Operating method for a thermal management system of a motor vehicle powered by an internal combustion engine or at least partially electrically, thermal management system and motor vehicle

Abstract

Operating method (500) for a thermal management system (10) of a motor vehicle (100) powered by an internal combustion engine or at least partially electrically, wherein the thermal management system (10) comprises: a refrigeration system (16) which can be used at least for interior air conditioning, comprising a directly or indirectly acting first heat exchanger (12a) which transfers heat directly or indirectly to an air flow (LS), and at least one evaporator (18); a cooling system (20) which can be used at least for cooling electrical components (22) and has a directly or indirectly acting second heat exchanger (12b) which transfers heat directly or indirectly to the air flow (LS); wherein the first heat exchanger (12a) and the second heat exchanger (12b) are arranged in series with one another in any desired sequence with respect to direct or indirect heat transfer, wherein the operating method (500) comprises the following steps: Detecting (S501) a coolant temperature (Tkf) in the cooling system (20) and / or Detecting (S502) a high-pressure side refrigerant pressure (pkm) in the refrigeration system (16); Setting (S503) at least one operating parameter (BP) of the thermal management system (10) when the coolant temperature (Tkf) reaches or exceeds a temperature threshold value (TSkf) (S504) and / or when the refrigerant pressure (pkm) reaches or exceeds a pressure threshold value (pSkm) (S505), characterized in that the at least one operating parameter (BP) to be set is an activation value (AW) of a rear evaporator assigned to a rear compartment of the motor vehicle (100), wherein the activation value (AW) is set to deactivated (S511).

Description

The invention relates to an operating method for a thermal management system of a motor vehicle driven by an internal combustion engine or at least partially electrically, wherein the thermal management system comprises: a refrigeration system, which can be used at least for interior air conditioning and has a first heat exchanger acting directly or indirectly, which outputs heat directly or indirectly to an air stream, and having at least one evaporator; a cooling system, which can be used at least for cooling electrical components and has a second heat exchanger acting directly or indirectly, which outputs heat directly or indirectly to the air stream; wherein the first heat exchanger and the second heat exchanger are arranged in series with one another in any desired sequence with respect to the direct or indirect heat transfer. The invention further relates to a thermal management system and motor vehicle having such a thermal management system.An operating method according to the preamble of claim 1 for a thermal management system is known, for example, from DE 10 2004 001 233 A1.From DE 10 2020 108 969 A1 it is known to use in a battery electric vehicle a control module for thermal management in which, in response to data indicating that a current temperature of a high voltage component of the drive train exceeds a threshold temperature, the cabin air is returned into the passenger cabin in order to reduce the air outlet temperature at a condenser of the refrigerant circuit and air inlet temperature at a radiator of the coolant circuit.For further details of the prior art, reference is made to the publications DE 11 2015 000 200 T5, U.S. Pat. No. 2018 / 0 297 443 A1, DE 10 2013 216 266 A1 and U.S. Pat. No. 2020 / 0 361 281 A1.Further documents containing information on the technological background of operating methods for air conditioning and thermal management in motor vehicles are DE 199 53 511 A1 and EP 2 679 421 A1.In the construction mentioned at the outset and known from the prior art for thermal management systems in at least partially electrified motor vehicles, the condenser / gas cooler of the refrigerant circuit and the cooler of the coolant circuit are connected in series with one another, in relation to the air-side throughflow. In other words, the one heat exchanger always introduces heat into the heat exchanger downstream or downstream on the air side.In cases of so-called limit operation, this configuration can lead to a lack of cooling in the coolant circuit when the cooler is connected downstream. This can result in the cooling system, which causes the heat input into the downstream cooler, having to be deactivated at least temporarily in order to avoid overheating in the coolant circuit. It should be taken into account here that overheating in the coolant circuit can also lead to a (forced) standstill of the motor vehicle.In the case of a downstream condenser / gas cooler, an undesirably high pressure can arise in the refrigerant circuit as a result of a high air temperature which is caused by the coolant circuit (cooler). This has the result that the refrigerant circuit has to be shut down or even shut down.Such events in limit operation thus have a direct and noticeable effect on the passenger compartment comfort, because the refrigeration system cannot be operated optimally or not at all and thus the air conditioning of the passenger compartment is made more difficult or even impossible.The object on which the invention is based is to specify an operating method with which the above disadvantages can be avoided, in particular in the case of (partially) electrically driven motor vehicles.This object is achieved by an operating method, a thermal management system and a motor vehicle having the features of the respective independent patent claims. Advantageous embodiments with expedient refinements are specified in the dependent patent claims.An operating method for a thermal management system of a