Temperature control system for a motor vehicle with a cooling system, an air conditioning system and a chiller

Abstract

Temperature control system for a motor vehicle that • an air conditioning system (1) integrating a compressor (3), a condenser (5), and an evaporator (9) in a refrigerant circuit, • a cooling system (11) that - a first component to be cooled and a first coolant cooler (13) are integrated in a first coolant circuit (12) and - a second component to be cooled and a second coolant cooler (19) are integrated in a second coolant circuit (17), and • a heat exchanger as a chiller (4) with - a first heat exchanger side (4a) which is integrated into the refrigerant circuit or can be integrated by means of a first valve device (27), and - comprising a second heat exchanger side (4b) which can be integrated into both the first coolant circuit (12) and the second coolant circuit (17) by means of a second valve device (21).

Description

[0001] The invention relates to a temperature control system for a motor vehicle, which on the one hand comprises a cooling system for cooling several components as required, such as an internal combustion engine and an intercooler, and on the other hand a climate control system for cooling air as required, which is to be supplied to an interior of the motor vehicle.

[0002] Such a temperature control system is known from US 2019 / 0375270A1. This system also includes a chiller, which is a heat exchanger integrated into the air conditioning system with one heat exchanger side and into the cooling system with a second heat exchanger side. This allows the refrigerant in the cooling system to be cooled, as needed, by the air conditioning system's refrigerant, in addition to cooling via a coolant cooler where heat is transferred to the ambient air.

[0003] US patent 2016 / 0082805A1 discloses a temperature control system for a motor vehicle in which the evaporator and condenser of an air conditioning system are each integrated into a coolant circuit of a cooling system.

[0004] German patent DE 10 2016 003 076 A1 relates to a temperature control system for a hybrid drive unit and a method for operating such a system. The system comprises several coolant circuits, each controlling the temperature of a drive component. These circuits are interconnected via sub-circuits, enabling heat exchange between the components. By selectively controlling the sub-circuits, the temperature can be efficiently adjusted depending on the vehicle's operating state. The aim is optimized energy distribution and improved thermal efficiency in the hybrid drive.

[0005] German patent DE 10 2011 107 540 A1 describes a temperature control system for a hybrid drive unit and a method for operating such a system. The system comprises several coolant circuits, each controlling the temperature of a drive component. These circuits are interconnected via sub-circuits, enabling heat exchange between the components. By selectively controlling the sub-circuits, the temperature can be efficiently adjusted depending on the vehicle's operating state. The aim is optimized energy distribution and improved thermal efficiency in the hybrid drive.

[0006] DE 10 2018 212 691 A1 describes a motor vehicle with an electric drive for propelling the motor vehicle, which has an electric motor, an electrical energy storage device, and power electronics via which the electric motor is supplied with electrical energy, with an internal combustion engine which has a charging device for the internal combustion engine for compressing fresh air supplied to the internal combustion engine, for example a turbocharger, and an intercooler for cooling the compressed fresh air, with at least two coolant circuits, and a refrigerant circuit which has a compressor, a condenser, an evaporator and at least one chiller, via which at least one of the coolant circuits can be cooled.To reduce costs, it is proposed that at least one of the coolant circuits be thermally coupled with at least two waste heat-producing elements of the vehicle for the purpose of cooling the respective elements.

[0007] The invention is based on the objective of providing a temperature control system for a motor vehicle which, despite a simple design, enables advantageous cooling of components of the motor vehicle.

[0008] This problem is solved in a temperature control system for a motor vehicle, which comprises, firstly, a cooling system that integrates at least one first component to be cooled, at least temporarily, and a first coolant radiator in a first coolant circuit, and, secondly, at least one second component to be cooled, at least temporarily, and a second coolant radiator in a second coolant circuit. The first component to be cooled can preferably be an internal combustion engine or an electric motor, in particular an electric traction motor, by means of which the propulsion of the motor vehicle can be effected. The second component to be cooled can preferably be an intercooler or a battery, in particular a traction battery, by means of which electrical energy can be provided for the operation of an electric traction motor, or a battery charger.Furthermore, the temperature control system comprises an air conditioning system that integrates at least one compressor, one condenser, and one evaporator, and preferably also an expansion valve and / or a dryer, within a refrigerant circuit. The evaporator can also serve, in particular, to cool air conditioning air intended for supply to the interior of the vehicle. The condenser and / or the evaporator may, in particular, not be the first and / or second coolant radiators. The condenser and / or the first and / or the second coolant radiator may, in particular, be designed to be air-cooled, so that heat is transferred from the refrigerant or coolant flowing through them or one of their heat exchanger faces to ambient air flowing through another of their heat exchanger faces, this ambient air not being intended for supply to the interior of the vehicle.Furthermore, a heat exchanger is provided as a chiller, comprising a first heat exchanger side that is integrated into the refrigerant circuit or can be integrated by means of a first valve device, and a second heat exchanger side that can be integrated into both the first coolant circuit and the second coolant circuit by means of a second valve device.

