Cooling system for a motor vehicle

Abstract

Cooling system (1) for an electrically powered motor vehicle (2), consisting of a cooling circuit (10), a battery circuit (20), a chiller circuit (30) and an electronics circuit (40) and a first switching valve (200), wherein the individual cooling circuits can be divided into sub-circuits.

Description

[0001] The invention relates to a cooling system for a motor vehicle according to the preamble of the independent claims, a thermal management module and a motor vehicle with such a cooling system or thermal management module.

[0002] US Patent 11,807,067 B2 shows a cooling system for a motor vehicle with an 8-way valve that allows different cooling circuits to be interconnected to distribute heat within the vehicle.

[0003] DE 10 2023 130 530 A1 discloses a thermal management system and a control method for a thermal management system, wherein several heat-transferring components and switching means are arranged which are fluidically connected to each other for flow with a medium, wherein several pumps are provided to realize the flow, and wherein the components, switching means and pumps can be controlled by means of a control method.

[0004] The object of the invention is to design a cooling system for a motor vehicle in such a way that the heat generated can be used and distributed advantageously in the motor vehicle using as few switching components and as little space as possible, and to represent a wide variety of operating conditions.

[0005] Therefore, a cooling system for an electrically powered motor vehicle, according to the features of claim 1 and the dependent claims, as well as a thermal management module with such a cooling system and a motor vehicle with a cooling system or thermal management module, is proposed here.

[0006] The cooling system according to the invention for an electrically powered motor vehicle has four main cooling circuits which can be connected to each other via a first switching valve with eight ports. The first switching valve can assume five different switching positions, thus enabling variable interconnection of the main cooling circuits. In addition, the main cooling circuits can be further divided into sub-circuits.

[0007] The first switching valve can, for example, be shaped like a sphere rotatable around a pivot axis or a cylinder as its valve body, incorporating corresponding channels within the valve body. The fluidic connections are established by rotating the valve body relative to the ports of the first switching valve. In principle, the desired functionality can also be achieved with several individual multi-way valves. However, this is significantly more complex and expensive than the advantageous implementation in a single switching valve that represents all necessary switching states.

[0008] By strategically arranging the ports and internal fluidic connections within the valve, an advantageous fluid distribution can be achieved within the first switching valve. This allows the main cooling circuits to be arranged in such a way as to reduce thermal losses between coolants that may be at different temperature levels, thereby improving the overall system efficiency.

[0009] The main cooling circuits are operated with the same coolant, which is usually a mixture of water and glycol. However, it is also conceivable to use other coolants, such as low-viscosity oils or special media tailored to the application.

[0010] The main cooling circuits consist of a radiator circuit, a battery circuit, a chiller circuit, and an electronics circuit.

[0011] The cooling circuit, the chiller circuit and the electronics circuit can be divided into sub-circuits that can either be switched on, switched off, operated in a mixed manner or even operated in isolation.

[0012] Where the first switching position S1 of the first switching valve connects the first port to the seventh port and the eighth port to the second port, connects the sixth port to the third port, and connects the fourth port to the fifth port.

[0013] In this first switching position, the return line of the chiller circuit is connected to the inlet of the battery circuit, and the return line of the battery circuit is connected to the inlet of the chiller circuit. The return line of the cooling circuit is connected to the inlet of the electronics circuit, and the return line of the electronics circuit is finally connected to the inlet of the cooling circuit. Thus, the battery circuit and the chiller circuit are connected to each other, and consequently, the cooling circuit is connected to the electronics circuit.

[0014] A second switching position S2 connects the first terminal to the seventh terminal, the fourth terminal to the third terminal, the eighth terminal to the fifth terminal, and the sixth terminal to the second terminal.

[0015] Thus, the coolant from the electronic circuit is routed into the cooling circuit and from there into the battery circuit, from where it then returns to the inlet of the electronic circuit. The chiller circuit is not connected to any other circuit.

[0016] A third switching position S3 connects the first terminal to the fifth terminal, the sixth terminal to the second terminal, the eighth terminal to the third terminal, and the fourth terminal to the seventh terminal.

[0017] The electronic circuit and the battery circuit are thus connected. The cooling circuit and the chiller circuit are also fluidically coupled.

[0018] A fourth switching position S4 connects the first terminal to the second terminal, the fourth terminal to the fifth terminal, the sixth terminal to the third terminal, and the eighth terminal to the seventh terminal.

[0019] The electronic circuit is self-contained, allowing the coolant to circulate within itself, while the battery and chiller circuits are fluidically coupled. The cooling circuit is non-functional and self-contained.

[0020] A further fifth switching position S5 of the first switching valve according to the invention connects the first port to the third port, the fourth port to the second port, the sixth port to the fifth port, and the eighth port to the seventh port.

[0021] These advantageous switching positions and the corresponding advantageous arrangement of the inlets and outlets of the main cooling circuits achieve optimal separation of the different temperature levels within the main cooling circuits and minimize thermal losses between them. This increases the overall system efficiency.

[0022] This allows the cooling circuit and the battery circuit to be decoupled from the cooling system; that is, the respective inlet and outlet of the cooling circuit and the battery circuit are connected to themselves. The chiller circuit and the electronics circuit are fluidically coupled.