motor vehicle driven by an internal combustion engine or at least partially electrically is therefore proposed, wherein the thermal management system comprises:a refrigeration system which can be used at least for interior air conditioning and has a directly or indirectly acting first heat exchanger which emits heat directly or indirectly to an air stream, and at least one evaporator;a cooling system which can be used at least for cooling electrical components and has a directly or indirectly acting second heat exchanger which gives off heat directly or indirectly to the air stream;wherein the first heat exchanger and the second heat exchanger are arranged in series with one another in any desired sequence with respect to the direct or indirect heat transfer.The operating method comprises the following steps:detecting the coolant temperature in the cooling system and / ordetecting the high-pressure refrigerant pressure in the refrigeration system; setting at least one operating parameter of the thermal management system if the coolant temperature reaches or exceeds a temperature threshold value, and / or if the refrigerant pressure reaches or exceeds a pressure threshold value.According to the invention, the operating parameter to be set is an activation value of a rear evaporator assigned to the rear space of the motor vehicle, wherein the activation value is set to deactivated.By setting or adapting an operating parameter of the thermal management system, the heat absorbed in the (cooling) air stream, which is introduced by one of the heat exchangers, can be reduced in a targeted manner in order to enable prolonged operation of the refrigeration installation both in the case of directly acting heat exchangers and in the case of indirectly acting heat exchangers. By setting or adapting at least one operating parameter, it is thus possible to avoid an abrupt switching off of the refrigeration system or the associated interruption of the air conditioning of the interior.In the operating method, the operating parameter to be set may be a target temperature of air to be supplied from the interior of the motor vehicle downstream of the evaporator, wherein the target temperature may be set to an increased target temperature value that is less than or equal to a target temperature threshold value. The target temperature limit value may also be referred to as an upper target temperature limit value. The target operating range for an air temperature after evaporator can be described by an interval with a lower and an upper setpoint temperature limit value. In this context, it is conceivable to increase the actual setpoint temperature value for air after leaving the evaporator from, for example, 5° C. to 8° C. or 10° C. In other words, the cooling capacity and thus optionally also the degree of dehumidification at the evaporator can be reduced in a manner which, although having a direct influence on the overall thermal management of the motor vehicle, is not immediately and immediately perceptible or perceptible to an occupant with regard to the interior air conditioning, in contrast to a deactivation of a refrigeration system.In this context, the setpoint temperature limit value can also be adapted, in particular increased, so that the setpoint temperature value can be adjusted up to the adapted, in particular increased, setpoint temperature limit value. The setpoint temperature value can be set in a range from 5° C. to 10° C. in normal operation of the motor vehicle or of the thermal management system. If an increase of the setpoint temperature to 10° C. is not sufficient, the setpoint temperature limit value, which is at 10° C. in normal operation, for example, can be increased to 15° C. with a time limit, as a type of exception control, so that the setpoint temperature can be increased to 12° C. with a time limit, for example. In this way, conditioned air is still provided to the occupants, but at a higher (air) temperature level.If, in a vehicle, an active battery cooling system is active parallel to the interior air conditioning system, a reduction in the air / coolant outlet temperature at the first heat exchanger can also be achieved by (temporarily) reducing the cooling capacity for a high-voltage accumulator.In the operating method, the operating parameter to be set may be a power consumption value of a blower device for the interior air supply, wherein the power consumption value is reduced. By means of such a measure, the quantity of the quantity of air (air volume) converted in the interior is reduced, which has a direct influence on the cooling requirement of air at the evaporator of the refrigeration system.In this context, the power consumption value can be represented, for example, by a rotational speed of the blower device or of a motor assigned to the blower device.The activation value can be set as a function of at least one occupancy value for a seat device in the rear space. This makes it possible to avoid unnecessary cooling requirements of air at a rear evaporator, so that influence can be exerted on the pressure and the temperature in the refrigerant circuit in a time-limited manner.In the operating method, the proportion of fresh air which is supplied to the at least one evaporator of the refrigeration system can be reduced and the proportion of recirculated air originating from the interior can be increased. The operating parameter to be set can thus be the mixing ratio of fresh air and circulation or a flap position of a circulating air flap or fresh air flap. In this case, the proportion of circulating air can be set at least temporarily to up to 100%, in particular to a proportion at which the enthalpy of the air fed to the evaporator reaches a minimum value.In the operating method, a plurality of the operating parameters mentioned above by way of