[0009] A “coolant circuit” or “refrigerant circuit” is understood to be a fluidic interconnection of components in which a circuit of the coolant or refrigerant can be realized as required, whereby the coolant or refrigerant can flow through the components integrated into the corresponding circuit or flows through them during the operation of the respective system.

[0010] A temperature control system according to the invention, despite its relatively simple structural design, enables the cooling of both the components integrated into the first coolant circuit and those integrated into the second coolant circuit by means of the coolant flowing through the respective coolant circuit, whereby the cooling capacity is provided not only by the respective coolant cooler but also, if required, by the chiller. This allows for a particularly high cooling capacity to be achieved for both coolant circuits when needed.

[0011] According to one embodiment of a temperature control system according to the invention, the integration of the second heat exchanger side of the chiller into both the first coolant circuit and the second coolant circuit can only be selective or not simultaneous, which allows for a relatively simple design of the temperature control system, particularly with regard to the second valve device.

[0012] In contrast, more flexible cooling of the components integrated into the cooling system can be achieved by designing the second valve device in such a way that the integration of the second heat exchanger side into both the first coolant circuit and the second coolant circuit (also, i.e., in addition to a basic possibility of integrating the two coolant circuits individually) is possible simultaneously.

[0013] A heating heat exchanger can preferably be integrated into the first coolant circuit, or integrated by means of a third valve device. This heating heat exchanger can serve to heat air, as needed, that is to be supplied to the vehicle's interior. The temperature control system thus enables both cooling of the vehicle's interior via the air conditioning system and heating of the vehicle's interior using waste heat from the cooling system.

[0014] The second and / or third valve assembly can preferably be designed as a rotary slide valve, which allows for relatively simple implementation of even relatively complex interconnections of the components integrated into the cooling system. Alternatively, the second and / or third valve assembly can also include one or more conventional, actively controlled switching or proportional valves.

[0015] A temperature control system according to the invention, or its cooling system, preferably comprises at least one coolant bypass line bypassing the second valve device. This minimizes or eliminates flow losses that would occur if coolant were to flow through the second valve device, provided that no coolant or only a portion of the coolant passes through the chiller. The coolant bypass line preferably bypasses only the second valve device and therefore not any of the aforementioned components of the cooling system that require cooling. Particularly preferably, such a coolant bypass line can be provided as part of the first coolant circuit, because the first coolant circuit can be designed for a relatively large maximum mass flow rate of the coolant.It can therefore be advantageous, if necessary, to divert at least part or even all of the coolant flow in the first coolant circuit away from the second valve device when this is not required. Alternatively or additionally, such a coolant bypass line can also be provided as part of the second coolant circuit.

[0016] The coolant bypass line cannot include a bypass valve, so that, depending on the different flow resistances caused by the coolant bypass line on the one hand and the flow path via the second valve assembly on the other, at least a portion of the coolant is always routed through the coolant bypass line. Such a design can be particularly advantageous if the cooling capacity provided by the chiller is generally not very high, making it necessary to route the entire mass flow of coolant that can flow through the corresponding coolant circuit through the chiller in order to utilize this cooling capacity. Flow losses resulting from the flow through the chiller and the second valve assembly provided for its optional integration into the coolant circuits can thus be kept relatively low.

[0017] According to one embodiment of a temperature control system according to the invention, the coolant bypass line can also include a bypass valve, which allows for demand-based and thus optimal control of whether and to what extent coolant is routed via the second valve device and, if applicable, also the chiller.

