourth heat exchangers to generate a mixed temperature. Furthermore, heat received by the third heat exchanger WT3 can also be transferred to the second cooling cycle via the fourth heat exchanger WT4.

[0009] Preferably, the first valve assembly is configured such that the second heat exchanger WT2 for the inner chamber can be connected only to the fourth heat exchanger WT4 for the second cooling cycle, or the connection can be closed. When the second and fourth heat exchangers are connected to each other, the coolant exiting from the fourth heat exchanger WT4 can be used in the first cooling cycle to cool the inner chamber through the second heat exchanger WT2.

[0010] Particularly preferably, the thermal system further includes a first portion of a first cooling cycle, in which a first heat exchanger WT1 for driving the battery and a third heat exchanger WT3 for the ambient environment are arranged, along with a first pump P1. Therefore, the first portion of the cycle allows direct cooling of the battery via the third heat exchanger WT3 using ambient air.

[0011] More preferably, the thermal system includes a second partial cycle of the first cooling cycle, in which a second heat exchanger WT2 for the inner chamber and a fourth heat exchanger WT4 for the second cooling cycle, as well as a second pump P2, are arranged. Here, the inner chamber can be cooled via the second heat exchanger WT2 through the second partial cycle.

[0012] Furthermore, the first valve assembly is arranged such that it connects the first partial cycle to the second partial cycle. Here, the first valve assembly preferably connects the drive battery to a fourth heat exchanger WT4 for the second cooling cycle, allowing the fourth heat exchanger WT4 to function as a heat absorber and to coolly guide the coolant from the first cooling cycle back to the drive battery. Here, the first coolant can be delivered in the second partial cycle, particularly by means of a first pump P1.

[0013] The first valve assembly can further connect the third heat exchanger WT3 from the first partial cycle to the fourth heat exchanger WT4 from the second partial cycle, so as to supply heat from the surrounding environment to the second cooling cycle. Here, the first coolant can be delivered in the second partial cycle, especially by means of the second pump P2, while the first pump P1 can supply coolant from another partial circuit (which is not part of the first or second partial circuit) to the battery.

[0014] Furthermore, preferably, in the second partial cycle, a check valve is arranged between the second heat exchanger WT2 for the inner chamber and the fourth heat exchanger WT4 for the second cooling cycle. Here, the check valve prevents undesirable backflow to the second heat exchanger WT2 when, for example, the drive battery is connected to the fourth heat exchanger for the second cooling cycle via the first valve assembly.

[0015] More preferably, the thermal system includes a fifth heat exchanger WT5 for power electronics and / or for the electric vehicle axle. The power electronics are particularly a type of power electronics for driving a battery and / or for a motor. Power electronics typically require cooling during vehicle operation. Furthermore, the thermal system preferably includes a sixth heat exchanger WT6 for heating the interior. The sixth heat exchanger WT6 thus provides a vehicle heating solution. More preferably, the thermal system includes a seventh heat exchanger WT7 for a second cooling cycle, wherein heat can be introduced from the second cooling cycle into the first cooling cycle via the seventh heat exchanger WT7. More preferably, the thermal system includes an eighth heat exchanger WT8 for the ambient environment. The eighth heat exchanger WT8 is particularly connected to the fifth heat exchanger WT5 for the power electronics.

[0016] The thermal system further includes a third section of the first cooling cycle, in which a fifth heat exchanger WT5 for power electronic devices and an eighth heat exchanger WT8 for the ambient environment are arranged, along with a third pump P3. This allows the power electronic devices to be cooled, for example, by ambient air.

[0017] More preferably, the thermal system includes a fourth section of a first cooling cycle, in which a sixth heat exchanger WT6 for the interior (particularly for heating the interior) and a seventh heat exchanger WT7 for the second cooling cycle (particularly for heating the fourth section of the cycle) and a fourth pump P4 are arranged. For example, the interior of the vehicle can be heated via the fourth section of the cycle using waste heat from the second cooling cycle.

[0018] According to a particularly preferred embodiment of the invention, the thermal system further includes a second valve assembly that connects or disconnects the third and fourth partial circulations. The second valve assembly is preferably a 4 / 3-way valve. Specifically, the second valve assembly connects the piping section from the seventh heat exchanger WT7 to the sixth heat exchanger WT6 to the piping section of the third partial circulation from the fifth heat exchanger WT5 to the eighth heat exchanger WT8. This allows, for example, the waste heat from power electronics to be used to heat the interior chamber. It also allows heat received from the fourth partial circulation via the seventh heat exchanger WT7 to be directed from the second cooling cycle to the eighth heat exchanger WT8, and thus released to the surrounding environment via the eighth heat exchanger WT8.

[0019] According to another preferred embodiment of the invention, the thermal system further includes a third valve assembly that connects or disconnects the third partial circulation and the first partial circulation. The third valve assembly is preferably a 3 / 4-way valve. This third valve assembly allows, for example, the waste heat that can arise very quickly during the operation of the power electronic devices to be used for heating the drive battery.