[0023] In addition to the main cooling circuits, a refrigeration circuit is also necessary in the cooling system. This consists of at least one compressor, an indirect condenser, a chiller, and at least one, and preferably at least two, adjustable expansion valves, which are arranged at suitable points in the refrigeration circuit. The refrigeration circuit can be operated in a heat pump mode and thus used to generate heat. A heat pump mode utilizes heat from a heat source and raises it to a higher energy level through a cycle. This type of heat generation has a high efficiency, meaning that a high heat output can be achieved with a low input of electrical energy. In modern electric vehicles, for example, R290 (propane) or R774 (CO₂) is used in such a refrigeration system. 2 ) is used. But other well-known refrigerants such as R1234yf are also applicable.

[0024] To divide the main cooling circuits, mixing valves are provided at junction points. These are typically designed as 3-way valves, capable of either completely switching two paths or switching three paths in a mixed configuration. The arrangement of the mixing valves at junction points with at least three connections is essential to the invention. Appropriate positioning within the cooling system allows for operational advantages, such as the utilization of particularly favorable pressure conditions. While similar circuits can be implemented with individual valves in the sub-circuits, this significantly increases the number of parts, and consequently, complexity and costs.

[0025] A coolant radiator is integrated into the cooling system. Ambient air flows through the coolant radiator, which either releases heat from the coolant to the surroundings or absorbs heat from the surroundings into the coolant to utilize this heat in a heat pump process. The coolant radiator is usually located at the front of the vehicle to be exposed to airflow while driving. A fan may also be attached to the coolant radiator, blowing air onto or through it, for example, when the airflow from driving is insufficient, or when the vehicle is stationary, such as when an electric vehicle has an increased cooling requirement due to charging.For further regulation, the vehicle's radiator grille may also feature an opening with adjustable louvers, where the louvers open when greater cooling is required and close when little or no cooling is needed. Closed louvers offer lower air resistance, particularly while the vehicle is driving, and are therefore advantageous for the vehicle's fuel consumption.

[0026] The cooling circuit also features a first mixing valve, which is designed as a 3-way valve. This allows a cooling bypass circuit to be activated, enabling the coolant to be routed completely or partially around the radiator.

[0027] The cooling circuit thus consists of two sub-circuits: a cooling partial circuit and a cooling bypass circuit.

[0028] In certain operating conditions, heat transfer through the coolant radiator can be regulated or completely switched off. The radiator circuit does not have its own water pump to enable circulation. Therefore, circulation must be achieved through an additional main cooling circuit or sub-circuit connected via the first switching valve.

[0029] The battery circuit includes a second heat-generating component, typically the vehicle's battery. Heat can be generated within this circuit, for example, during charging or discharging, or the second heat-generating component may need to be heated to achieve an ideal operating point, such as in cold ambient temperatures. This results in two fundamentally different operating situations within the battery circuit: cooling or heating, both occurring within the same main cooling circuit. These two situations must be accommodated by the cooling system. The battery circuit does not have its own water pump to facilitate circulation. Therefore, circulation must be achieved through an additional main cooling circuit, or sub-circuit, connected via the first switching valve.

[0030] The chiller circuit is divided into three sub-circuits. These three sub-circuits contain two water pumps and two check valves.

[0031] The first chiller sub-circuit is formed by a second mixing valve and a first check valve. The second mixing valve is a 3-way valve that can operate either in two-way mode or in a mixed mode. The first chiller sub-circuit also includes a first chiller circuit water pump and is connected to the third and fourth ports of the first switching valve via its inlet and outlet. This allows the necessary coolant flow rates for the radiator and battery circuits, as well as the coolant temperature for the battery circuit, to be regulated, or the battery circuit to be operated in self-circulation mode.

[0032] The chiller circuit comprises two further sub-circuits: a second chiller sub-circuit and a third chiller sub-circuit. The second chiller sub-circuit includes a chiller, i.e., a refrigerant-coolant heat exchanger that can exchange heat between the refrigerant and a refrigeration circuit.

[0033] The third chiller sub-circuit includes a second chiller circuit water pump, a second check valve, and a first cabin heat exchanger. The second and third chiller sub-circuits are connected via a first and second chiller junction.

[0034] The first cabin heat exchanger is cooled by the air entering the driver's cab, which is then cooled by the cold coolant, thus cooling the incoming air. This cooling process can also cause condensation of any water vapor in the air, so that, depending on the operating conditions, the air flowing into the driver's cab can be dehumidified, or, if the cab ventilation is in recirculation mode, the air within the cab can be dehumidified.

[0035] The second chiller circuit water pump circulates the coolant exiting the chiller to the first cabin heat exchanger and, via the second check valve, back to the chiller through the first chiller junction. This allows the first cabin heat exchanger to be supplied with cold coolant to cool the cabin intake air, and / or the cabin heat exchanger can transfer waste heat from the driver's cabin or the incoming ambient air to the coolant and, in heat pump mode, supply it to the chiller.

[0036] The second chiller sub-circuit contains no further components and is connected to the third and first chiller sub-circuits via the two chiller nodes. Thus, the chiller can supply or absorb cold coolant or heat for or from the battery circuit, electronics circuit, and cooling circuit.

[0037] The electronic circuit is divided into a parallel arrangement consisting of a first heat-generating component, which can be, for example, power electronics, drive motors, or other heat-generating electronic components (multiple heat-generating components may also be included), and an indirect condenser, and includes a first electronic circuit water pump. Thus, a first electronic circuit section is formed, containing the first heat-generating component, and a second electronic circuit section is formed, containing the indirect condenser. An indirect condenser is a refrigerant-cooled condenser located in the refrigeration circuit. Refrigerant and coolant flow through the indirect condenser, allowing heat exchange between the two media.