[0018] Furthermore, a temperature control system according to the invention, or the refrigerant circuit of the air conditioning system, can include a refrigerant bypass line bypassing the first heat exchanger side of the chiller. This minimizes or avoids flow losses that would occur as a result of refrigerant flowing through the first heat exchanger side of the chiller, provided the chiller is not used, or is used only to a relatively small extent, to provide additional cooling capacity for the cooling system. This can be controlled by means of the first valve device. The refrigerant bypass line preferably bypasses only the first heat exchanger side of the chiller and therefore not any of the other components of the air conditioning system mentioned.

[0019] According to one embodiment of a temperature control system according to the invention, the first coolant circuit and the second coolant circuit can be completely separate. This means that they do not include any integral section, i.e., no section that is simultaneously part of both coolant circuits. However, the separate coolant circuits can be indirectly connected to a common expansion tank, in particular via at least one expansion line each carrying essentially only coolant and at least one vent line each carrying essentially only air. Alternatively, it is also possible for each coolant circuit to have its own expansion tank.An "expansion tank" is understood to be a reservoir for the coolant of the cooling system, which serves to compensate for temperature-related volume changes of the coolant by changing the coolant level in the expansion tank. For this purpose, such an expansion tank can be partially filled with the coolant and partially with a gas, particularly air. If the temperature control system is designed such that simultaneous integration of the second heat exchanger side of the chiller into both the first and second coolant circuits is possible, it is preferably provided that the first and second coolant circuits are designed separately, with the exception of an integral section comprising (in particular exclusively) the chiller, which extends between a coolant outlet and a coolant inlet of the second valve device.

[0020] Separate coolant circuits allow for different operating temperature ranges for the various coolant quantities contained within them, with the operating temperatures being determined particularly downstream of the respective coolant radiator. The first coolant circuit can then preferably be a high-temperature coolant circuit and the second a low-temperature coolant circuit, such that a defined operating temperature range for the coolant in the first circuit is higher than a defined operating temperature range for the coolant in the second circuit. The lower limit of the operating temperature range of the high-temperature coolant circuit can be below, or preferably above, an upper limit of the operating temperature range of the low-temperature coolant circuit.

[0021] If the temperature control system according to the invention includes an internal combustion engine, this engine can be, for example, a (self-igniting and quality-controlled) diesel engine, a (spark-ignition and quantity-controlled) gasoline engine, or a combination thereof, e.g., an internal combustion engine with homogeneous compression ignition. The internal combustion engine can be operated with either liquid fuel (i.e., diesel or gasoline) or a gaseous fuel (in particular, natural gas, LNG, or LPG).

[0022] The invention also relates to a motor vehicle, in particular a wheel-based and non-rail-bound motor vehicle (preferably a passenger car or a truck), with a temperature control system according to the invention.

[0023] The invention is explained in more detail below with reference to embodiments illustrated in the drawings. The drawings show, in simplified form: Fig. 1: a temperature control system according to the invention in a first embodiment in a first operating state; Fig. 2: the temperature control system in a second operating state; Fig. 3: the temperature control system in a third operating state; Fig. 4: a temperature control system according to the invention in a second embodiment; Fig. 5: a temperature control system according to the invention in a third embodiment; Fig. 6: a temperature control system according to the invention in a fourth embodiment; and Fig. 7: a temperature control system according to the invention in a fifth embodiment.

[0024] The Fig. Figures 1 to 3 show a temperature control system according to the invention for a motor vehicle (not otherwise shown) according to a first embodiment.

[0025] The temperature control system comprises an air conditioning system 1, which serves, on the one hand, to cool (air conditioning) air 10 supplied to the interior of the vehicle as needed. For this purpose, the air conditioning system 1 includes a compressor 3, which can be driven, for example, by an electric motor or by the vehicle's internal combustion engine 2. This compressor compresses a refrigerant in a gaseous state. The compressed, gaseous refrigerant is then passed over a first heat exchanger 4a of a heat exchanger serving as a chiller 4 and subsequently over a condenser 5, where the refrigerant is cooled to the point of condensation. During this process, heat is transferred from the refrigerant to (cooling) air 6, which flows through and around the condenser 5. The liquid refrigerant is then passed through a dryer 7 and subsequently through an expansion valve 8, which atomizes the refrigerant.The refrigerant is then fed to an evaporator 9, where it evaporates due to a sudden drop in pressure, absorbing heat energy from the air conditioning air 10 flowing through and around the evaporator 9. The gaseous refrigerant is then passed back through the expansion valve 8, which automatically adjusts the flow cross-section through which the liquid refrigerant coming from the dryer 7 expands, depending on the pressure and temperature of the gaseous refrigerant, such that precisely the amount of liquid refrigerant supplied to the evaporator 9 is equal to the amount that can evaporate under the current operating conditions.

