Temperature control device with two refrigerant circuits coupled via a coolant circuit and motor vehicle

Abstract

The invention relates to a temperature control device (10) for a motor vehicle, comprising a first refrigerant circuit (12) having a first refrigerant cooler (20) and a first evaporator (24), and a second refrigerant circuit (14) having a second refrigerant cooler (30) and a second evaporator (34). The first refrigerant circuit (12) is coupled to the second refrigerant circuit (14) via a coolant circuit (16) of the temperature control device (10). The coolant circuit (16) comprises a first heat exchanger (36), which is designed as a heat sink for the first refrigerant cooler (20), and a second heat exchanger (38), which is designed as a heat source for the second evaporator (34). A third heat exchanger (40) is arranged in the coolant circuit (16), wherein at least one electrical device (44) of the motor vehicle can be temperature-controlled by means of the third heat exchanger (40).Furthermore, the invention relates to a motor vehicle with such a temperature control device (10).

Description

[0001] The invention relates to a temperature control device for a motor vehicle, comprising a first refrigerant circuit having a first refrigerant cooler and a first evaporator, and a second refrigerant circuit having a second refrigerant cooler and a second evaporator. The temperature control device comprises a coolant circuit via which the first refrigerant circuit is coupled to the second refrigerant circuit. Furthermore, the invention relates to a motor vehicle having such a temperature control device.

[0002] DE 10 2021 120 499 A1 describes a refrigerant circuit device with two refrigerant circuits. Two first heat exchangers are designed as heat sinks for the first refrigerant circuit. Two further heat exchangers are designed as heat sources for the respective refrigerant circuits. The first heat exchangers can be connected either in series or in parallel between a first fluid connection and a second fluid connection.

[0003] Such a refrigerant cycle device has limited usability.

[0004] The object of the present invention is to provide a temperature control device of the type mentioned at the outset, which has a particularly versatile usability, and to provide a motor vehicle with such a temperature control device.

[0005] This object is achieved by a temperature control device having the features of patent claim 1 and by a motor vehicle having the features of patent claim 10. Advantageous embodiments with expedient further developments of the invention are specified in the dependent patent claims and in the following description.

[0006] The temperature control device according to the invention for a motor vehicle comprises a first refrigerant circuit, which has a first refrigerant cooler and a first evaporator, and a second refrigerant circuit, which has a second refrigerant cooler and a second evaporator. The first refrigerant circuit is coupled to the second refrigerant circuit via a coolant circuit of the temperature control device. The coolant circuit comprises a first heat exchanger, which is designed as a heat sink for the first refrigerant cooler, and a second heat exchanger, which is designed as a heat source for the second evaporator. A third heat exchanger is arranged in the coolant circuit, wherein at least one electrical device of the motor vehicle can be temperature-controlled by means of the third heat exchanger.

[0007] The coolant circuit, which ensures the heat-transfer coupling between the two refrigerant circuits, enables very situation-specific and needs-based temperature control of the at least one electrical device of the motor vehicle. For example, it can be provided that the at least one electrical device of the motor vehicle is to be heated. For this purpose, the first heat exchanger integrated into the coolant circuit can absorb heat, which can be released to the first refrigerant cooler during operation of the first refrigerant circuit. This heat can be conveyed to the third heat exchanger via the coolant in the coolant circuit. This makes heating the at least one electrical device very easy to achieve.

[0008] If, on the other hand, the at least one electrical device of the motor vehicle is to be cooled, heat can be absorbed by the coolant at the second evaporator by operating the second refrigerant circuit. The coolant, which flows through the second heat exchanger of the coolant circuit during operation of the coolant circuit, can be absorbed by the second evaporator. The coolant cooled in this way can be supplied to the at least one electrical device of the motor vehicle via the third heat exchanger, thereby ensuring the cooling of the at least one electrical device.

[0009] Since the coolant circuit couples the first refrigerant cooler, which is part of the first refrigerant circuit, and the second evaporator, which is part of the second refrigerant circuit, to each other in a heat-transfer manner, the temperature control device offers particularly versatile usability. Depending on the desired conditioning or temperature control of the at least one electrical device, heating or cooling of the electrical device can be achieved by operating the temperature control device.

[0010] Heating the electrical device is advantageous if the electrical device has a higher performance at a certain operating temperature than at a temperature lower than the operating temperature. Cooling the electrical device is advantageous to prevent unwanted overheating of the electrical device. This is also advantageous with regard to high performance of the motor vehicle's electrical device.

[0011] Overall, in all operating states of the temperature control device, favorable settings of the refrigerant circuits can be made with regard to performance and efficiency, which on the one hand make it possible to temperature control at least one electrical device and on the other hand allow temperature control of a passenger compartment of the motor vehicle.