example can be changed simultaneously or in a temporally overlapping manner or in a temporally (arbitrary) sequential manner. In this case, the selection of one or more operating parameters to be set can be carried out according to a predetermined prioritization. This enables the targeted and timely implementation of measures when the motor vehicle comes into or is to be expected to enter a limit operation.An example of such a limit operation of the motor vehicle can be, for example, a mountain trip. In such an operating state of the (partially) electric motor vehicle, there is a high power consumption on the drive side, in particular in high-voltage components on the drive side, or / and in further electric components, connected with a corresponding heat emission to the cooling system or the coolant circulating in the cooling system. Accordingly, at the directly or indirectly acting radiator of the cooling system, much heat is emitted directly or indirectly to the air stream, which has a negative effect on the cooling of the refrigerant in the cooling system by means of the condenser / gas cooler. By setting one or more of the above-mentioned operating parameters, the load in the refrigeration circuit can thus be reduced in or possibly before entry into the limit operation. Although the air conditioning for the interior is weakened in this case, it does not have to be switched off (abruptly). In other words, the thermal management system can be operated in a somewhat predictive manner, so that the refrigeration system can be operated permanently, but optionally at a reduced load level, in particular until the limit operation is left again.The above operating parameters are just a few examples of possible settings at which changes can be made. As further operating parameters which can be influenced, reference is made by way of example to the power consumption of the refrigerant compressor of the refrigeration system or flap positions of air supply openings to the interior.A thermal management system of a motor vehicle driven by an internal combustion engine or at least partially electrically is also proposed, comprising:a refrigeration system which can be used at least for interior air conditioning and has a directly or indirectly acting first heat exchanger which emits heat directly or indirectly to an air stream, and at least one evaporator;a cooling system which can be used at least for cooling electrical components and has a directly or indirectly acting second heat exchanger which gives off heat directly or indirectly to the air stream;wherein the first heat exchanger and the second heat exchanger are arranged in series with one another in any desired sequence with respect to the direct or indirect heat transfer, anda control device configured to perform the above-described operation method.A motor vehicle with an internal combustion engine or at least partially electric drive can be equipped with such a thermal management system.Further advantages and details of the invention are evident from the following description of embodiments with reference to the figures. The following shows: FIG. 1 shows, in the partial figures A) to C), simplified and schematic schematic schematic schematic representations of thermal management systems with directly acting heat exchangers; FIG. 2 shows, in the partial figures A) and B), simplified and schematic schematic schematic schematic representations of thermal management systems with indirectly acting heat exchangers; FIG. 3 is a simplified and schematic diagram of an operating method for thermal management systems; FIG. 4 is a simplified and schematic view of an at least partially electrically driven motor vehicle having a thermal management system.FIG. 1 shows, in simplified form in the sub-figures A) to C), schematically illustrated examples or embodiments of thermal management systems 10 for at least partially electrically driven motor vehicles. Each thermal management system 10 has a plurality of heat exchangers 12 a, 12 b, 12 c, which are assigned to different refrigerant or coolant circuits 14 a, 14 b, 14 c.In FIG. 1A, a thermal management system 10 is shown with a refrigeration system 16 in which a refrigerant circulates. The refrigeration system 16 comprises a first heat exchanger 12 a, in particular a condenser or gas cooler. The refrigeration system 16 further comprises at least one evaporator 18. The evaporator 18 serves in particular to cool and / or de-wet air to be supplied to an interior of a motor vehicle. It is pointed out that the refrigeration system 16 is shown in a greatly simplified manner; in particular, further conventional components, such as refrigerant compressors, refrigerant collectors, valves and the like, are not shown.The thermal management system 10 of FIG. 1A further comprises a cooling system 20 which has a second heat exchanger 12 b, in particular a low-temperature cooler or charge air cooler. By means of the cooling system 20, for example, at least one electrical component 22, such as, for example, a high-voltage battery, DC converter, electrical drive and the like, can be cooled. It is pointed out that the cooling system 20 is shown in a greatly simplified manner; in particular, further conventional components, such as a coolant pump, compensation containers, valves and the like, are not shown.The thermal management system 10 of FIG. 1A comprises a further cooling system 24 which has a third heat exchanger 12 c, in particular a high-temperature cooler. By means of the further cooling system 24, for example, an internal combustion engine 26 of a (hybrid) vehicle can be cooled. It is pointed out that the cooling system 24 is shown in a greatly simplified manner; in particular, further conventional components, such as a coolant pump, compensation containers, valves and the like, are not shown.The