[0020] Particularly preferably, the first valve assembly is configured as a 5 / 8-way valve. Therefore, the first valve assembly has five ports and eight positions. This allows the first valve assembly to have a very compact structure. Specifically, the first valve assembly can interconnect a first heat exchanger WT1 for driving the battery, a second heat exchanger WT2 serving as a cooler for the vehicle's interior, a fourth heat exchanger WT4 acting as a cooler for the second cooling cycle, and a third heat exchanger WT3 for the ambient environment.

[0021] Here, the first valve assembly is preferably a proportional valve, which enables the mixing of the colder and hotter first coolant in the first cooling cycle.

[0022] The first valve assembly is further preferably divided into two sub-valves, more preferably into three sub-valves, particularly two 3 / 3-way valves and one 2 / 2-way valve. Alternatively, the first valve assembly is configured as a 5 / 5-way valve with five connections and five positions.

[0023] Preferably, the thermal system includes exactly four pumps. Preferably, only one pump is arranged in one of the four sub-cycles of the first cooling cycle. Each pump preferably has its own drive, or alternatively, two or more pumps can operate by means of a common drive. The advantage of having its own drive at each pump is that the pump can be switched on or off as needed, thereby improving the efficiency of the thermal system.

[0024] More preferably, the third heat exchanger WT3 for the ambient environment and the eighth heat exchanger WT8 for the ambient environment are arranged in a common, but hydraulically separated, cooler. This enables a compact structure of the cooler, and despite this, it allows for two separate partial cycles operating independently within the separate cooler. In particular, it is possible to implement only two hydraulically separated sub-modules within the cooler for the ambient environment.

[0025] Furthermore, the separate cooler is preferably capable of separating low-temperature cooling and high-temperature cooling for the first cooling cycle of the thermal system.

[0026] More preferably, the thermal system is configured to supply heat from the seventh heat exchanger WT7 and / or heat from the fifth heat exchanger WT5 to the sixth heat exchanger WT6 to heat the vehicle interior via the sixth heat exchanger WT6. Therefore, the second cooling cycle can operate as a heat pump cycle, receiving heat from the first cooling cycle at the seventh heat exchanger WT7 and releasing it to the sixth heat exchanger WT6 for heating the interior.

[0027] Preferably, the thermal system is further configured to connect a third heat exchanger WT3 and / or a fourth heat exchanger WT4 to a second heat exchanger WT2 for the vehicle's interior, in order to cool the vehicle's interior. Therefore, heat received at the vehicle's radiator can be supplied to the fourth heat exchanger WT4 and released therein to the second cooling cycle. Thus, the coolant in the second partial cycle is cooled at the fourth heat exchanger WT4 and can be supplied to the second heat exchanger WT2 to cool the vehicle's interior.

[0028] According to another preferred embodiment of the invention, the thermal system is configured to supply heat from the seventh heat exchanger WT7, which can be received from the second cooling cycle, to the first heat exchanger WT1 in order to heat the electric drive battery.

[0029] More preferably, the third heat exchanger WT3 has an inlet at the radiator connected to the first valve assembly, and an outlet connected to the first pump P1 in the first partial cycle. Here, the first valve assembly is configured to connect the inlet of the third heat exchanger to the second pump in the second partial cycle, so as to supply heat from the radiator to the fourth heat exchanger WT4 via the third heat exchanger WT3. Here, the flow direction in the radiator is reversed, wherein the second pump P2 operates in this position of the first valve assembly. Therefore, the heat received via the radiator can be transferred to the second cooling cycle at the fourth heat exchanger WT4, and the second cooling cycle can operate as a heat pump so as to reintroduce the heat into the first cooling cycle at a higher temperature level via the seventh heat exchanger WT7. Here, it is also preferable that heat can be additionally supplied to the sixth heat exchanger WT6 by increasing the temperature in the fourth partial cycle, so as to achieve heating of the vehicle's interior.

[0030] More preferably, the thermal system is configured such that the first pump P1 and the second pump P2 operate simultaneously. This allows for both heating and cooling of the electric drive battery, as well as cooling of the vehicle's interior.

[0031] Preferably, the first partial circulation is directly connected to the second partial circulation via a first direct connection. Therefore, a direct fluid connection without a shut-off component always exists between the first and second partial circulations. This allows either the first pump in the first partial circulation to operate or the second pump in the second partial circulation to operate, and despite this, flow of coolant is still present in the corresponding subsequent circulation via a first valve assembly, in which the pumps are stationary. This particularly contributes to efficient energy utilization. The first direct connection preferably serves as a flow connection from the second partial circulation to the first partial circulation.

[0032] More preferably, the first partial circulation is also directly connected to the third partial circulation via a second direct connection without a shut-off member. This allows either the first pump P1 or the third pump P3 to operate, and even when one of the pumps stops, coolant flow can still be achieved in the respective partial circulation.