[0012] Preferably, the first refrigerant circuit contains a first refrigerant, and the second refrigerant circuit contains a second refrigerant that is different from the first refrigerant. In this case, the first refrigerant circuit can be operated more efficiently in a first temperature range than the second refrigerant circuit, and the second refrigerant circuit can be operated more efficiently in a second temperature range than the first refrigerant circuit. A median value of the first temperature range is lower than a median value of the second temperature range. This ensures that the refrigerants used in the two refrigerant circuits are particularly well suited for the respective temperature ranges or enable particularly efficient temperature control in the respective temperature ranges.

[0013] For example, the first refrigerant can be used very efficiently in the first refrigerant circuit at relatively low to moderate ambient temperatures, in particular to provide a pleasant climate in the passenger compartment of the motor vehicle. In contrast, the second refrigerant in the second refrigerant circuit can be used particularly well at moderate to higher ambient temperatures, in particular to ensure sufficient cooling of the at least one electrical device of the motor vehicle in the temperature range with the higher median value. Thus, operation of the refrigerant circuits of the temperature control device can be realized in a manner that is particularly well suited to the respective refrigerant.

[0014] For example, a natural refrigerant such as R744 (carbon dioxide, CO2) can be used as the first refrigerant, which is particularly efficient for cooling a vehicle's passenger compartment at moderate ambient temperatures. Another advantage is that the R744 refrigerant can be used effectively for heating the passenger compartment at very low ambient temperatures.

[0015] Additionally or alternatively, the second refrigerant circuit can contain a natural, yet flammable refrigerant as the second refrigerant, particularly in the form of an alkane such as R290 (propane). Such a refrigerant can be used very effectively for intensive cooling of the at least one electrical device of the motor vehicle and for intensive cooling of the passenger compartment of the motor vehicle, particularly at comparatively high ambient temperatures, i.e., in the temperature range with the higher median value.

[0016] When the two natural refrigerants R744 and R290 are used in the respective refrigerant circuits of the temperature control system, it is particularly advantageous to connect the refrigerant circuits indirectly via the coolant circuit. By utilizing the coolant circuit, the cooling capacities of the respective refrigerant circuits can be used particularly efficiently for the respective applications in the vehicle. This is advantageous.

[0017] In particular, both the requirements for good temperature control of the passenger compartment of the motor vehicle and for good temperature control of at least one electrical device can be realized with high performance and efficiency.

[0018] The use of natural refrigerants such as R744 and R290 is also advantageous in view of the fact that these refrigerants have a high level of environmental compatibility, especially compared to refrigerants such as fluorinated hydrocarbons.

[0019] Preferably, the at least one electrical device of the motor vehicle, the temperature of which can be controlled by means of the third heat exchanger, is integrated into a further coolant circuit of the temperature control device at a distance from the third heat exchanger. In this case, the further coolant circuit has a conveying device for conveying coolant from the third heat exchanger to the at least one electrical device. This provides particularly great flexibility with regard to cooling or heating the at least one electrical device. This is because when the conveying device is not in operation, the conveyance of coolant from the third heat exchanger to the at least one electrical device is stopped. This makes it possible to ensure that the at least one electrical device is supplied with coolant as needed.

[0020] Preferably, the temperature control device comprises a further coolant circuit having a cooler that can be cooled by ambient air. A fourth heat exchanger, which is integrated into the further coolant circuit, is designed as a heat sink for the second refrigerant cooler. This allows heat released by the second refrigerant cooler, which is introduced into the coolant via the fourth heat exchanger, to be dissipated by the cooler that can be cooled by ambient air.

[0021] Such indirect cooling of the second refrigerant cooler belonging to the second refrigerant circuit is advantageous for accommodating the second refrigerant cooler in a particularly well-protected manner within the motor vehicle having the second refrigerant circuit. Furthermore, the second refrigerant circuit can be designed particularly compactly. This is because it is not necessary to arrange the second refrigerant cooler belonging to the second refrigerant circuit in such a way that it can be cooled by ambient air. This is particularly advantageous when a flammable refrigerant such as propane is used in the second refrigerant circuit.

[0022] Preferably, at least one additional electrical device of the motor vehicle is integrated into the additional coolant circuit. This allows the ambient air to be advantageously used to dissipate heat from the additional electrical device of the motor vehicle. This is possible even if the fourth heat exchanger, which is integrated into the additional coolant circuit, is not flowing during operation of the additional coolant circuit. This provides a very high degree of flexibility with regard to dissipating heat from the at least one additional electrical device of the motor vehicle.

[0023] Preferably, the additional coolant circuit comprising the cooler is fluidically coupled to the coolant circuit comprising the third heat exchanger. The at least one electrical device spaced apart from the third heat exchanger can be supplied with coolant, which can be cooled by the cooler. This allows the cooler, which can be supplied with ambient air and is thus designed as an air-cooled cooler, to be advantageously used to dissipate heat from the at least one electrical device.

[0024] This is advantageous, for example, when ambient temperatures are not very high and when operating the refrigerant circuits to cool the at least one electrical device is to be dispensed with. This allows for very low-cost cooling operation. There is no need to operate compressors located in the respective refrigerant circuits. Rather, it is sufficient to pump the coolant through the cooler, which can be exposed to ambient air, and through the at least one electrical device. Operating at least one corresponding pumping device is less complex than operating one of the compressors or refrigerant compressors of the respective refrigerant circuit.