thermal management system 10 of FIG. 1A thus schematically illustrates an example configuration for hybrid vehicles that may be at least partially electrically powered. With respect to an air flow LS of ambient air or ram air, which flows through the heat exchangers 12 a, 12 b, 12 c, the heat exchangers 12 a, 12 b, 12 care connected in series with one another. The heat exchangers 12 a, 12 b, 12 care designed here as directly acting heat exchangers which emit the heat directly to the air stream LS. In other words, the heat exchangers 12 a, 12 b, 12 care arranged in series with one another for the direct heat transfer to the air flow LS. It is pointed out that the sequence of heat exchangers 12 a, 12 b, 12 cdescribed here could also be different. For example, the heat exchanger 12 bof the cooling system for the electrical components 22 could be connected upstream of the heat exchanger 12 aof the refrigeration system 16.The thermal management system 10 of FIG. 1B shows an example configuration for a purely electrically powered motor vehicle. The thermal management system 10 comprises the refrigeration system 16 and the cooling system 20.The thermal management system 10 of FIG. 1C shows an example configuration for a purely electrically powered motor vehicle. The thermal management system 10 comprises the refrigeration system 16 and the cooling system 20.It is therefore particularly evident from the exemplary configurations shown in FIGS. 1A-C that the directly acting heat exchangers 12 a, 12 b, 12 cmay be arranged in series with one another in any desired sequence.It is thus possible to allow performance-reducing measures to be taken into account at least at the first heat exchanger located in the air stream or within the system connected to it, in order to relieve the downstream heat exchangers and thus the systems coupled to them in thermally critical operating situations.FIG. 2 shows in simplified form in the partial figures A) and B) and schematically a thermal management system 10 with indirectly acting heat exchangers 12 a, 12 b.The thermal management system 10 of FIG. 2A shows an example configuration for a purely electrically powered motor vehicle. The thermal management system 10 comprises the refrigeration system 16 and the cooling system 20. In this case, the (second) heat exchanger 12 bof the cooling system 20 is arranged downstream of the (first) heat exchanger 12 aof the refrigeration system 16 with respect to the indirect heat transfer to the air flow LS at a cooler (heat exchanger) 28 of a cooling medium circuit 30.The thermal management system 10 of FIG. 2B shows an example configuration for a purely electrically powered motor vehicle. The thermal management system 10 comprises the refrigeration system 16 and the cooling system 20. In this case, the (first) heat exchanger 12 aof the refrigeration system 16 is arranged downstream of the (second) heat exchanger 12 bof the cooling system 20 with respect to the indirect heat transfer to the air flow LS at a cooler 28 of a cooling medium circuit 30.Purely by way of example, FIGS. 2A and 2B also show an optional cooling circuit by dashed lines. In principle, this can be any type of further cooling circuit. Purely by way of example, the dashed cooling circuit is characterized as a cooling system 24 for an internal combustion engine 26. it is furthermore pointed out that the associated heat exchanger 12 cmay be connected upstream or downstream of the radiator or heat exchanger 28 in series, as is illustrated in FIGS. 2A and 2B, depending on which configuration is the most advantageous for the functionality of the entire thermal management system, as considered integrally.For the thermal management systems 10 of FIGS. 1 and 2 described above by way of example, with directly or indirectly acting heat exchangers 12 a, 12 b, 12 c, an operating method 500 can be used, which is described in more detail below with reference to FIG. 3.FIG. 3 schematically shows a flow chart for a possible operating method 500 that can be used for the thermal management system 10.The operating method 500 presented here can be part of a superordinate method for controlling or regulating the thermal management of a motor vehicle which is operated by an internal combustion engine or (at least partially) electrically.According to a step S 501, a coolant temperature or cooling fluid temperature Tkf in the cooling system 20, 24 is detected. Alternatively or additionally, according to a step S 502, the high-pressure-side refrigerant pressure pkm in the refrigeration system 16 can be detected. Based on one or both steps S 501, S 502, according to a step S 503, at least one (further) operating parameter BP of the thermal management system 10 can be set or adapted if the cooling fluid temperature Tkf reaches or exceeds a temperature threshold value TSk, or / and if the refrigerant pressure pkm reaches or exceeds a pressure threshold value pSk. The selective setting or adaptation of the at least one operating parameter BP is illustrated by the two upward and downward pointing arrows.In addition to the variables mentioned here, such as a fluid temperature Tkf or also a refrigerant pressure pkm, additionally and / or alternative variables, such as also a refrigerant temperature or component temperatures, such as those of a high-voltage accumulator, power electronics, etc., can also be incorporated into the implementation of the method and included for the imaging thereof.The supplementary or alternative interrogation of the exceeding of the threshold values TSk and / or pSkm is illustrated by steps S504 and S505, respectively. If the condition in steps S 504 and / or S 505 is not fulfilled, step S 503 is not carried out and the thermal management system 10 is still left or operated in a so-called normal operation Bnorm, which will not be discussed in more