[0033] The thermal system preferably also has an additional partial circulation for one electric axle of the vehicle, or two additional partial circulations for two electric axles of the vehicle.

[0034] More preferably, all pumps and valve assemblies of the thermal system are arranged in a common submodule. Here, in interaction with the corresponding pump speeds, the first valve assembly is preferably capable of continuous mixing of cold and hot first coolant, so as to ensure precise control and regulation of the required supply and return temperatures, especially for the vehicle interior and / or for the drive battery.

[0035] Therefore, according to the present invention, an optimal arrangement of heat exchangers, pumps, and valves, and a minimum number of thermal systems can be achieved, which provide both cooling and heating to subsystems such as the interior, drive battery, electric axle, and power electronics with maximum thermal efficiency. This enables the vehicle to operate at a longer range, particularly within a temperature range of 20°C to 45°C, under optimal thermal conditions for the drive battery.

[0036] Furthermore, the present invention relates to an electric drive vehicle having a thermal system according to the present invention.

[0037] Preferably, the present invention also relates to a method for performing thermal management of an electric vehicle by means of a thermal system according to the present invention. Attached Figure Description

[0038] Preferred embodiments of the invention will now be described in detail with reference to the accompanying drawings. In the drawings: Figure 1 A schematic diagram of a thermal system according to a first preferred embodiment of the invention is shown. Figure 2It shows Figure 1 An enlarged local view of the thermal system in the preferred operating mode. Figure 3 It shows Figure 1 A schematic partial view of the thermal system in another preferred operating mode. Figure 4 A schematic diagram of the first valve assembly of the thermal system according to the first embodiment is shown. Figure 5 A schematic diagram of the second valve assembly of the thermal system according to the first embodiment is shown. Figure 6 A schematic diagram of the third valve assembly of the thermal system in the first embodiment is shown, and Figure 7 A schematic diagram of a first valve assembly according to a second embodiment of the present invention is shown. Detailed Implementation

[0039] Next, refer to Figures 1 to 6 The thermal system 1 and the method for performing thermal management of an electric vehicle according to a preferred first embodiment of the present invention are described in detail.

[0040] Here, thermal system 1 provides cooling and / or heating power for the various components of the electric vehicle.

[0041] The components include, for example, the electric drive battery 2, the vehicle interior 3, the power electronics 9, and / or the vehicle's electric axle. Here, the power electronics 9 can be configured to control the drive battery 2 and / or other motors (e.g., the vehicle's electric drive unit).

[0042] Furthermore, the thermal system includes a first cooling cycle 10 with a first coolant and a second cooling cycle 20 with a second coolant. The first cooling cycle 10 and the second cooling cycle 20 are hydraulically separated. The second coolant in the second cooling cycle 20 is, for example, propane or a coolant harmful to the health of the occupants, and the first coolant is a different coolant from the second coolant. The first coolant is, for example, a water-ethylene glycol mixture.

[0043] This structure (in which the second coolant can be a coolant harmful to the health of the occupants) allows the second cooling cycle 20 to be arranged in the vehicle with maximum protection, especially in the event of an accident or similar incident. Furthermore, there is no contact between the second coolant and the vehicle's interior 3, because the first cooling cycle 10 is always connected between the second cooling cycle 20 and the interior 3. Therefore, even if a leak occurs in the second cooling cycle, it will not directly endanger the vehicle's occupants.

[0044] Here, the second cooling cycle 20 is the cooling cycle of the heat pump, which has a compressor 21, an expansion valve 22, and two heat exchangers 23 and 24. The coolant of the second cooling cycle 20 removes heat from the coolant of the first cooling cycle 10 by evaporation of the coolant of the second cooling cycle 20, and transfers heat to the coolant of the first cooling cycle 10 by condensation of the coolant of the second cooling cycle 20.

[0045] Here, the second cooling cycle 20 is configured to provide cold and / or heat to the thermal system 1 under defined operating conditions.

[0046] Furthermore, the thermal system 1 is configured such that the first cooling cycle 10 has a first heat exchanger WT1 at the drive battery 2, a second heat exchanger WT2 for the inner chamber 3, a third heat exchanger WT3 for the surrounding environment, and a fourth heat exchanger WT4 for the second cooling cycle, the fourth heat exchanger being a submodule 23. Therefore, the temperature of the first coolant in the first cooling cycle 10 can be reduced at the fourth heat exchanger WT4.

[0047] The thermal system 1 further includes a first valve assembly 5 disposed between a first partial cycle 11 and a second partial cycle 12 of the first cooling cycle 10. The first valve assembly 5 is configured to connect a first heat exchanger WT1 disposed in the first partial cycle to a third heat exchanger WT3 disposed in the first partial cycle 11, or to connect the first heat exchanger WT1 of the first partial cycle 11 to a fourth heat exchanger WT4 disposed in the second partial cycle 12.

[0048] The first valve assembly 5 is further configured to connect the third heat exchanger WT3 arranged in the first partial circulation 11 to the fourth heat exchanger WT4 arranged in the second partial circulation 12.