[0025] Preferably, the additional coolant circuit comprising the cooler is fluidically coupled to the coolant circuit comprising the third heat exchanger, wherein the third heat exchanger can be supplied with coolant that can be cooled by the cooler. This allows for a particularly simple dissipation of heat from the coolant flowing through the third heat exchanger and the cooler, which can be cooled by ambient air. This is advantageous with regard to high flexibility in the operation of the temperature control device.

[0026] Preferably, as the at least one further electrical device, at least one electric drive motor and / or at least one power electronics unit of the motor vehicle can be supplied with the coolant, which can be cooled by the radiator. This is because, for such electrical devices, a higher operating temperature is more favorable for efficient operation than is the case for an electrical device in the form of an electrical energy storage device of the motor vehicle.

[0027] For example, by using the ambient-air-cooled cooler, an operating temperature of the at least one electric drive motor and / or the at least one power electronics unit of the motor vehicle can be maintained in the range of approximately 50°C to approximately 60°C. In contrast, for efficient operation of the motor vehicle's electrical energy storage system, it is advantageous if it is maintained in an operating temperature range of approximately 20°C to approximately 30°C.

[0028] Preferably, the at least one electrical device is an electrical energy storage device of the motor vehicle whose temperature can be controlled by means of the third heat exchanger. This is based on the finding that by coupling the coolant circuit comprising the third heat exchanger to the second evaporator, which is part of the second refrigerant circuit, a particularly rapid, intensive, and at the same time very efficient cooling of the electrical energy storage device of the motor vehicle can be achieved. This is advantageous.

[0029] In particular, the electrical energy storage device of the motor vehicle can be designed as a high-voltage battery, i.e., as a rechargeable battery with a nominal voltage of more than 60 V, in particular up to several hundred volts. For such an electrical energy storage device designed as a high-voltage battery, it is advantageous for efficient operation of the energy storage device if the energy storage device is maintained at an operating temperature between approximately 20°C and approximately 30°C. This can be easily achieved by using the third heat exchanger.

[0030] The third heat exchanger also allows the electrical energy storage unit to be brought to its operating temperature very quickly and easily, for example, by starting up the first refrigerant circuit. This allows the first refrigerant cooler, which is part of the first refrigerant circuit, to serve as a heat sink for the first heat exchanger. The coolant heated by the first heat exchanger can then be fed to the third heat exchanger, which in turn allows the electrical energy storage unit to be heated. This is advantageous in view of the versatile usability of the temperature control system.

[0031] Preferably, during cooling operation of the additional coolant circuit comprising the cooler, the coolant coming from the cooler can first be fed to the electrical energy storage device, wherein the coolant coming from the electrical energy storage device can then be fed to the at least one additional electrical device of the motor vehicle. This makes it very easy to take into account the fact that it is advantageous to keep the electrical energy storage device in a lower temperature range than the at least one additional electrical device of the motor vehicle. This applies in particular if the at least one additional electrical device is designed as at least one electric drive motor of the motor vehicle and / or at least one power electronics system of the motor vehicle.

[0032] Preferably, the first evaporator can be subjected to an air flow that can be introduced into a passenger compartment of the motor vehicle during operation of the temperature control device. Thus, the first evaporator, which is associated with the first refrigerant circuit, can be used very advantageously for air conditioning or cooling the air flow that can be introduced into the passenger compartment of the motor vehicle. Furthermore, it is advantageous to use the first evaporator to dehumidify the air flow that is introduced into the passenger compartment of the motor vehicle during operation of the temperature control device.

[0033] The temperature control device can comprise at least one heating device for increasing the temperature of the air flow that can be introduced into the passenger compartment. This is particularly advantageous when the first evaporator is used to dehumidify and cool the air flow. In this case, the dehumidified and cooled air flow can be brought to a comfortable temperature for the occupants of the passenger compartment by means of the heating device in a reheating operation.

[0034] The at least one heating device can be provided by an electric heating device and / or by a heating heat exchanger through which a fluid, such as a liquid coolant, can flow. In particular, the heating heat exchanger or heating heat transfer device can be integrated into a heating circuit in which an electric heating device is arranged. The electric heating device can then be used to heat the fluid flowing through the heating circuit.

[0035] Preferably, the first evaporator is arranged in an air conditioning unit of the motor vehicle. Thus, the first evaporator can be used very directly to cool and / or dehumidify the air flow that is introduced into the passenger compartment of the motor vehicle via the air conditioning unit or the air conditioning box during operation of the temperature control device. The air conditioning unit can, in particular, be arranged in an instrument panel of the motor vehicle and thus be housed within the motor vehicle.