[0026] The temperature control system further comprises a cooling system 11, which integrates the internal combustion engine 2 as the component to be cooled and a first coolant radiator 13 in a first coolant circuit 12. A heating heat exchanger 14 is also included in the first coolant circuit 12, with the heating heat exchanger 14 and the internal combustion engine 2 being connected in parallel in the first coolant circuit 12. A (third) valve device 15 in the form of an actively controllable rotary valve allows for the distribution of coolant, as needed, to the branch comprising only the internal combustion engine 2 or to the branch comprising both the heating heat exchanger 14 and the internal combustion engine 2.Coolant flowing through the branch comprising only the internal combustion engine 2 enters coolant channels (not shown) formed within the internal combustion engine 2 via a first coolant inlet 2a and exits these channels via a coolant outlet 2b. Coolant flowing through the branch also integrating the heater core 14, on the other hand, passes through the heater core 14 and, after flowing through it, enters the coolant channels of the internal combustion engine 1 via a second coolant inlet 2c and exits via the coolant outlet 2b. Coolant can be circulated by a main coolant pump integrated into the third valve assembly 15, which can be driven by the internal combustion engine 2 or by an electric motor.Furthermore, an additional coolant pump 16 is provided, which is integrated upstream of the heater heat exchanger 14 into the branch of the first coolant circuit 12 that also includes the heater heat exchanger 14. This additional coolant pump 16 ensures relatively high flexibility with regard to the distribution of coolant to, on the one hand, the branch comprising exclusively the combustion engine 2 and, on the other hand, the branch that also integrates the heater heat exchanger 14. The additional coolant pump 16 also enables the pumping of coolant when the main coolant pump is driven by the combustion engine 2 and the combustion engine 2 is not in operation, for example, for post-cooling of the combustion engine 2 and / or for heating the air conditioning air 10 supplied to the passenger compartment of the vehicle.

[0027] The cooling system 11 further comprises a second coolant circuit 17 with an intercooler 18 as the component to be cooled, with a second coolant radiator 19 and with a coolant pump 20. The intercooler 18 serves, during operation of the internal combustion engine 2, to cool fresh gas that is supplied to the internal combustion engine 2 for combustion with fuel.

[0028] The cooling system 11 further comprises a (second) valve device 21 in the form of a rotary slide valve, which is integrated into both the first coolant circuit 12 and the second coolant circuit 17 and by means of which a second heat exchanger side 4b of the chiller 4 can be integrated into the first coolant circuit 12 and the second coolant circuit 17. For this purpose, the second valve device 21 comprises a first coolant inlet 21a, a second coolant inlet 21b, a third coolant inlet 21c, a first coolant outlet 21d, a second coolant outlet 21e, and a third coolant outlet 21f. The first coolant inlet 21a of the second valve device 21 is fluidly connected to a coolant outlet 13a of the first coolant cooler 13, and the first coolant outlet 21d of the second valve device 21 is fluidly connected to a first coolant inlet 15a of the third valve device 15.The second coolant inlet 21b of the second valve assembly 21 is connected to a coolant outlet 19a of the second coolant cooler 19, and the second coolant outlet 21e of the second valve assembly 21 is connected to a coolant inlet 20a of the coolant pump 20 of the second coolant circuit 17. The third coolant outlet 21f of the second valve assembly 21 is connected to a coolant inlet 4b1 of the second heat exchanger side 4b of the chiller 4, and the third coolant inlet 21c of the second valve assembly 21 is connected to a coolant outlet 4b2 of the second heat exchanger side 4b of the chiller 4.