[0038] Thus, the first and second electronic circuit sections can be supplied with coolant from the coolant cooler in parallel. This means the coolant flow rate is divided between the two sub-circuits, but at the same coolant temperature and pressure. In the first electronic circuit section, the coolant flows through the first heat-emitting component and carries the heat back to the first switching valve.

[0039] In this configuration, an outlet of the electronic circuit is connected to the first port of the first switching valve, and an inlet of the electronic circuit is connected to the second port of the first switching valve. Downstream of the second port, a first electronic circuit junction is located, which divides the electronic circuit into the first electronic circuit section and the second electronic circuit section. Downstream of the first electronic circuit junction in the first electronic circuit section, a first electronic circuit water pump is located, followed further downstream by the first heat-emitting component. Downstream of the first heat-emitting component, a third mixing valve with three ports is located, which is fluidically connected to the first port.

[0040] The third mixing valve can be designed as a 3-way control valve, which can switch either 2 paths completely or 3 paths in a mixed operation.

[0041] In the second electronic circuit section, a second electronic circuit node is arranged, with a second electronic circuit water pump located downstream of this node. Downstream of the second electronic circuit water pump is the indirect capacitor. Downstream of the indirect capacitor is a third electronic circuit node, which is fluidically connected to the third mixing valve. Thus, a third electronic circuit section, containing a second cabin heat exchanger, is formed between the third and second electronic circuit nodes.

[0042] The second cabin heat exchanger is a radiator that is permeated by air entering the cabin and can warm the air for the driver's cabin.

[0043] An optional electric coolant heater can be placed between the indirect capacitor and the third electronic circuit node, which can introduce additional heat into the second electronic circuit section.

[0044] The added third electronic circuit section results in a very small cooling circuit with low thermal mass but a high degree of flexibility in its use, thanks to the ability to individually switch components on or off, or to operate in mixed mode, for coolant temperature control via the third mixing valve. This is particularly advantageous because it reduces heat loss to the environment due to unnecessary heating of large surfaces or losses from heating large masses where the heat can no longer be used to heat the driver's cab. It also enables advantageously rapid heating of the driver's cab via the second cab heat exchanger. Mixed mode for coolant temperature control becomes necessary when the coolant temperature from the indirect condenser is too high for the cab heat exchanger.

[0045] The first and second electronic circuit water pumps are thus arranged in parallel in the first and second electronic circuit sections, respectively. Due to the fluidic connection between the first and second electronic circuit nodes, they have a nearly identical pressure level on the suction side. This allows for a particularly advantageous and simpler distribution of the coolant flow rate between the two electronic circuit water pumps, as the pumps can be controlled more precisely and easily in parallel operation when operating at the same suction pressure. By appropriately configuring the third mixing valve, the coolant flow between the first and second electronic circuit sections can be adjusted to a particularly advantageous degree. This also results in a particularly advantageous placement of the third mixing valve downstream of the first heat-emitting component.This allows the first electronic circuit section to be separated from the second electronic circuit section in a particularly efficient manner. For example, if the third mixing valve were located after the indirect capacitor at the third electronic circuit node, the section between the third electronic circuit node and the third mixing valve would still be part of the thermal mass of the first electronic circuit section, which is not advantageous.

[0046] If excess heat from the second electronic circuit section is to be transferred to the first, the third mixing valve can be advantageously configured to transfer the heat to the first electronic circuit section, while leaving sufficient heat in the second and third electronic circuit sections to heat the driver's cabin. For example, the thermal mass, particularly of the heat-emitting first component, can be used to absorb heat before it needs to be dissipated to the environment via the cooling circuit. This allows, for instance, a fin on the coolant radiator to open later, which is beneficial for the vehicle's aerodynamic drag, thus saving energy and increasing vehicle efficiency.

[0047] The simple design of the system with the first and second electronic circuit water pump and the 3-way valve as a third mixing valve enables an advantageous wide-ranging control of the coolant inlet temperature at the second cabin heat exchanger, for example to protect against excessively high coolant temperatures at the second cabin heat exchanger, such as those that can occur in an operating mode in which cabin air is dehumidified, with simultaneously higher ambient temperatures, e.g., ambient temperatures greater than 15°C.

[0048] The refrigeration circuit can be configured not only as a conventional refrigeration circuit but also in particularly advantageous configurations. A vapor injection and hot gas bypass configuration enables especially efficient heat generation for supply to the indirect condenser and thus for use in heating the driver's cab.

[0049] Vapor injection is a functional refrigeration cycle configuration designed to significantly improve the efficiency and performance of refrigerant circuits. In this process, a portion of the refrigerant, liquefied in the indirect condenser, is vaporized in a vapor generator and returned to the compressor. The remaining mass flow is further cooled and routed to the chiller.

[0050] A key advantage of vapor injection is the increased cooling capacity, which allows the refrigeration cycle to extract heat from the environment more efficiently. Another benefit is the reduction of compressor overheating, which can extend its lifespan and lower maintenance costs.

[0051] Additionally, this technology improves performance at lower ambient temperatures by optimizing the enthalpy of vaporization, thus maintaining the efficiency of the refrigeration cycle even under adverse conditions. Operation under partial and partial load conditions is also optimized by vapor injection, resulting in overall better energy utilization. Since the refrigeration cycle is used to generate heat, for example, for heating the driver's cab, such efficiency-enhancing measures can generate more heat for this purpose, potentially eliminating the need for additional heating elements in the refrigerant circuit.