[0036] The motor vehicle according to the invention has a temperature control device according to the invention. This allows the versatile usability of the temperature control device for corresponding temperature control purposes in the motor vehicle. In particular, the temperature of a passenger compartment of the motor vehicle can be controlled by operating the temperature control device. Additionally or alternatively, the temperature of at least one electrical device of the motor vehicle can be controlled by operating the temperature control device via the coolant circuit, into which the third heat exchanger is integrated. This is advantageous.

[0037] Preferably, the second refrigerant circuit of the temperature control device is located outside a passenger compartment of the motor vehicle. This is particularly advantageous when a flammable substance such as propane or a similar natural refrigerant is used as the refrigerant in the second refrigerant circuit. This particularly reliably prevents the flammable refrigerant contained in the second refrigerant circuit from entering the passenger compartment of the motor vehicle.

[0038] In particular, the second refrigerant circuit can be arranged in the area of ​​the front end of the motor vehicle. The front end of the motor vehicle provides a particularly good and simple way to accommodate the second refrigerant circuit in a crash-proof manner.

[0039] The motor vehicle is preferably designed as an electric vehicle or a hybrid vehicle. With such a motor vehicle design, it is particularly advantageous that the coolant circuit, into which the third heat exchanger is integrated, can be used to control the temperature of at least one electrical device of the motor vehicle.

[0040] The advantages and preferred embodiments described for the temperature control device according to the invention apply analogously to the motor vehicle according to the invention and vice versa.

[0041] The invention therefore also includes further developments of the motor vehicle according to the invention that have features already described in connection with the further developments of the temperature control device according to the invention. For this reason, the corresponding further developments of the motor vehicle according to the invention are not described again here.

[0042] The motor vehicle according to the invention is preferably designed as a motor vehicle, in particular as a passenger car or truck, or as a passenger bus.

[0043] The invention also encompasses combinations of the features of the described embodiments. The invention therefore also encompasses implementations that each comprise a combination of the features of several of the described embodiments, unless the embodiments are described as mutually exclusive.

[0044] Exemplary embodiments of the invention are described below. Shown are: Fig. 1 schematically shows a first variant of a temperature control device for a motor vehicle, in which a first refrigerant circuit and a second refrigerant circuit are coupled to one another in a heat-transferring manner via a coolant circuit; Fig. 2 a further variant of the temperature control device, in which a battery of the motor vehicle to be cooled is integrated into a further coolant circuit; Fig. 3 a further variant of the temperature control device, in which the coolant circuit coupling the two refrigerant circuits and a coolant circuit in which an air-cooled cooler is integrated are fluidically coupled to one another; Fig. 4 a further variant of the temperature control device, in which the air-cooled cooler can be used to cool the battery; and Fig. 5 schematically shows a motor vehicle designed as an electric vehicle or hybrid vehicle in which the temperature control device can be used.

[0045] The exemplary embodiments explained below are preferred embodiments of the invention. In the exemplary embodiments, the described components of the embodiments each represent individual features of the invention that can be considered independently of one another, each of which also develops the invention independently of one another. Therefore, the disclosure is intended to encompass combinations of the features of the embodiments other than those shown. Furthermore, the described embodiments can also be supplemented by further features of the invention already described.

[0046] In the figures, the same reference symbols designate elements with the same function.

[0047] In Fig. 1 is a temperature control device 10 for a motor vehicle 42 (compare Fig. 5), which comprises a first refrigerant circuit 12 and a second refrigerant circuit 14. The two refrigerant circuits 12, 14 are coupled to one another in a heat-transfer manner via a first coolant circuit 16. The first refrigerant circuit 12 comprises a first compressor 18 or refrigerant compressor and a first refrigerant cooler 20, which is designed, in particular, as a gas cooler. This is because the refrigerant R744, i.e., carbon dioxide, can be used, in particular, in the first refrigerant circuit 12.

[0048] In the first refrigerant circuit 12, an expansion device 22 is arranged downstream of the first refrigerant cooler 20, which is followed by a first evaporator 24. From the first evaporator 24, which is associated with the first refrigerant circuit 12, the refrigerant returns to the first compressor 18 or refrigerant compressor. According to Fig. 1, the first refrigerant circuit 12 may comprise an internal heat exchanger 26.

[0049] The second refrigerant circuit 14 also comprises a compressor 28 or refrigerant compressor, downstream of which is a second refrigerant cooler 30 of the temperature control device 10. The second refrigerant cooler 30, which belongs to the second refrigerant circuit 14, can in particular be designed as a condenser. Accordingly, during operation of the second refrigerant circuit 14, a phase transition of the compressed and hot refrigerant to liquid refrigerant can occur in the refrigerant cooler 30. During operation of the second refrigerant circuit 14, the refrigerant, which is preferably liquefied in the condenser, is expanded by means of an expansion device 32, which belongs to the second refrigerant circuit 14. The expanded refrigerant reaches a second evaporator 34, which belongs to the second refrigerant circuit 14. From the second evaporator 34, the refrigerant returns to the compressor 28, which belongs to the second refrigerant circuit 14.