[0049] The first valve assembly 5 is further configured to connect the second heat exchanger WT2 arranged in the second partial circulation 12 to the fourth heat exchanger WT4 in the second partial circulation 12 in order to cool and / or dehumidify the interior air in the vehicle's interior 3.

[0050] In other words, the first cooling cycle includes a first part of the cycle 11 and a second part of the cycle 12, which can be connected or disconnected via the valve assembly 5 in different arrangements.

[0051] As in Figure 4 As shown, the first valve assembly 5 is a 5 / 8-way valve, that is, a valve with five connections and eight positions.

[0052] exist Figure 4The first valve assembly 5 is schematically shown in the diagram. Here, the eight positions of the first valve assembly 5 are indicated by labels 8.1, 8.2, 8.3, 8.4, 8.5, 8.6, 8.7, and 8.8. Below the equivalent circuit diagram of the valve positions, the corresponding operating states in the thermal system 1 are indicated by the letters A, B, C, D, and E. It is clear here that: A is not cooled at heat exchanger WT2. B is cooled at heat exchanger WT2. C is not cooled at heat exchanger WT2. D. Cooling drive battery 2 at the first heat exchanger WT1 E operates as a heat pump that provides ambient heat from the third heat exchanger WT3 to the fourth heat exchanger WT4.

[0053] As by Figure 1 It can be further seen that a first heat exchanger WT1 for driving the battery 2, a third heat exchanger WT3 for the ambient environment 4, and a first pump P1 are arranged in the first part of the cycle 11. In normal operation, the first pump P1 delivers coolant through the heat exchanger WT1, where it typically receives heat from the driving battery 2, which is then directed to the third heat exchanger WT3 and released there at the radiator 8 to the ambient environment 4. The radiator 8 is preferably a vehicle cooler.

[0054] In the second part of the cycle 12, a second heat exchanger WT2 for the interior 3, a fourth heat exchanger WT4 for the second cooling cycle 20, and a second pump P2 are arranged. During normal operation, the second pump P2 delivers coolant from the pump P2 to the fourth heat exchanger WT4, wherein the coolant is cooled by the second cooling cycle 20 and then supplied to the second heat exchanger WT2 to cool and / or dehumidify the interior 3 of the vehicle.

[0055] As in Figure 1 As shown, the first valve assembly 5 is now arranged in the piping section between the first heat exchanger WT1 and the third heat exchanger WT3 in the first partial circulation 11, and is arranged between the second heat exchanger WT2 and the fourth heat exchanger WT4 in the second partial circulation 12. A bypass of the second pump P2 is also feasible here.

[0056] Furthermore, a first direct connection 15 is provided between the first partial circulation 11 and the second partial circulation 12, in which direct fluid exchange between the first and second partial circulations 11 and 12 is feasible. No shut-off components or similar items are arranged in the first direct connection 15.

[0057] The thermal system 1 further includes a third section cycle 13 and a fourth section cycle 14. The third section cycle 13 contains a fifth heat exchanger WT5 for the power electronic devices 9, an eighth heat exchanger WT8 for the ambient environment 4 in the radiator 8, and a third pump P3. The fourth section cycle 14 contains a sixth heat exchanger WT6 for the vehicle's interior 3, a seventh heat exchanger WT7 for the second cooling cycle 20, and a fourth pump P4. Here, the seventh heat exchanger is part of submodule 23.

[0058] Furthermore, a second valve assembly 6 is provided between the third section of loop 13 and the fourth section of loop 14. The second valve assembly 6 is a 4 / 3-way valve with four connections and three positions (see [link to valve assembly]). Figure 5 ).

[0059] Furthermore, a third valve assembly 7 is arranged between the third section of loop 13 and the first section of loop 11. The third valve assembly 7 is a 3 / 4-way valve with three connections and four positions (see [link to original text]). Figure 6 The third valve assembly 7 is connected to the first circulation section 11 via connecting pipe 18.

[0060] Furthermore, a second direct connection 16 is provided between the first partial circulation 11 and the third partial circulation 13. No shut-off valve or similar device is arranged in the second direct connection 16, ensuring that a fluid connection always exists between the first partial circulation 11 and the third partial circulation 13 in every operating state. Here, the second direct connection 16 connects the piping section of the first partial circulation 11 upstream of the first valve assembly 5 between the first heat exchanger WT1 and the third heat exchanger WT3 to the piping section of the third partial circulation 13 upstream of the third pump P3 between the eighth heat exchanger WT8 and the third pump P3.

[0061] In addition, a reservoir 17 for the first coolant is provided, which is connected to the first cooling cycle 10 via a second direct connection 16.

[0062] Therefore, each of the four partial cycles 11, 12, 13, and 14 has its own, separate pumps P1, P2, P3, and P4. Here, each partial cycle 11, 12, 13, and 14 has exactly one pump P1, P2, P3, and P4.