detail here. During normal operation Bnorm, the method presented here can be carried out or run through repeatedly, for example in the sense of a permanent or regular monitoring, which is illustrated by the dashed arrows pointing from Bnorm to S 501.The operating parameter BP to be set may be a target temperature TSir of air to be supplied from the interior of the motor vehicle downstream of the evaporator. According to step S 507, the target temperature TSir may be set to a higher target temperature value, wherein it is checked in step S 508 whether the target temperature TSir is less than or equal to a target temperature limit value TSirg. In this case, the setpoint temperature limit value TSirg can be adapted, in particular increased, as required, which is illustrated by step S 509, such that the setpoint temperature value TSir can be set up to the adapted, in particular extended, setpoint temperature limit value TSirg.The operating parameter to be set may be a power consumption value PG of a blower device for the interior air supply. According to step S 510, the power consumption value PG may be reduced. The power consumption value PG can be represented, for example, by a rotational speed of the blower device or of a motor assigned to the blower device.According to the invention, the operating parameter BP to be set is an activation value AW of a rear evaporator assigned to the rear space of the motor vehicle. At this time, in step S 511, the activation value AW is set to be deactivated (=0). The activation value AW can also be set according to step S 512 as a function of at least one occupancy value BW for a seat device in the rear space. Specifically, the activation value AW is set to be deactivated (=0) when the seat device is not occupied (BW=0).In the operating method, according to step S 513, the proportion of fresh air FL which is supplied to the at least one evaporator 18 of the refrigeration system 16 can be reduced and the proportion of circulating air UL which originates from the interior can be increased. This is illustrated in step S 513 by the corresponding arrows. In this case, the proportion of circulating air UL can be set to up to 100%, in particular to a proportion at which the enthalpy of the air fed to the evaporator reaches a minimum value.In the operating method 500, a plurality of operating parameters can be changed simultaneously or in a temporally overlapping manner or in a temporally successive manner. In other words, the above steps S 507 to S 511 may be performed in time series, overlapping, or parallel.The selection of which of the above-mentioned operating parameters BP is set or adapted can be carried out according to a predetermined prioritization, which is illustrated by step S 514 and the operating parameters BP 1, BP 2, BP 3 mentioned there by way of example.It should be noted specifically for this flow diagram of method 500 shown here that in this case active influence is exerted on the refrigeration circuit and its working points in order to reduce its waste heat and in this way exactly its heat input into downstream systems if their working points approach a limit-value operating range or are already in such a range.In general terms, this outlined method 500 can be transferred to any heat exchanger which is connected upstream of another heat exchanger. It should be noted here that operating parameters BP of the thermal management system in which the upstream heat exchanger is incorporated must then be changed in particular.FIG. 4 shows, in simplified form and schematically, an internal combustion engine-driven or at least partially electrically driven motor vehicle 100 which has a thermal management system 10 which can be operated by means of the operating method 500 described above. The operating method 500 can be carried out, for example, by means of a control device 102 of the motor vehicle 100 or of the thermal management system 10. Depending on the prioritization of a respective plant operation, such as driving performance, driving experience or comfort, there are different manipulated variables in each case, and depending on the present interconnection of the direct / indirect (ambient) heat exchangers, either the comfort requirements or provided driving performance conditions are influenced by the method 500 presented here and changed or throttled if necessary. As a rule, this means that the performance data of the first heat exchanger positioned upstream of the second heat exchanger on the air or fluid side and thus in particular the system coupled to it is reduced in order to be able to operate the second system at its performance maximum for as long as possible.In general terms, the method 500 presented here can be applied for basically any type of arrangement of heat exchangers connected in series on the air side or on the cooling fluid side, if the mentioned at least two heat exchangers operate and function in at least two fluid systems independent of one another. In this way, the functioning and / or performance of the first heat exchanger or the system coupled to it can be reduced in a targeted and ideal manner, so that the downstream second heat exchanger with the second fluid system coupled to it experiences a lower thermal load and can thus exert its own performance without restriction over a longer period of time. Thus, this method is forpurely internal combustion engine concepts (for example. Connection of Condenser / Gas Cooler to a Main Water Cooler)partially electrified concepts (e.g.. Low-temperature cooler and condenser / gas cooler or condenser / gas cooler and main water cooler)fully electrified concepts (e.g.. Low-temperature cooler and condenser / gas cooler)The method can be suitably and selectively implemented in such a manner in the form of a power reduction without the function being switched off.