[0052] For the specific implementation, the refrigeration circuit includes additional valve devices, refrigerant lines and an additional evaporator that serves as a steam generator at the necessary sections, which enables appropriate control and design of the refrigeration circuit.

[0053] A hot gas cycle bypass is another specific control strategy in refrigerant circuits designed to optimize compressor operation under certain operating conditions. A portion of the hot refrigerant coming from the compressor is diverted directly into the suction circuit upstream of the compressor via a bypass, instead of flowing through the indirect condenser located downstream of the compressor. The hot gas cycle bypass allows for pressure regulation in the refrigeration circuit, which is particularly beneficial under fluctuating load conditions. It helps increase the compressor's mass flow rate, thereby effectively transferring more electrical power to the refrigerant and consequently more heat to the cooling circuit via the indirect condenser. Since this also serves to heat the driver's cab, additional heating elements in the refrigerant circuit may be unnecessary.For the specific implementation, the refrigeration circuit includes at least one additional valve device at the necessary sections, as well as refrigerant lines, which enables appropriate control and construction of the refrigeration circuit.

[0054] It is conceivable that a refrigeration circuit could integrate the capability for both vapor injection and hot gas cycle bypass simultaneously. This would allow either vapor injection or hot gas cycle bypass to be operated at any one time, or both simultaneously if efficiency is optimized. However, it is also conceivable that only one of the two operating modes is implemented in the refrigeration circuit at any given time, meaning that only one of the two modes can be used simultaneously.

[0055] The heat exchangers in cooling circuits and refrigeration systems can be constructed in a variety of ways. For example, they can consist of individual tubes with fins positioned between them to transfer heat to the air flowing through them or to absorb heat from the air. Stacked heat exchangers, in which individual plates are stacked alternately to create flow channels for at least two fluids, can also be used, particularly for indirect condensers and chillers. These are all well-known designs and must be selected and configured appropriately for the specific application and the refrigerant or coolant used.

[0056] In a particularly advantageous embodiment of the invention, the at least first switching valve, the refrigeration circuit, the first chiller circuit water pump, the second chiller circuit water pump, the chiller, the indirect condenser, the first mixing valve, the second mixing valve, and the third mixing valve form a single structural unit as a thermal management module. Combining these individual components into a single thermal management module offers advantages in terms of installation space. The close proximity of the components eliminates long pipe runs between them. The thermal management module can be positioned at a suitable location in the vehicle and only includes the connections for the heat-emitting components or heat exchangers to be cooled.The thermal management module shown is also referred to as an indirect system because, for example, the refrigeration circuit is limited to the installation space of the thermal management module itself. Therefore, the cooling and heating of the other components integrated into the cooling system is achieved solely through the refrigerant. This eliminates the need to transport the refrigerant to an evaporator in the driver's cabin to provide cooling. This also means that the refrigeration circuit can be built quite small and requires only a small amount of refrigerant. This is particularly advantageous when using R290, i.e., propane, as the refrigerant, since it avoids the presence of highly flammable gases like propane in the driver's cabin. In the event of a vehicle accident, the potential fire source is then located outside the cabin, giving the passenger time to escape to safety.The lower amount of propane used as a refrigerant also generally reduces the fire load.

[0057] The flexible arrangement of the thermal management module in the vehicle is also a major advantage, since electrically powered vehicles in particular no longer have a large combustion engine in the front of the vehicle, thus providing a larger, more contiguous installation space than conventional vehicles with combustion engines, where the individual components had to be placed around the combustion engine in the remaining installation space.

[0058] The possible design variations of the cooling circuits and their components, as well as the switching positions and designs of a thermal management module, cannot be fully presented here.

[0059] A control device can be provided in the vehicle or in the thermal management module. The control device can receive signals from temperature sensors and control the individual components of the cooling system, such as the first switching valve, the mixing valves, the water pumps, and the components of the refrigeration circuit, according to their function. This enables demand-based control and regulation of the cooling system according to the invention and allows for the representation of the various operating points according to the invention. Further requirements of the vehicle or the driver can also be taken into account. These can include specific driving conditions, an ongoing charging process, or other actual temperature signals from the driver's cabin or the environment, as well as target temperatures, for example, for the driver's cabin.

[0060] Advantageously, a first temperature sensor can be located at the chiller outlet. A second temperature sensor can be located between the indirect capacitor and the third electronic circuit node. A third temperature sensor can be located between the first electronic circuit water pump and the first heat-emitting component. A fourth temperature sensor can be located between the second port of the first switching valve and the first electronic circuit node. A fifth temperature sensor can be located between the bypass section in the chiller circuit and the fourth port of the first switching valve. It should be noted that the individual temperature sensors can also be located at other suitable points, which is why a complete description of all possible mounting locations cannot be provided here.

[0061] A cooling system designed according to the invention can be operated in various advantageous and inventive operating modes, thus covering many everyday situations of a motor vehicle with different operating points. The cooling system according to the invention and its components, in particular the switching valves and pumps, are switched on or off according to the requirements. Sensors, especially temperature sensors, a control device, and suitable control lines are used to execute the correct switching operations. The cooling system also reacts to demands from the vehicle based on current driving situations or corresponding demands from the driver. Based on these values, a suitable operating point is selected, and the cooling system is controlled accordingly.