[0063] In addition, each section of the cycle 11, 12, 13, 14 has exactly two heat exchangers.

[0064] Therefore, it is possible to realize a particularly compact thermal system with a simple basic structure.

[0065] In addition, four pumps P1, P2, P3, P4 and three valve assemblies 5, 6, 7 form a compact submodule 90. Here, submodule 90 has four joints for each part of the circulation 11, 12, 13, 14.

[0066] To further improve compactness, radiator 8 is constructed such that the third heat exchanger WT3 and the eighth heat exchanger WT8 are arranged in a common radiator housing, and therein are hydraulically separated. Therefore, radiator 8 has a first portion radiator 81 and a second portion radiator 82. As in Figure 1 As shown, the radiator 8 has two connectors for the first part of the circulation 11 and two connectors for the third part of the circulation 13.

[0067] The thermal system 1 can now set the desired temperature level at each of the eight heat exchangers according to the desired requirements. In particular, in the thermal system 1 according to the invention, it is feasible to mix the cold and hot refrigerants in the first partial cycle 11. This allows for the creation of a mixed temperature so that the most accurate temperature preset can be set at the corresponding load.

[0068] Thermal system 1 is now able to operate with different methods and procedures for thermal management in the following operating conditions.

[0069] For example in Figure 2 As shown (it is) Figure 1 The second heat exchanger WT2, which is a cut-off portion of the thermal system 1 having first and second partial circulations 11 and 12, can be connected to the fourth heat exchanger WT4 via the second pump P2. Then, the coolant in the second partial circulation 12 is cooled in the fourth heat exchanger WT4 and directly supplied back to the second heat exchanger WT2. This allows cooling of the inner chamber 3, which is connected to the second heat exchanger WT2. Therefore, it is possible to achieve air conditioning-like regulation of the inner chamber 3 without relying on other partial circulations of the first and second cooling cycles, and also to dehumidify if necessary. Here, the valve assembly 5 can be located at position 8.3 or 8.7. This is in Figure 4 The letter B is used to indicate this.

[0070] As by Figure 2 It can be seen that, simultaneously, independent operation in the first part of the cycle 11 can be achieved for independent operation in the second part of the cycle 12. In this case, the first valve assembly 5 is located in position 8.5, so that the electric drive battery 2 can be cooled by ambient air through the third heat exchanger WT3 at the radiator 8.

[0071] When cooling is not required in the vehicle's interior 3, the first valve assembly 5 can be adjusted to one of positions 8.1, 8.2, or 8.8. Furthermore, when pump P2 is not operating in positions 8.3 to 8.7 of the first valve assembly, cooling of the interior is suppressed. Positions 8.1 and 8.8 of the first valve assembly are primarily used to completely shut off heat exchanger WT1 of the battery 2 from heat exchangers WT3 and WT4, so that only the recirculated coolant flow via the 3 / 4-way valve 7 is forced during pump P1 operation.

[0072] To prevent coolant backflow from the second section of circulation 12 to the second heat exchanger WT2 at positions 8.3 and 8.4 of the first valve assembly, as in Figure 1 and Figure 2 As shown, a check valve 33 is arranged between the first valve assembly 5 and the second heat exchanger WT2.

[0073] In other preferred operating modes (see...) Figure 3 The first valve assembly 5 is configured to simultaneously connect the first heat exchanger WT1 of the drive battery 2 to the third heat exchanger WT3 at the radiator 8 and the fourth heat exchanger WT4 for connection to the second cooling cycle 20. Then, the first valve assembly 5 is located in... Figure 4 The position shown in 8.4 (see Figure 3 (The arrow in the middle). The first valve assembly 5 can be switched to position 8.2 or 8.3 so that the heated coolant exiting from the first heat exchanger WT1 is completely returned to the second part of the cycle 12, and there it releases heat at the second cooling cycle 20 via the fourth heat exchanger WT4.

[0074] The coolant cooled by the fourth heat exchanger WT4 via the second partial circulation 12 is carried back to the first partial circulation 11 and delivered to the first heat exchanger WT1 via the operation of the first pump P1 through the first direct connection 15 to cool the drive battery 2. If the first valve assembly 5 is in position 8.5, the coolant exiting the first heat exchanger WT1 flows entirely into the third heat exchanger WT3 at the radiator, where it releases the heat previously received in the first heat exchanger WT1 to the surrounding environment 4. The operation method of the thermal system 1 is selected for a determined valve position of the first valve assembly 5 based on the ambient temperature and ambient air density, and the mixing of different strongly cooling or only recirculated coolants is also ensured. Thus, not only the inlet temperature of the drive battery 2 but also the return temperature is regulated, and the drive battery 2 is temperature-controlled.