[0050] In particular, a natural, flammable refrigerant such as R290 (propane) can be used as the refrigerant in the second refrigerant circuit 14. Especially when using such a refrigerant, the second refrigerant cooler 30, which is associated with the second refrigerant circuit 14, can be designed as a condenser.

[0051] The first coolant circuit 16 comprises a first heat exchanger 36, which is designed as a heat sink for the first refrigerant cooler 20. Furthermore, the first coolant circuit 16 comprises a second heat exchanger 38, which is designed as a heat source for the second evaporator 34. A third heat exchanger 40 is arranged in the first coolant circuit 16, which is used to control the temperature of at least one electrical device of the motor vehicle 42 (see Fig. 5) which has the tempering device 10.

[0052] As an example of the at least one electrical device of the motor vehicle 42, Fig. 5 schematically shows an electrical energy storage device 44 which, according to Fig. 1 can be in heat-transferring contact with the third heat exchanger 40.

[0053] According to Fig. 5, the electrical energy storage device 44, which is designed in particular as a high-voltage battery, can provide electrical energy for at least one electric drive motor 46 of the motor vehicle 42. Wheels 48 of the motor vehicle 42 can preferably be driven by means of the at least one electric drive motor 46. Accordingly, the motor vehicle 42 is designed in particular as an electric vehicle or as a hybrid vehicle.

[0054] The electrical energy storage device 44 or the battery of the motor vehicle 42 can be temperature-controlled as desired by operating the first coolant circuit 16. For example, the electrical energy storage device 44 can be cooled by transferring heat from the preferably liquid coolant at the second heat exchanger 38 of the first coolant circuit 16 to the second evaporator 34, which is associated with the second refrigerant circuit 14. Furthermore, the electrical energy storage device 44 can be heated, for example by the coolant or cooling liquid absorbing heat at the first heat exchanger 36 from the first refrigerant cooler 20, which is integrated into the first refrigerant circuit 12.

[0055] The first refrigerant circuit 12 can preferably be used to cool an air flow 50 by means of the first evaporator 24, which air flow 50 is Fig. 1 is illustrated by an arrow, and which is arranged in a passenger compartment 52 of the motor vehicle 42 (cf. Fig. 5). Furthermore, it is preferably possible to heat the air flow 50 in order to ensure appropriate heating of the passenger compartment 52 at low ambient temperatures.

[0056] If the air flow 50 is cooled and dehumidified by means of the evaporator 24, the air flow 50 can then be reheated by means of at least one heating device. For example, for this purpose, in addition to the evaporator 24, a heating heat exchanger 54 can be arranged in an air conditioning unit 60 of the motor vehicle 42. In this case, according to Fig. 1, the heating heat exchanger 54 is integrated into a heating circuit 56 of the temperature control device 10. The air flow 50 passing over the heating heat exchanger 54 absorbs heat from the heating medium flowing through the heating circuit 56. Additionally or alternatively, an electric heating device 58 can be used to heat the air flow 50, as shown schematically in Fig. 1 is shown.

[0057] For example, the electric heating device 58 can be designed as a high-voltage heater, which is supplied with electrical energy from the electrical energy storage device 44. The electric heating device 58 designed as a high-voltage heater can be arranged directly in the air flow 50. Additionally or alternatively, the electric heating device 58 can be integrated into the heating circuit 56, which includes the heating heat exchanger 54. This variant is shown by way of example in Fig. 1 shown.

[0058] The air conditioning unit 60 of the motor vehicle 42, which preferably belongs to the temperature control device 10, can be arranged in the area of ​​an instrument panel (not shown) of the motor vehicle 42. According to Fig. 1, the first evaporator 24, which is associated with the first refrigerant circuit 12, and the at least one heating device, for example, the heating heat exchanger 54, can be arranged in the air conditioning unit 60. Additionally or alternatively, the electric heating device 58 can be arranged in the air conditioning unit 60, particularly when the electric heating device 58 is used to heat the air flow 50.

[0059] To heat the passenger compartment 52, the electric heating device 58, in particular in the form of a high-voltage heater, and / or the heating heat exchanger 54 can be used, wherein the fluid flowing through the heating circuit 56 can be heated by the electric heating device 58. Accordingly, the air flow cooled at the first evaporator 24 can be reheated in a reheating mode of the temperature control device 10.

[0060] By using the first evaporator 24 during operation of the first refrigerant circuit 12, it is possible, in particular, to cool and / or dehumidify the air or air flow 50 which is introduced into the passenger compartment 52.

[0061] And intensive cooling of electrical devices of the motor vehicle 42, in particular in the form of the electrical energy storage device 44, can be advantageously achieved by operating the second refrigerant circuit 14.

[0062] The first heat exchanger 36 of the first coolant circuit 16 serves as a heat sink for the first refrigerant circuit 12, specifically for the first refrigerant cooler 20, which is associated with the first refrigerant circuit 12. Furthermore, the first coolant circuit 16 can be used to cool electrical devices of the motor vehicle 42, as is shown by way of example in Fig. 1 for the electrical energy storage device 44.