[0029] During operation of the internal combustion engine 2, the components to be cooled, i.e., the internal combustion engine 2 and the charge air cooler 18 (or the charge air 22 flowing through it), are cooled by the coolant flowing in the coolant circuits 12, 17. Recooling of the coolant, insofar as it is sufficient, is effected exclusively by heat transfer to the cooling air 6 flowing through the coolant radiators 13, 19. Simultaneously, by means of the third valve device 15, coolant flowing in the first coolant circuit 12 can be partially or completely routed through the heater core 14 if heating is required for the air conditioning air 10 supplied to the passenger compartment of the vehicle. Fig. Figure 1 shows a corresponding operating position of the second valve device 21, in which it establishes a direct fluid-conducting connection between the first coolant inlet 21a and the first coolant outlet 21d, as well as between the second coolant inlet 21b and the second coolant outlet 21e. If, in this operating state, there is a cooling requirement for the air conditioning air 10 supplied to the passenger compartment of the vehicle, the air conditioning system 1 can be operated accordingly. The cooling capacity that is generally provided by the operation of the air conditioning system 1 via the chiller 4 for the coolant of the cooling system is not utilized due to the exclusion of the second heat exchanger side 4b of the chiller 5 from the coolant circuits 12, 17 of the cooling system 11.This allows the compressor 3 of the climate system 1 to be operated with the lowest possible power, determined solely by the cooling requirement for the air conditioning air 10, which has an advantageous effect with regard to the energy consumption required.

[0030] If a cooling capacity can be usefully utilized for the charge air cooler 18 that cannot be achieved solely by recooling the coolant flowing in the second coolant circuit 17 by means of the second coolant cooler 19, then, according to the Fig. 2. It is provided that, by appropriate adjustment of the second valve assembly 21, the second coolant inlet 21b of this valve assembly 21 is fluidly connected to the third coolant outlet 21f and the third coolant inlet 21c to the second coolant outlet 21e, thereby integrating the second heat exchanger side 4b of the chiller 4 into the second coolant circuit 17. The direct fluid connection between the first coolant inlet 21a and the first coolant outlet 21d of the second valve assembly 21, however, remains, so that the chiller 4 is not also integrated into the first coolant circuit 12. Such additional recooling of the coolant flowing in the second coolant circuit 17 by means of the chiller 4 (when the air conditioning system 1 is operated exclusively or also for this purpose) can achieve increased cooling capacity for the charge air 22 supplied to the internal combustion engine 2.This can be particularly useful when operating the internal combustion engine 2 (especially a relatively powerful internal combustion engine 2 with a rated output of at least 200 kW or a specific rated output of at least 100 kW per liter of displacement) at full load (and especially also at full load in conjunction with a relatively low vehicle speed and thus a relatively low cooling capacity of the coolant radiators 13, 19). This can make it possible to operate the internal combustion engine 2, especially in a spark-ignition configuration, with a stoichiometric air-fuel ratio (λ = 1) even under such full load conditions, which can have an advantageous effect on the pollutant emission behavior of the internal combustion engine 2 or of an internal combustion engine comprising the internal combustion engine 2.Such stoichiometric full-load operation can be particularly advantageous with regard to the effectiveness of a three-way catalytic converter and / or particulate filter integrated into an exhaust stream of the internal combustion engine (not shown).

[0031] According to the Fig. 3. Additional cooling capacity can also be achieved for the coolant flowing in the first coolant circuit 12, and thus (also) for the internal combustion engine 2 integrated therein, by means of the chiller 4. This is accomplished by appropriately positioning the second valve assembly 21, which connects the first coolant inlet 21a to the third coolant outlet 21f and the third coolant inlet 21c to the first coolant outlet 21d of the second valve assembly 21. In this operating position of the second valve assembly 21, there is also a direct fluid connection between the second coolant inlet 21b and the second coolant outlet 21e. The chiller 4 is thus integrated into the first coolant circuit 12, but excluded from the second coolant circuit 17.The additional cooling capacity provided by the chiller 4 can be used particularly in the event of an exceptionally high cooling requirement of the combustion engine 2, which is usually only rarely and / or for short periods, such as during operation at full load with a relatively low driving speed of the vehicle (for example, when driving uphill).Since a portion of the total cooling capacity required for the coolant flowing through the first coolant circuit 12 is covered by the chiller 4 or, via the chiller 4, by the air conditioning system 1, it is possible to dimension the first coolant radiator 13 and, in particular, a fan (not shown) associated with the first coolant radiator 13 (and preferably also simultaneously with the second coolant radiator 19 and the condenser 5) with relatively low power requirements. This can be advantageous with regard to the installation space required and the electrical power consumption of the fan. If the compressor 3 of the air conditioning system 1 is driven by the combustion engine 2, such a reduction in electrical power consumption can also be advantageous with regard to the purely electric range of the vehicle in a hybrid vehicle configuration.