[0075] Alternatively, an operating method, known as "heat pump operation," can be implemented where heat is received from the surrounding environment 4 via heat exchanger WT3 and transferred to the coolant in the second cooling cycle 20 within heat exchanger WT4. Here, the flow direction in the third heat exchanger WT3 of the radiator 8 is reversed. That is, inlet 31 at the third heat exchanger WT3 becomes an outlet, and outlet 32 ​​at the third heat exchanger WT3 becomes an inlet. The designation of inlet 31 and outlet 32 ​​here relates to normal operation, in which (e.g., when the vehicle is in motion) the drive battery 2 can be cooled at the third heat exchanger WT3 via the radiator or by the driving air and by the operation of the first pump P1, even without heat pump operation (second cooling cycle 20).

[0076] When the flow direction in the third heat exchanger WT3 should now be reversed, the second pump P2 operates, allowing coolant to be drawn from the third heat exchanger WT3 and delivered to the fourth heat exchanger WT4 based on the connection between the second connector A2 and the third connector A3 of the first valve assembly 5. From the fourth heat exchanger WT4, the coolant can then be connected to the first partial circulation 11 via the first direct connection 15, and flow back in the third heat exchanger WT3 where it is reheated. Thus, heat can be introduced from the surrounding environment 4 into the second cooling cycle 20 (heat pump operation) via the fourth heat exchanger WT4, discharged to the coolant in the first cooling cycle via the seventh heat exchanger WT7, and carried away from the sixth heat exchanger WT6, which is used to heat the inner chamber 3, in the fourth partial circulation 14 via the fourth pump P4.

[0077] Considering Figure 2 and Figure 4 The connectors in the first valve assembly 5 are indicated by reference numerals A1, A2, A3, A4, and A5. For clarity, these are... Figure 4 The connector is only shown in position 8.1 on the wiring diagram. In other positions, the connectors are as follows: Figure 4 Like the first route map in the middle.

[0078] Another method of operating the thermal system 1 is possible when the first valve assembly 5 switches such that the first partial circulation 11 and the second partial circulation 12 are connected to each other, so that the first pump P1 generates a coolant flow through the first heat exchanger WT1 and the third heat exchanger WT3 at the radiator 8, and the second pump P2 generates a coolant flow in the second partial circulation 12 through the second heat exchanger WT2 and the fourth heat exchanger WT4 for cooling and / or dehumidifying the interior. Here, not only the first pump P1 but also the second pump P2 operates simultaneously.

[0079] Figure 5The second valve assembly 6 is schematically shown. Here, the three positions of the second valve assembly are indicated by labels 3.1, 3.2, and 3.3. Below the equivalent circuit diagram of the valve positions, the corresponding operating states in the thermal system 1 are indicated by the letters F, G, H, I, J, K, and L. Here: F indicates that the inner chamber is heated with heat from the seventh heat exchanger WT7. G indicates that the inner chamber is heated with heat from the fifth heat exchanger WT5. H indicates that the battery is heated by heat from the fifth heat exchanger WT5. I indicates heating power electronics 9 in all valve positions. J indicates that the power electronic device 9 is cooled by the eighth heat exchanger WT8. K indicates that the power electronic device 9 is cooled by the sixth heat exchanger WT6. L indicates that the seventh heat exchanger WT7 is cooled by either the sixth heat exchanger WT6 or the eighth heat exchanger WT8.

[0080] The connectors of the second valve assembly 6 are designated as A1, A2, A3, and A4.

[0081] Figure 6 The third valve assembly 7 is shown schematically. Here, the four positions of the third valve assembly are indicated by labels 4.1, 4.2, 4.3, and 4.4. Below the equivalent circuit diagram, the corresponding operating states in the thermal system 1 are indicated by the letters M, N, O, P, Q, R, and S. Here: M indicates battery heating and bypass. N indicates that the battery is cooled to the maximum extent using the third heat exchanger WT3 and the eighth heat exchanger WT8. O indicates heating power electronic device P indicates that the power electronic devices are cooled using the eighth heat exchanger WT8. Q represents the heat from the seventh heat exchanger WT7 to battery 2. R indicates that the battery temperature is maintained by cooling / heating. S indicates that the battery is cooled by a third heat exchanger WT3.

[0082] The connectors of the third valve assembly 7 are designated as A1, A2, and A3.

[0083] When the heat from the seventh heat exchanger WT7 ( Figure 5 The heat from position 3.1 (provided via a second cooling cycle 20 configured for a heat pump) and / or from the fifth heat exchanger WT5 (which is the waste heat from the power electronics 9 or the electric vehicle axle) is supplied to the sixth heat exchanger WT6. Figure 5When positioned at position 3.2 or 3.3, another operating method of the thermal system 1 can be implemented. Preferably, not only the third pump P3 but also the fourth pump P4 can operate, and the second valve assembly 6 is switched such that the connection between the fifth heat exchanger WT5 and the sixth heat exchanger WT6, and the connection between the seventh heat exchanger WT7 and the sixth heat exchanger WT6 are achieved. Figure 5 (Position 3.2 in the middle). This enables rapid heating of the vehicle's interior 3, especially when using the seventh heat exchanger WT7.