[0063] According to Fig. 1, the temperature control device 10 may comprise a second coolant circuit 62, in which a cooler 64 is integrated, wherein the cooler 64 is coolable by means of ambient air 66. The ambient air 66 is in Fig. 1 by an arrow. The cooler 64 can accordingly be designed as a low-temperature cooler, at which heat is released to the ambient air 66 when the second coolant circuit 62 is in operation, i.e., when a coolant is pumped through the second coolant circuit 62.

[0064] A fourth heat exchanger 68 of the temperature control device 10, which according to Fig. 1 is integrated into the second coolant circuit 62, is designed as a heat sink for the second refrigerant cooler 30, which is associated with the second refrigerant circuit 14. Accordingly, heat that can be released by the second refrigerant cooler 30 during operation of the second refrigerant circuit 14 can be transferred to the coolant flowing through the fourth heat exchanger 68. The fourth heat exchanger 68 is integrated into the second coolant circuit 62.

[0065] According to Fig. 1, at least one further electrical device 70 can be integrated into the second coolant circuit 62. For example, the at least one further electrical device 70 of the motor vehicle 42 can comprise the at least one electric drive motor 46 and / or at least one power electronics unit 72 of the motor vehicle 42 (cf. Fig. 5). This is based on the realization that such electrical devices 70, i.e., the electric drive motor 46 and / or the power electronics 72, require less intensive cooling than the electrical energy storage unit 44. In other words, the temperature of the coolant used to cool, for example, the at least one electric drive motor 46 and / or the at least one power electronics 72, can be higher than the preferred temperature of the coolant used to cool the electrical energy storage unit 44. Therefore, sufficient cooling of these electrical devices 70 can be achieved by means of the cooler 64, which is designed as a low-temperature cooler and can be supplied with ambient air 66.

[0066] In addition, the heat-transfer coupling of the second refrigerant circuit 14 with the first coolant circuit 16 and with the second coolant circuit 62 ensures that the second refrigerant circuit 14 can be designed particularly compactly and, on the other hand, can be accommodated in the motor vehicle 42 in a highly crash-safe manner. This is because the second refrigerant cooler 30, which is associated with the second refrigerant circuit 14, does not need to be directly exposed to the ambient air 66.

[0067] Accordingly, the second refrigerant cooler 30 can be spaced correspondingly far from the cooler 64, which is preferably located in the region of a vehicle front 74 of the motor vehicle 42 (cf. Fig. 5). In particular, the radiator 64 can be designed as a front-end radiator of the motor vehicle 42, which can be directly exposed to airflow when the motor vehicle 42 is moving forward.

[0068] In the second refrigerant circuit 14, heat is preferably dissipated to the environment via the cooler 64 of the second coolant circuit 62. Heat can also be absorbed from the passenger compartment 52 in the second refrigerant circuit 14 via the fluid circuit in the form of the first coolant circuit 16. Both the heat dissipation to and the heat absorption by the refrigerant flowing through the second refrigerant circuit 14 are thus accomplished by the coolant circuits 16, 62. The first coolant circuit 16 and the second coolant circuit 62 can also be referred to as secondary circuits.

[0069] The respective boundary conditions for efficient use of the refrigerants present in the two refrigerant circuits 12, 14 can be very well complemented during operation of the temperature control device 10, whereby the refrigerant circuits 12, 14 can support each other. This is because the refrigerant R744 (carbon dioxide), which is preferably contained in the first refrigerant circuit 12, is particularly well suited for use at low to medium ambient temperatures in the range of approximately -30°C to approximately +25°C. Thus, the refrigerant R744 can be used to efficiently cool the passenger compartment 52 at not too high ambient temperatures. And at low ambient temperatures, the first refrigerant circuit 12 can be used in the reheating mode or reheating mode to set a pleasant climate in the passenger compartment 52.

[0070] In contrast, the refrigerant R290 (propane), which is preferably used in the second refrigerant circuit 14, can ensure effective cooling, particularly at medium and higher ambient temperatures, for example, in an ambient temperature range of approximately 0°C to approximately 50°C. Accordingly, at very warm temperatures, a correspondingly strong air conditioning of the passenger compartment 52 and, in particular, intensive cooling of the electrical equipment of the motor vehicle 42 can be achieved by operating the second refrigerant circuit 14 containing the refrigerant R290.

[0071] The refrigerant circuits 12, 14 are indirectly coupled via the first coolant circuit 16. Thus, an indirect cascade connection is realized, in which the refrigerant circuits 12, 14 are at different temperature levels during operation. The components in the form of the electrical devices of the motor vehicle 42 can be thermally conditioned very well indirectly via the coolant circuits 16, 62. Furthermore, in particular the passenger compartment 52 or interior of the motor vehicle 42 (cf. Fig. 5) be thermally conditioned efficiently and directly by operating the first refrigerant circuit 12.