[0062] Further advantageous embodiments of the invention are described by the following figure descriptions. These show: Fig. 1 a schematic representation of the cooling circuit according to the invention Fig. 2 a first switching valve with five different switching positions Fig. 3 A schematic representation of a thermal management module Fig. 4 A schematic representation of a refrigeration cycle of a cooling system with a hot gas cycle and vapor injection configuration Preferred embodiment of the invention

[0063] The Fig. Figure 1 shows the schematic structure of a cooling system 1 according to the invention in a motor vehicle 2. The cooling system 1 consists of four main cooling circuits 10, 20, 30, 40, each of which is or can be divided into sub-circuits. The main cooling circuits 10, 20, 30, 40 are the radiator circuit 10, the battery circuit 20, the chiller circuit 30, and the electronics circuit 40. A central first switching valve 200 has eight ports 201, 202, 203, 204, 205, 206, 207, 208 and can connect the main cooling circuits 10, 20, 30, 40 to each other. For this purpose, the first switching valve 200 can be set to five different switching positions, in which different main cooling circuits 10, 20, 30, 40 can then be fluidically connected. The first switching valve 200 is electrically actuated by a corresponding actuator and can thus be moved into the desired position. The first switching valve 200 can, for example,The valve body must be shaped like a sphere rotatable around an axis of rotation or a cylinder, and must include corresponding channel guides within the valve body. Fluidic connections can be established by rotating the valve body relative to the ports of the first switching valve 200.

[0064] The inlet of the cooling circuit 10 is connected to the seventh port 207 of the first switching valve 200. The outlet of the cooling circuit 10 is connected to the eighth port 208 of the first switching valve 200. The cooling circuit 10 has a first mixing valve 213, which is designed as a 3-way valve and allows the cooling circuit 10 to be divided into a cooling sub-circuit 111 and a cooling bypass circuit 112. The first mixing valve 213 can either switch two circuits completely or allow mixed operation via all three ports, thus simultaneously directing coolant into the cooling sub-circuit 111 and the cooling bypass circuit 112. This enables variable control of the cooling circuit 10 to cover all necessary operating conditions. A coolant radiator 210, through which ambient air flows, is arranged in the cooling sub-circuit 111.The coolant radiator 210 thus enables heat dissipation or, in a possible heat pump operating mode, heat absorption from the ambient air. To support or control heat transfer, a fan 211 and, optionally, fins 212 are typically provided in front of the radiator, directing more or less air onto the coolant radiator 210 according to operating requirements. For example, when the vehicle is stationary or charging, the fan 211 can draw in ambient air and direct it through the coolant radiator 210 to dissipate the waste heat generated during charging. While driving, the airflow from the vehicle may be sufficient, with the optionally provided fins 212 being opened or closed accordingly to regulate the airflow. This also applies when the vehicle 2 is stationary if there is a high cooling demand.

[0065] The inlet of the battery circuit 20 is connected to the fifth terminal 205 of the first switching valve 200, and the outlet of the battery circuit 20 is connected to the sixth terminal 206 of the first switching valve 200. The second heat-dissipating component 220, which is typically the battery of the electrically powered vehicle 2, is also located in the battery circuit 20.

[0066] The outlet of chiller circuit 30 is connected to the fourth port 204 of the first switching valve 200, and the inlet of chiller circuit 30 is connected to the third port 203 of the first switching valve 200. Downstream of the third port 203, a first chiller circuit water pump 233 is located, and further downstream, a second mixing valve 232, which has three ports, is arranged. The second mixing valve 232 is designed as a 3-way valve that can either completely switch any two ports or allow mixed operation via all three ports. The first chiller circuit water pump 233 serves to circulate coolant in chiller circuit 30. Depending on the switching position of the first switching valve 200, the first chiller circuit water pump 233 is also used to circulate coolant in a further main cooling circuit 10, 20, 30, 40.Thus, the battery circuit 20 does not have its own water pump, so the coolant must be circulated, for example, by means of the first chiller circuit water pump 233, whereby the chiller circuit 30 must then be connected to the battery circuit 20 by means of the first switching valve 200.

[0067] The second mixing valve 232, located downstream of the first chiller circuit water pump 233, connects the outlet of the chiller circuit 30 via a bypass section 237 to a third chiller node 134 upstream of the fourth connection 204. A first check valve 234 is located upstream of the bypass section 237. This forms a first chiller sub-circuit 131. With appropriate switching of the second mixing valve 232 and a fluidic connection between the battery circuit 20 and the chiller circuit 30, the chiller sub-circuit 131 can circulate the battery circuit 20 via the first switching valve 200. The first check valve 234 prevents backflow of the coolant upstream of the chiller circuit 30.

[0068] Downstream of the second mixing valve 232 and upstream of the first check valve 234, a second chiller sub-circuit 133 is formed. Downstream of the second mixing valve 232, a first chiller node 238 is arranged in the second chiller sub-circuit 133, which is connected to the inlet of a chiller 230 and a return line of the third chiller sub-circuit 132. The third chiller sub-circuit 132 includes a second chiller circuit water pump 235 and the first cabin heat exchanger 231. The first cabin heat exchanger 231 is a cooling element, preferably cooled with a cold coolant, and serves to air-condition the driver's cabin. Air, drawn either from the driver's cabin or from the environment (a mixture of both is also conceivable), flows through the first cabin heat exchanger 231 and is preferably cooled as it passes through, thus cooling the driver's cabin.A second check valve 236 is arranged between the first cabin heat exchanger 231 and the first chiller node 238, which prevents a backflow of coolant towards the second chiller circuit water pump 235.