[0084] A further preferred operating method is that heat energy from the seventh heat exchanger WT7, originating from the second cooling cycle 20, is supplied to the first heat exchanger WT1 to heat the electric drive battery 2. This is necessary, for example, during a cold start of the vehicle. Here, the second valve assembly 6 is switched to position 3.2 or position 3.3 (see...). Figure 5 This connects connector A3 of the second valve assembly 6 to connector A2. Then, the third valve assembly 7... Figure 6 The switch shown is in position 4.1, such that connector A1 of the third valve assembly 7 is connected to connector A3. Therefore, heat can be delivered from the seventh heat exchanger WT7 via the second and third valve assemblies 6 and 7 and connecting pipe 18 to the first pump P1 in the first partial circulation 11 (see...). Figure 1 In this case, it is preferable to activate all pumps P1, P2, P3, and P4.

[0085] Furthermore, an operating method can be achieved by switching the second valve assembly 6 to position 3.1, in which a coolant circuit is minimized, so that the seventh heat exchanger WT7 is directly connected via the fourth pump P4 to the sixth heat exchanger WT6 for rapid heating of the interior chamber 3. The second cooling cycle 20 can thus achieve very high temperatures (especially 90°C to 130°C) in a very short time, and therefore provide heat to the interior chamber, especially when the vehicle is in operation, for example, for dehumidifying the interior chamber 3 or for dehumidifying or de-icing the glass.

[0086] The thermal system 1 according to the invention can provide various applications in electric vehicles. Specifically, the cooler at the fourth heat exchanger WT4 can also be used to provide heat, giving the thermal system two heat sources: the fourth heat exchanger WT4 and the seventh heat exchanger WT7. Furthermore, the battery, power electronics, or electric axle can also be used as a heat source via the first and fifth heat exchangers WT1 and WT5 (the second valve assembly 6 is in position 3.2 or 3.3). Ambient heat from the surrounding environment 4 can also be utilized via the third heat exchanger WT3.

[0087] In addition, it can also cover the following application scenarios, in which, in addition to cooling, the drive battery 2 and / or power electronics 9 / electric vehicle axle are also heated (the second valve assembly 6 is in position 3.2 or 3.3, and the third valve assembly 7 is in position 4.1 or 4.2).

[0088] The three valve assemblies 5, 6, and 7 are preferably configured as proportional valves and can be operated independently of each other. In addition, the four pumps P1, P2, P3, and P4 can be operated independently, and in particular, at different speeds, thereby enabling very precise setting of the mixing temperature in the corresponding partial circuits 11, 12, 13, and 14.

[0089] The thermal system 1 according to the present invention can also ensure that, in the event of failure of one of the three valve assemblies 5, 6, 7 or one of the four pumps P1, P2, P3, P4, there is no risk of overheating of the drive battery 2 and / or power electronics 9 / electric vehicle axle, by means that the other pumps at least partially undertake the coolant delivery.

[0090] exist Figure 7 The image shows a second embodiment of the thermal system 1, in which the first valve assembly 5 is constructed in a different manner. Figure 7 A second embodiment is shown, in which the first valve assembly 5 is a 5 / 5-way valve having five connections and five positions. The five positions are... Figure 5 The reference numerals 9.1, 9.2, 9.3, 9.4, and 9.5 are used in the accompanying drawings. Below these locations, corresponding reference numerals from the first embodiment and the terminology used therein are shown. Thus, location 9.1 corresponds to location 8.5 in the first embodiment, location 9.2 corresponds to location 8.3, location 9.3 corresponds to location 8.6, location 9.4 corresponds to location 8.7, and location 9.5 corresponds to location 8.8.

Claims

1. A thermal system for a vehicle having an electric drive battery (2) and an occupant-oriented interior (3), comprising: - First cooling cycle (10) with first coolant; as well as - A second cooling cycle (20) with a second coolant; - Wherein, the second coolant is propane or a coolant that is harmful to the health of the occupants, and the first coolant is a coolant different from the second coolant, especially a water-ethylene glycol mixture; - Wherein, the first cooling cycle (10) has a first heat exchanger WT1 at the drive battery (2), a second heat exchanger WT2 for the inner chamber (3), a third heat exchanger WT3 for the surrounding environment (4) and a fourth heat exchanger WT4 for the second cooling cycle (20) for exchanging heat or cold. - Wherein, the second cooling cycle (20) is configured as an evaporator at the fourth heat exchanger WT4 so as to achieve a temperature reduction of the first coolant at the fourth heat exchanger WT4; and - A first valve assembly (5), which is arranged in the first cooling cycle (10) and configured to connect the first heat exchanger WT1 to the third heat exchanger WT3, or the first heat exchanger WT1 to the fourth heat exchanger WT4; and - Wherein, the first valve assembly (5) is further configured to connect the second heat exchanger WT2 for the interior (3) to the fourth heat exchanger WT4 for the second cooling cycle (20) in order to cool the interior air in the interior (3) of the vehicle.