[0072] In particular, active cooling of the electrical energy storage device 44 is possible via the first coolant circuit 16, and active cooling of the at least one further electrical device 70 of the motor vehicle 42 is possible via the second coolant circuit 62. In contrast, the passenger compartment 52 of the motor vehicle 42 is preferably thermally conditioned by means of the first coolant circuit 12.

[0073] If the passenger compartment 52 is to be cooled, either only the first refrigerant circuit 12 can be operated, or both the first refrigerant circuit 12 and the second refrigerant circuit 14 can be operated. The ambient temperature can be taken into account. Particularly at high ambient temperatures, the second refrigerant circuit 14 can be operated in addition to the first refrigerant circuit 12.

[0074] If both the passenger compartment 52 and electrical devices of the motor vehicle 42, for example in the form of the electrical energy storage device 44 and / or the further electrical device 70, are to be cooled, only the second refrigerant circuit 14 or the first refrigerant circuit 12 and the second refrigerant circuit 14 can be operated. In this case, the second refrigerant circuit 14 can provide a greater heat dissipation capacity than is the case if, during operation of the two refrigerant circuits 12, 14, only the passenger compartment 52 of the motor vehicle 42 is to be cooled.

[0075] In particular, if only electrical components of the motor vehicle, such as the electrical energy storage unit 44 and / or the at least one electric drive motor 46 and / or the power electronics 72, are to be cooled at high ambient temperatures, this can be achieved by operating the second refrigerant circuit 14 alone. Preferably, both coolant circuits 16, 62 are in operation.

[0076] At the Fig. In the variant of the temperature control device 10 shown in Figure 2, a forced flow of coolant through the electrical energy storage device 44 can be avoided. This is because the electrical energy storage device 44 is integrated into a third coolant circuit 76 at a distance from the third heat exchanger 40, in which a conveying device 78, for example in the form of a pump or coolant pump, can ensure the conveyance of coolant to the electrical energy storage device 44.

[0077] The third coolant circuit 76 has a heat transfer unit 80, at which heat transfer can take place from the third heat exchanger 40 to the coolant flowing through the third coolant circuit 76. From this heat transfer unit 80, the coolant can be conveyed to the electrical energy storage device 44 as needed. In this way, active cooling of the electrical energy storage device 44 is achievable. Furthermore, the Fig. 2 shown variant of the temperature control device 10 of the Fig. 1 shown variant of the tempering device 10, so that in this regard Fig. 1 is referred to.

[0078] The Fig. The variant of the temperature control device 10 shown in Figure 3 is based on the Fig. 2. However, here the first coolant circuit 16 and the second coolant circuit 62 are directly fluidically coupled to one another or directly connected to one another via a first connecting line 82 and a second connecting line 84. For example, the first connecting line 82 can branch off from the first coolant circuit 16 downstream of the first heat exchanger 36, which is associated with the first coolant circuit 16, and open into the second coolant circuit 62 upstream of the cooler 64. Furthermore, the second connecting line 84 can branch off from the second coolant circuit 62 upstream of the fourth heat exchanger 68 and open into the first coolant circuit 16 upstream of the third heat exchanger 40, which is associated with the first coolant circuit 16.

[0079] In particular, if the battery or the electrical energy storage device 44 can absorb heat, the second refrigerant circuit 14 can be deactivated in this variant of the temperature control device 10, while still allowing cooling of the electrical energy storage device 44. This is because heat can be dissipated via the cooler 64, which can be cooled by the ambient air 66. Such passive cooling of the electrical energy storage device 44 is advantageous in that operating pumping devices for conveying coolant through the coolant circuits 16, 62 is less energy-intensive than operating the compressors 18, 28 or refrigerant compressors.

[0080] When the second refrigerant circuit 14 is operated, an active and particularly intensive cooling of the electrical energy storage device 44 can be achieved by means of the Fig. 3. And during operation of the first refrigerant circuit 12, the cooler 64, which can be cooled by ambient air 66, can be used for intensive heat removal from the first refrigerant cooler 20. This is advantageous in terms of the versatile usability of the temperature control device 10.

[0081] The cooling of the components in the form of the electrical energy storage device 44 and / or the at least one further electrical device 70 of the motor vehicle 42 can thus be realized actively, i.e. by operating at least one of the refrigerant circuits 12, 14, or passively, i.e. in particular by using the cooler 64.

[0082] The Fig. The variant of the tempering device 10 shown in Figure 4 is based on the Fig. 3. However, here the electrical device in the form of the electrical energy storage device 44, which is spaced apart from the third heat exchanger 40, can be supplied with coolant, which can be cooled by means of the cooler 64. This enables passive cooling of the electrical energy storage device 44 using the cooler 64.

[0083] According to Fig. 4, the second coolant circuit 62 is fluidically coupled to the third coolant circuit 76. For this purpose, the temperature control device 10 can comprise a further connecting line 86, which branches off from the first coolant circuit 62 downstream of the cooler 64 and opens into the third coolant circuit 76 upstream of the electrical energy storage device 44.