[0069] The outlet of the chiller 230 is connected to the second chiller node 239, which is connected to a return of the second chiller sub-circuit 133 and an inlet of the third chiller sub-circuit 132.

[0070] The outlet of the electronic circuit 40 is connected to the first terminal 201 of the first switching valve 200 and the inlet of the electronic circuit 40 is connected to the second terminal 202 of the first switching valve 200.

[0071] Downstream of the second terminal 202, a first electronic circuit node 248 is arranged, which divides the electronic circuit 40 into a first electronic circuit section 141 and a second electronic circuit section 142.

[0072] Downstream of the first electronic circuit node 248, a first electronic circuit water pump 247 is arranged in the first electronic circuit section 141, responsible for circulating the coolant within the first electronic circuit section 141. Downstream of the first electronic circuit water pump 247, a first heat-discharging component 240 is arranged, and further downstream, a third mixing valve 244 with three ports is arranged, which is fluidically connected to the first port 201. This first heat-discharging component 240 is, for example, the drive motor or the power electronics of the vehicle 2, which requires cooling. This can also include several components that are sequentially cooled and typically dissipate heat during operation. The third mixing valve 244 can either connect two completely or, in mixed operation, connect all three ports together.

[0073] In the second electronic circuit section 142, a second electronic circuit node 250 is arranged. Downstream of the second electronic circuit node 250, a second electronic circuit water pump 245 is arranged, which is responsible for the circulation of the coolant in the second and third electronic circuit sections 142 and 143. An indirect capacitor 241 is connected to the second electronic circuit water pump 245, followed by a third electronic circuit node 249, which is fluidically connected to the third mixing valve 244 and marks the beginning of the third electronic circuit section 143, which is formed between the third electronic circuit node 249 and the second electronic circuit node 250.

[0074] The indirect condenser 241 is arranged together with the chiller 230 in a refrigeration circuit 50. An indirect condenser 241 is a refrigerant-cooled condenser that typically transfers heat from the refrigeration circuit 50 to the refrigerant flowing through it.

[0075] The third electronic circuit section 143 has a second cabin heat exchanger 243. The second cabin heat exchanger 243, like the first cabin heat exchanger 231, is supplied with air flowing into the driver's cabin.

[0076] Typically, the air first flows through the first cabin heat exchanger 231, where it is cooled if necessary, and then flows through the second cabin heat exchanger 243, which allows for targeted heating of the air to a specific temperature. In winter, when usually only air needs to be heated, the second cabin heat exchanger 243 takes over the heating function of the driver's cabin. If the air also needs to be dehumidified or cooled at high outside temperatures, it is first cooled in the first cabin heat exchanger 231.

[0077] The second electronic circuit water pump 245 takes over the circulation in this third electronic circuit section 143. The reconnection of the third electronic circuit section 143 takes place at the second electronic circuit node 250.

[0078] To assist in warming the coolant circulating in the electronic circuit 40 and to rapidly heat the driver's cab at cold outside temperatures via the second cab heat exchanger 243, a coolant heater 242 can be arranged downstream of the indirect condenser 241 and upstream of the second cab heat exchanger 243. However, it would also be conceivable for this coolant heater 242 to be arranged at a different location in the third electronic circuit section 143, although an arrangement upstream of the second cab heat exchanger 243 and downstream of the indirect condenser 241 can be considered particularly advantageous. Furthermore, the coolant heater 242 could be divided into two independently functioning components to introduce heat as efficiently as possible with minimal losses to the desired locations, such as the second cab heat exchanger 243 and the second heat-emitting component 220.For the regulation and control of the cooling system 1, a control device 400 can be provided, which receives signals from temperature sensors 401-405 and transmits control signals to the first switching valve 200, the mixing valves 213, 232, 244, the water pumps 233, 247, 235, 245, and the components in the refrigeration circuit 50. Additional sensor signals, such as the outside temperature and commands or states from the vehicle, can also serve as a basis for the control.

[0079] In a particularly preferred embodiment, a first temperature sensor 401 is arranged at the outlet of the chiller 230. A second temperature sensor 402 is arranged between the indirect capacitor 241 and the third electronic circuit node 249. A third temperature sensor 403 is arranged upstream of the first heat-dissipating component 240 and downstream of the first electronic circuit water pump 247. A fourth temperature sensor 404 is arranged upstream of the second terminal 208 of the first switching valve 200 and upstream of the first electronic circuit node 148. A fifth temperature sensor 405 is arranged between the third chiller node 134 and the fourth terminal 204 of the first switching valve 200. It should be noted that the individual temperature sensors 401-405 can also be arranged at other suitable locations, which is why a complete description of all possible mounting locations cannot be provided here.

[0080] In him Fig. In the embodiment shown in Figure 1, the chiller 230 and the indirect condenser 241 are arranged in a refrigeration circuit 50. This circuit can consist of a compressor 251, several expansion valves 253, 254, 255, and a receiver 252. The refrigeration circuit 50 is operated with a conventional refrigerant, such as R290, R1234yf, or R744, and, depending on the operating mode, enables heat exchange at the chiller 230 and the indirect condenser 241.

[0081] The Fig. Figure 2 shows the first switching valve 200 in five different switching positions a), b), c), d) and e). Where the first switching position shown, S1 a), connects the first port 201 to the seventh port 207 and the eighth port 208 to the second port 202, and connects the sixth port 206 to the third port 203, and connects the fourth port 204 to the fifth port 205.