2. The thermal system according to claim 1, wherein, The first valve assembly (5) is configured to connect the first heat exchanger WT1 to both the third heat exchanger WT3 and the fourth heat exchanger WT4.

3. The thermal system according to claim 1 or 2, wherein, The first valve assembly (5) is configured to connect or disconnect the second heat exchanger WT2 only from the fourth heat exchanger WT4.

4. The thermal system according to any one of the preceding claims further includes a first partial cycle (11) of the first cooling cycle (10), wherein the first heat exchanger WT1, the second heat exchanger WT3 and the first pump P1 are arranged in the first partial cycle to circulate the first coolant in the first partial cycle (11).

5. The thermal system according to claim 4, further comprising a second part of the first cooling cycle (10) cycle (12), wherein the second heat exchanger WT2, the fourth heat exchanger WT4 and the second pump P2 are arranged in the second part of the cycle to circulate the first coolant in the second part of the cycle (12).

6. The thermal system according to claim 5, wherein, The first valve assembly (5) is configured to connect the first partial circulation (11) and the second partial circulation (12) to each other, such that the first pump P1 generates a coolant flow through the first heat exchanger WT1 and the third heat exchanger WT3, and the second pump P2 generates a coolant flow through the second heat exchanger WT2 and the fourth heat exchanger WT4.

7. The thermal system according to claim 5 or 6, wherein, In the second partial cycle (12), a check valve (31) is arranged between the second heat exchanger WT2 and the first valve assembly (5) to prevent backflow into the second heat exchanger WT2 during the operation of the first pump P1.

8. The thermal system according to any one of the preceding claims, wherein, The first cooling cycle (10) further includes: a fifth heat exchanger WT5 for power electronic devices (9), particularly including electric vehicle axles; a sixth heat exchanger WT6 for the inner chamber (3) for heating the inner chamber; a seventh heat exchanger WT7 for the second cooling cycle (20) for removing heat from the second cooling cycle (20); and an eighth heat exchanger WT8 for the surrounding environment (4).

9. The thermal system according to any one of claims 5 to 8, further comprising a third part of the first cooling cycle (10) (13), wherein the fifth heat exchanger WT5, the eighth heat exchanger WT8 and the third pump P3 are arranged in the third part of the cycle to circulate the first coolant in the third part of the cycle (13).

10. The thermal system according to claim 9, further comprising a fourth part of the first cooling cycle (10) including the sixth heat exchanger WT6, the seventh heat exchanger WT7 and the fourth pump P4 arranged therein to circulate the first coolant in the fourth part of the cycle (14).

11. The thermal system of claim 10, further comprising a second valve assembly (6) that connects or disconnects the third partial circulation (13) and the fourth partial circulation (14) from each other.

12. The thermal system according to any one of claims 4 to 11, further comprising a third valve assembly (7) that connects or disconnects the third partial circulation (13) and the first partial circulation (11) from each other.

13. The thermal system according to any one of the preceding claims, wherein, The first valve assembly (5) is a 5 / 8-way valve, a 5 / 5-way valve, or a 3 / 4-way valve, or it may be divided into two or more sub-valve assemblies.

14. The thermal system according to any one of claims 10 to 13, comprising exactly four pumps P1, P2, P3, and P4, wherein, Each of the four circulation sections 11, 12, 13, and 14 has a pump.

15. The thermal system according to any one of claims 9 to 14, comprising a common cooler in which the third heat exchanger WT3 and the eighth heat exchanger WT8 are hydraulically and separately arranged.

16. The thermal system according to any one of claims 8 to 15, - in, It is capable of supplying heat from the seventh heat exchanger WT7 and / or heat from the fifth heat exchanger WT5 to the sixth heat exchanger WT6 in order to heat the interior (3) of the vehicle; and / or - Wherein, the third heat exchanger WT3 and / or the fourth heat exchanger WT4 can be connected to the second heat exchanger WT2 to cool the interior (3) of the vehicle; and / or - Wherein, heat from the seventh heat exchanger WT7 can be supplied to the first heat exchanger WT1 in order to heat the electric drive battery (2).

17. The thermal system according to any one of claims 8 to 16, wherein, The third heat exchanger WT3 has an inlet (31) connected to the first valve assembly (5) and an outlet (32) connected to the first pump P1, wherein the first valve assembly (5) is configured to connect the inlet (31) of the third heat exchanger WT3 to the second pump P2 so as to supply heat from the third heat exchanger WT3 to the fourth heat exchanger WT4.

18. The thermal system according to any one of claims 5 to 17, configured for parallel operation of the first pump P1 and the second pump P2, and / or wherein the first partial cycle 11 is directly connected to the second partial cycle (12) by means of a first direct connection (15).

19. The thermal system according to any one of claims 5 to 18, wherein, The first part of the loop (11) is directly connected to the third part of the loop (13) by means of the second direct connection (16).

20. A method for performing thermal management of an electric vehicle by means of a thermal system according to any one of the preceding claims.

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