[0084] Furthermore, for this purpose, the temperature control device 10 can comprise a further connecting line 88, which branches off from the third coolant circuit 76 downstream of the electrical energy storage device 44 and opens into the second coolant circuit 62 upstream of the at least one further electrical device 70.

[0085] A corresponding flow path of the coolant is in Fig. 4 by a plurality of arrows 90. This coolant flow contributes to the versatile usability of the temperature control device 10.

[0086] Overall, the examples show how an indirect cascade connection of refrigerant circuits 12, 14 and fluid circuits in the form of the coolant circuits 16, 62, 76 can be provided. QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2021 120 499 A1

[0002]

Claims

[1] Temperature control device (10) for a motor vehicle (42), with a first refrigerant circuit (12) which has a first refrigerant cooler (20) and a first evaporator (24), with a second refrigerant circuit (14) which has a second refrigerant cooler (30) and a second evaporator (34), and with a coolant circuit (16) via which the first refrigerant circuit (12) is coupled to the second refrigerant circuit (14), characterized by in that the coolant circuit (16) comprises a first heat exchanger (36) which is designed as a heat sink for the first refrigerant cooler (20), and a second heat exchanger (38) which is designed as a heat source for the second evaporator (34), wherein a third heat exchanger (40) is arranged in the coolant circuit (16), and wherein at least one electrical device (44) of the motor vehicle (42) can be temperature-controlled by means of the third heat exchanger (40). [2] Tempering device (10) according to claim 1, characterized by in that the first refrigerant circuit (12) contains a first refrigerant, in particular R744, and the second refrigerant circuit (14) contains a second refrigerant, in particular R290, which is different from the first refrigerant, wherein the first refrigerant circuit (12) can be operated more efficiently in a first temperature range than the second refrigerant circuit (14), wherein the second refrigerant circuit (14) can be operated more efficiently in a second temperature range than the first refrigerant circuit (12), and wherein a median value of the first temperature range is lower than a median value of the second temperature range. [3] Tempering device (10) according to one of the preceding claims, characterized bythat the at least one electrical device (44) of the motor vehicle (42) which can be tempered by means of the third heat exchanger (40) is integrated into a further coolant circuit (76) of the tempering device (10) at a distance from the third heat exchanger (40), wherein the further coolant circuit (76) has a conveying device (78) for conveying coolant from the third heat exchanger (40) to the at least one electrical device (44). [4] Tempering device (10) according to one of the preceding claims, characterized byin that the temperature control device (10) comprises a further coolant circuit (62) which has a cooler (64) which can be cooled by means of ambient air (66), wherein a fourth heat exchanger (68), which is integrated into the further coolant circuit (62), is designed as a heat sink for the second coolant cooler (30), and wherein at least one further electrical device (70) of the motor vehicle (42) is integrated into the further coolant circuit (62). [5] Tempering device (10) according to claims 3 and 4, characterized by that the further coolant circuit (62) having the cooler (64) is fluidically coupled to the coolant circuit (16) having the third heat exchanger (40), wherein the at least one electrical device (44) spaced from the third heat exchanger (40) can be supplied with coolant which can be cooled by means of the cooler (64). [6] Tempering device (10) according to claim 4 or 5, characterized bythat the further coolant circuit (62) having the cooler (64) is fluidically coupled to the coolant circuit (16) having the third heat exchanger (40), wherein the third heat exchanger (40) can be supplied with coolant which can be cooled by means of the cooler (64). [7] Tempering device (10) according to one of claims 4 to 6, characterized by that as the at least one further electrical device (70) at least one electric drive machine (46) and / or at least one power electronics unit (72) of the motor vehicle (42) can be supplied with the coolant, which can be cooled by means of the cooler (64), and / or as the at least one electrical device an electrical energy store (44) of the motor vehicle (42) can be temperature-controlled by means of the third heat exchanger (40). [8] Tempering device (10) according to claim 7, characterized byin a cooling operation of the further coolant circuit (62) comprising the cooler (64), the coolant coming from the cooler (64) can first be fed to the electrical energy store (44), wherein the coolant coming from the electrical energy store (44) can then be fed to the at least one further electrical device (70) of the motor vehicle (42). [9] Tempering device (10) according to one of the preceding claims, characterized by in that the first evaporator (24), which is arranged in particular in an air conditioning unit (60) of the motor vehicle (42), can be subjected to an air flow (50) which can be introduced into a passenger compartment (52) of the motor vehicle (42) during operation of the temperature control device (10), wherein the temperature control device (10) comprises at least one heating device (54, 58) for increasing a temperature of the air flow (50) which can be introduced into the passenger compartment. [10] Motor vehicle (42) with a temperature control device (10) according to one of the preceding claims, wherein the second refrigerant circuit (14) of the temperature control device (10) is arranged outside a passenger compartment (52) of the motor vehicle (42), in particular designed as an electric vehicle or as a hybrid vehicle.

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