[0032] If the motor vehicle is operated in such a way that additional cooling capacity, which can be provided by means of the chiller 4, can be used effectively for both the first coolant circuit 12 and the second coolant circuit 17, or for the components integrated therein to be cooled, it may be provided that the second valve device 21 is operated multiple times or cyclically between the operating positions according to the Fig. 2 and Fig. 3 to switch. In principle, however, a configuration of the second valve device 21 would also be possible in which the second heat exchanger side 4b of the chiller 4 would be integrated simultaneously into both the first coolant circuit 12 and the second coolant circuit 17. A disadvantage of this, however, would be a mixing of coolant originating from both the first coolant circuit 12 and the second coolant circuit 17 within the chiller 4. Such mixing could be particularly disadvantageous if, as is preferably intended, the first coolant circuit 12 is designed as a high-temperature coolant circuit and the second coolant circuit 17 as a low-temperature coolant circuit, so that the intended operating temperature range of the coolant flowing in the first coolant circuit 12 is higher than the intended operating temperature range of the coolant flowing in the second coolant circuit 17.To achieve different operating temperature ranges for the coolant quantities flowing in the various coolant circuits 12, 17, the coolant circuits 12, 17 of the cooling system are designed according to the . Fig. The coolant circuits 1 to 3 are designed to be separate. Mixing of these coolant quantities occurs only to a very limited extent in an expansion tank 23, which is connected to both coolant circuits 12 and 17. For this purpose, a coolant-containing section of the expansion tank 23, located at the bottom in the direction of gravity, is connected to both coolant circuits 12 and 17 via a connecting line 24 within the third valve assembly 15. In addition, an air-containing section of the expansion tank 23, located at the top, is connected to various sections of both coolant circuits 12 and 17 via several vent lines 25.

[0033] The Fig. Figure 4 shows an alternative embodiment of a temperature control system according to the invention. This differs from the one according to the Fig. 1 to 3, wherein the climate control system 1 comprises a refrigerant bypass line 26 that bypasses only the first heat exchanger side 4a of the chiller 4, and wherein the amount of refrigerant routed through the chiller 4 and / or the refrigerant bypass line 26 can be controlled by means of a (first) valve device 27 in the form of an actively controllable switching or proportional valve. This design makes it possible, for example, to prevent refrigerant from being routed through the first heat exchanger side 4a of the chiller 4 when the climate control system 1 is operating to cool the air conditioning air 10 supplied to the passenger compartment of the vehicle, but at the same time there is no need for the cooling capacity provided by the chiller 4 for the coolant of the cooling system 11.

[0034] The one in Fig. The embodiment of a temperature control system according to the invention, as illustrated in Figure 5, differs from that according to the Fig. 1 to 3 in that the first coolant circuit 12 comprises a coolant bypass line 28 that exclusively bypasses the second valve device 21 and to which no bypass valve is assigned. As a result, a portion of the coolant flowing in the first coolant circuit 12 bypasses the second heat exchanger side 4b of the chiller 4 even when the second valve device 21, as in the Fig. 5 shown, is set up such that the second heat exchanger side 4b of the chiller 4 is integrated into the first coolant circuit 12.

[0035] The Fig. Figure 6 shows an embodiment of a temperature control system according to the invention, which is essentially the same as that of the Fig. 5 corresponds, however, the coolant bypass line 28 is assigned an actively controllable bypass valve 29. This makes it possible to control whether and to what extent coolant is also routed via the coolant bypass line 28 when the second heat exchanger side 4b of the chiller 4 is integrated into the first coolant circuit 12 by a corresponding position of the second valve device 21.