Claims

Operating method (500) for a thermal management system (10) of a motor vehicle (100) driven by an internal combustion engine or at least partially electrically, wherein the thermal management system (10) comprises: a refrigeration system (16), which can be used at least for interior air conditioning and has a directly or indirectly acting first heat exchanger (12a) which outputs heat directly or indirectly to an air stream (LS), and at least one evaporator (18); a cooling system (20), which can be used at least for cooling electrical components (22) and has a directly or indirectly acting second heat exchanger (12b) which outputs heat directly or indirectly to the air stream (LS); wherein the first heat exchanger (12a) and the second heat exchanger (12b) are arranged in series with one another in any sequence with respect to a direct or indirect heat transfer, wherein the operating method (500) comprises the following steps: detecting (S501) a coolant temperature (Tkf) in the cooling system (20) and / or detecting (S502) a high-pressure-side refrigerant pressure (pkm) in the cooling system (16); setting (S503) at least one operating parameter (BP) of the thermal management system (10) if the coolant temperature (Tkf) reaches or exceeds a temperature threshold value (TSk) (S504) and / or if the refrigerant pressure (pkm) reaches or exceeds a pressure threshold value (pSkm) (S505), characterized in that the at least one operating parameter (BP) to be set is an activation value (AW) of a rear evaporator assigned to a rear space of the motor vehicle (100), wherein the activation value (AW) is set to deactivated (S511).Operating method (500) according to Claim 1, wherein a plurality of operating parameters (BP) are changed simultaneously or in a temporally overlapping manner or in a temporally successive manner.Operating method (500) according to Claim 1 or 2, wherein the selection of one or more operating parameters (BP) to be set is carried out (S514) in accordance with a predetermined prioritization.Operating method (500) according to one of the preceding claims, wherein a further operating parameter (BP) to be set is a setpoint temperature (TSir) of an air to be supplied to an interior of the motor vehicle (100) downstream of the at least one evaporator (18), and wherein the setpoint temperature (TSir) is set (S507) to an increased setpoint temperature value which is less than or equal to a setpoint temperature limit value (TSirg) (S508).Operating method (500) according to Claim 4, wherein the setpoint temperature limit value (Tstirg) is adapted, in particular increased (S509), such that the setpoint temperature value (Tstirg) can be set (S508) up to the adapted, in particular increased, setpoint temperature limit value (Tstirg).Operating method (500) according to one of the preceding claims, wherein a further operating parameter (BP) to be set is a power consumption value (PG) of a blower device for an interior air supply, wherein the power consumption value (PG) is reduced (S510).The operating method (500) of claim 6, wherein the power consumption value (PG) is represented by a rotational speed of the blower device or a motor associated with the blower device.Operating method (500) according to one of the preceding claims, wherein the activation value (AW) is set (S512) as a function of at least one occupancy value (BW) for a seat device in the rear space.Operating method (500) according to one of the preceding claims, wherein a proportion of fresh air which is supplied to the at least one evaporator (18) of the refrigeration system (16) is reduced and a proportion of circulating air originating from the interior is increased (S513).Operating method (500) according to Claim 9, wherein the proportion of circulating air is set to up to 100%, in particular to a proportion at which the enthalpy of the air fed to the at least one evaporator (18) reaches a minimum value.Thermal management system (10) of a motor vehicle (100) driven by an internal combustion engine or at least partially electrically, comprising: a refrigeration system (16), which can be used at least for interior air conditioning and has a first heat exchanger (12a) acting directly or indirectly and which gives off heat directly or indirectly to an air stream (LS), and at least one evaporator (18); a cooling system (20), which can be used at least for cooling electrical components (22) and has a second heat exchanger (12b) acting directly or indirectly and gives off heat directly or indirectly to the air stream (LS); wherein the first heat exchanger (12a) and the second heat exchanger (12b) are arranged in series with one another in any desired sequence with respect to a direct or indirect heat transfer, a control device (102) which is configured to carry out the operating method (500) according to one of the preceding claims.Motor vehicle (100) with internal combustion engine or at least partially electric drive and with a thermal management system (10) according to Claim 11.

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