[0082] In this first switching position, the return line of chiller circuit 30 is connected to the inlet of battery circuit 20, with the return line of battery circuit 20 being connected to the inlet of chiller circuit 30. The return line of cooling circuit 10 is connected to the inlet of electronic circuit 40, and the return line of electronic circuit 40 is finally connected to the inlet of cooling circuit 10. Thus, battery circuit 20 and chiller circuit 30 are connected to each other, and consequently, cooling circuit 10 is connected to electronic circuit 40. The coolant is then routed from electronic circuit 40 to cooling circuit 10, where it can be cooled by the coolant radiator 210. The first electronic circuit water pump 247 is used for this purpose, as cooling circuit 10 does not have its own water pump.The coolant in battery circuit 20 is circulated by the first chiller circuit water pump 233 and directed into chiller circuit 30. Depending on the switching position of the first and second mixing valves 213, 232, further distribution or recirculation takes place in the respective sub-circuits 111, 112, 131, 133 in the cooling circuit 10 or chiller circuit 30.

[0083] The second switching position S2 b) connects the first terminal 201 with the seventh terminal 207 and the fourth terminal 204 with the third terminal 203 and the eighth terminal 208 with the fifth terminal 205 and the sixth terminal 206 with the second terminal 202.

[0084] Thus, the coolant from the electronic circuit 40 is routed to the radiator circuit 10 and from there to the battery circuit 20, from where it then returns to the inlet of the electronic circuit 40. Circulation is therefore primarily driven by the first electronic circuit water pump 247, although, depending on the switching position of the third mixing valve 244, the third electronic circuit section 143 or the second electronic circuit section 142 may also be involved, and thus the second electronic circuit water pump 245 may also participate.

[0085] The third switching position S3 c) connects the first terminal 201 to the fifth terminal 205, the sixth terminal 206 to the second terminal 202, the eighth terminal 208 to the third terminal 203, and the fourth terminal 204 to the seventh terminal 207. This connects the electronic circuit 40 and the battery circuit 20. The cooling circuit 10 and the chiller circuit 30 are also fluidically coupled.

[0086] The fourth switching position S4 d) connects the first terminal 201 with the second terminal 202 and the fourth terminal 204 with the fifth terminal 205 and the sixth terminal 206 with the third terminal 203 and the eighth terminal 208 with the seventh terminal 207.

[0087] The electronic circuit 40 is coupled to itself, allowing the coolant to circulate within itself, while the battery circuit 20 and the chiller circuit 30 are fluidically coupled to each other.

[0088] The fifth switching position S5 e) connects the first terminal 201 with the third terminal 203 and the fourth terminal 204 with the second terminal 202 and the sixth terminal 206 with the fifth terminal 205 and the eighth terminal 208 with the seventh terminal 207.

[0089] This decouples the cooling circuit 10 and the battery circuit 20 from the cooling system 1; that is, the respective inlet and outlet of the cooling circuit 10 and the battery circuit 20 are connected to themselves. The chiller circuit 30 and the electronics circuit 40 are fluidically coupled to each other.

[0090] The Fig. Figure 3 schematically shows the structure of a thermal management module 3 in a motor vehicle 2, which represents the cooling system 1. All switching and conveying elements for the cooling circuit, as well as the complete refrigeration circuit 50, are integrated into the thermal management module 3, so that only the first and second heat-emitting components 220, 240, the first and second cabin heat exchangers 231, 243, and the coolant radiator need to be connected to the thermal management module 3 via connecting lines. This enables a compact design of the cooling system 1 and flexible placement in the motor vehicle 2.

[0091] The Fig. Figure 4 schematically shows a representation of a refrigeration cycle 50 of a cooling system 1 with a hot gas cycle and vapor injection configuration.

[0092] The refrigeration circuit 50 is driven by a compressor 251, whereby heat is transferred to the refrigerant in the indirect condenser 241 and absorbed from the refrigerant at the chiller 230. A receiver 252 serves as a storage medium for refrigerant. In the illustrated embodiment, the receiver is arranged at the indirect condenser 241. However, the receiver 252 can also be arranged at another location in the refrigeration circuit 50. Refrigerant exiting the indirect condenser 241 or the receiver 252 reaches a first refrigerant junction 260, where the refrigerant line is split into two branches. A first branch is regulated by a second expansion valve 254 and is routed to a vapor generator 256 and from there to the compressor via a refrigerant injection line 257.Through the second, adjustable expansion valve 254, a certain amount of refrigerant can be directed via the vapor generator 256 to the compressor 251 and there returned to the refrigeration circuit 50. Refrigerant that is not directed to the compressor 251, but is intended for the chiller 230, is routed in the second line through a separate fluid path of the vapor generator 256 and then reaches the chiller 230 via the first expansion valve. After the chiller, the refrigerant reaches a second refrigerant junction 261 where the refrigerant line is split into two branches. One of the branches leads to the compressor 251, where the refrigerant is compressed. The second branch bypasses the compressor via a fourth, adjustable expansion valve 259 and then rejoins the third refrigerant junction 262 coming from the compressor 251.A third, adjustable expansion valve 255 is located after the third refrigerant node and before the indirect condenser 241. By appropriately adjusting the expansion valves 253, 254, 255, and 259, the refrigeration circuit 50 can be selectively switched to a vapor injection mode and / or hot gas cycle operating mode. Alternatively, the refrigeration circuit can also be operated without vapor injection mode and / or hot gas cycle. Reference symbol list 1 Cooling system 2 motor vehicles 3 Thermal management module 10 Cooling circuit 20 Battery circuit 30 chiller circuit 40 Electronic circuit 50 refrigeration cycle 111 Cooling circuit 112 Cooler bypass circuit 131 first chiller sub-circuit 132 third chiller sub-circuit 133 second chiller circuit 134 third chiller hub 141 first electronic circuit section 142 second electronic circuit section 143 third electronic circuit section 200 first switching valve 201 first connection 202 second connection 203 third connection 204 fourth connection 205 fifth connection 206 sixth connection 207 seventh connection 208 eighth connection 210 Coolant radiator 211 fans 212 slats 213 first mixing valve 220 second heat-emitting component 230 Chiller 231 first cabin heat exchanger 232 second mixing valve 233 first chiller circuit water pump 234 first check valve 235 second chiller circuit water pump 236 second check valve 237 Bypass section 238 first chiller hub 239 second chiller hub 240 first heat-emitting component 241 indirect capacitor 242 electric coolant heater 243 second cabin heat exchanger 244 third mixing valve 245 second electronic circuit water pump 247 first electronic circuit water pump 248 first electronic circuit node 249 third electronic circuit node 250 second electronic circuit node 251 Compressor 252 collectors 253 First expansion valve 254 Second expansion valve 255 Third expansion valve 256 Steam generator 257 Refrigerant injection line 258 Refrigerant bypass line 259 fourth expansion valve 260 first refrigerant node 261 second refrigerant node 262 third refrigerant node 400 Control device 401-405 first to fifth temperature sensor L Outside air inflow CA cabin air supply