[0036] The embodiment of a temperature control system according to the invention is as follows: Fig. 7 combines the distinguishing features (compared to the temperature control system according to the Fig. 1 to 3) of the temperature control systems according to the Fig. 4 and Fig. 5. According to another alternative embodiment (not shown), the coolant bypass line 28 of a temperature control system could be connected according to the Fig. 7 but also a bypass valve 29 according to the Fig. 6 will be assigned. Reference symbol list 1 Climate system 2 Internal combustion engine 2a First coolant inlet of the internal combustion engine 2b Coolant outlet of the internal combustion engine 2c Second coolant inlet of the internal combustion engine 3 compressors 4 Chiller 4a First heat exchanger side of the chiller 4b second heat exchanger side of the chiller 4b1 Coolant inlet of the second heat exchanger side of the chiller 4b2 Coolant outlet of the second heat exchanger side of the chiller 5 Capacitor 6 Cooling air 7 dryers 8 Expansion valve 9 evaporators 10 Air conditioning 11 Cooling system 12 first coolant circuit 13 first coolant radiator 13a Coolant outlet of the first coolant radiator 14 heating heat exchangers 15 Third valve assembly with integrated main coolant pump of the first coolant circuit 15a First coolant inlet of the third valve assembly 16 Auxiliary coolant pump of the first coolant circuit 17 second coolant circuit 18 intercoolers 19 second coolant radiator 19a Coolant outlet of the second coolant radiator 20 Coolant pump of the second coolant circuit 20a Coolant inlet of the coolant pump of the second coolant circuit 21 second valve device 21a First coolant inlet of the second valve assembly 21b second coolant inlet of the second valve assembly 21c third coolant inlet of the second valve assembly 21d first coolant outlet of the second valve assembly 21e Second coolant outlet of the second valve assembly 21f third coolant outlet of the second valve assembly 22 Charge air 23 expansion tanks 24 connecting line 25 Vent line 26 Refrigerant bypass line 27 first valve device 28 Coolant bypass line 29 Bypass valve

Claims

[1] Temperature control system for a motor vehicle that • an air conditioning system (1) integrating a compressor (3), a condenser (5), and an evaporator (9) in a refrigerant circuit, • a cooling system (11) that - a first component to be cooled and a first coolant cooler (13) are integrated in a first coolant circuit (12) and - a second component to be cooled and a second coolant cooler (19) are integrated in a second coolant circuit (17), and • a heat exchanger as a chiller (4) with - a first heat exchanger side (4a) which is integrated into the refrigerant circuit or can be integrated by means of a first valve device (27), and - comprising a second heat exchanger side (4b) which can be integrated into both the first coolant circuit (12) and the second coolant circuit (17) by means of a second valve device (21). [2] Temperature control system according to claim 1,characterized by , that the first component to be cooled is an internal combustion engine (2) or an electric motor and / or the second component to be cooled is an intercooler (18) or a battery or a battery charger. [3] Temperature control system according to claim 1 or 2, characterized by , that the second valve device (21) is designed such that the integration of the second heat exchanger side (4b) of the chiller (4) into both the first coolant circuit (12) and the second coolant circuit (17) is only possible selectively. [4] Temperature control system according to one of the preceding claims, characterized by , that a heating heat exchanger (14) is integrated into the first coolant circuit (12) or can be integrated by means of a third valve device (15). [5] Temperature control system according to claim 4, characterized by , that the second valve device (21) and / or the third valve device (15) is / are designed as a rotary slide valve. [6] Temperature control system according to one of the preceding claims, characterized by , that the first coolant circuit (12) includes a coolant bypass line (28) bypassing the second valve device (21). [7] Temperature control system according to claim 6, characterized by , that the coolant bypass line (28) does not include a bypass valve. [8] Temperature control system according to claim 6, characterized by , that the coolant bypass line (28) includes a bypass valve (29). [9] Temperature control system according to any one of the preceding claims, characterized by , that the refrigerant circuit includes a refrigerant bypass line (26) bypassing the first heat exchanger side (4a) of the chiller (4). [10] Temperature control system according to one of the preceding claims, characterized by, that the first coolant circuit (12) and the second coolant circuit (17) are designed to be completely separate or are designed to be integrally integrated in a section encompassing the chiller (4) and leading from a coolant outlet (21f) of the second valve device (21) to a coolant inlet (21c) of the second valve device (21).

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