Claims

[1] Cooling system (1) for an electrically powered motor vehicle (2), comprising a cooling circuit (10), a battery circuit (20), a chiller circuit (30) and an electronics circuit (40), wherein a first switching valve (200) is provided, which has a first port (201), a second port (202), a third port (203), a fourth port (204), a fifth port (205), a sixth port (206), a seventh port (207) and an eighth port (208), wherein the first switching valve (200) makes it possible to fluidically connect the cooling circuit (10), the battery circuit (20), the chiller circuit (30) and the electronics circuit (40), wherein an inlet of the cooling circuit (10) is connected to the seventh port (207) and an outlet of the cooling circuit (10) is connected to the eighth port (208) and the cooling circuit (10) has a first mixing valve (213) with three has connectionswhich makes the cooling circuit (10) divisible into a cooling sub-circuit (111) and a cooling bypass circuit (112), wherein the cooling sub-circuit (111) comprises a coolant radiator (210), wherein an inlet of the battery circuit (20) is connected to the fifth port (205) and an outlet of the battery circuit (20) is connected to the sixth port (206), wherein a second heat-dissipating component (220) is arranged in the battery circuit (20), wherein an outlet of the chiller circuit (30) is connected to the fourth port (204) and an inlet of the chiller circuit (30) is connected to the third port (203), wherein a first chiller circuit water pump (233) is arranged downstream of the third port (203) and a second mixing valve (232) with three ports is arranged downstream of the first chiller circuit water pump (233), wherein a bypass section (237) connects the second mixing valve (232) connects with a third chiller node (134),wherein the third chiller node (134) has a connection to the fourth port (204), forming a first chiller sub-circuit (131), wherein the third chiller node (134) has a further port which is connected to a first check valve (234), wherein a second chiller sub-circuit (133) is formed downstream of the second mixing valve (232), wherein in the second chiller sub-circuit (133) downstream of the second mixing valve (232) a first chiller node (238) is arranged which is connected to the inlet of a chiller (230) and a return of a third chiller sub-circuit (132), wherein the outlet of the chiller (230) is connected to a second chiller node (239) which is connected to an inlet of the third chiller sub-circuit (132) and the first check valve (234),wherein in the third chiller sub-circuit (132) downstream of the second chiller node (239) a second chiller circuit water pump (235) and further downstream a first cabin heat exchanger (231) and downstream therefrom a second check valve (236) is arranged, wherein the second check valve (236) is connected to the first chiller node (238), wherein an outlet of the electronic circuit (40) is connected to the first port (201) and an inlet of the electronic circuit (40) is connected to the second port (202), wherein downstream of the second port (202) a first electronic circuit node (248) is arranged, which divides the electronic circuit (40) into a first electronic circuit section (141) and a second electronic circuit section (142), wherein downstream of the first electronic circuit node (248) in the first electronic circuit section (141) a first electronic circuit water pump (247) is orderedwherein a first heat-dissipating component (240) is arranged downstream of the first electronic circuit water pump (247), wherein a third mixing valve (244) with three ports is arranged downstream of the first heat-dissipating component (240) and is fluidically connected to the first port (201), wherein a second electronic circuit node (250) is arranged in the second electronic circuit section (142), wherein a second electronic circuit water pump (245) is arranged downstream of the second electronic circuit node (250), wherein an indirect capacitor (241) is arranged downstream of the second electronic circuit water pump (245), and wherein a third electronic circuit node (249) is arranged downstream of the indirect capacitor (241) and is fluidically connected to the third mixing valve (244).wherein a third electronic circuit section (143) is formed between the third electronic circuit node (249) and the second electronic circuit node (250), wherein the third electronic circuit section (143) has a second cabin heat exchanger (243). [2] Cooling system (1) according to claim 1, characterized by , that the first mixing valve (213) and the second mixing valve (232) and the third mixing valve (244) is a three-way valve that can switch 2 ways in isolation or 3 ways in a mixed configuration. [3] Cooling system (1) according to any one of the preceding claims, characterized by , that the chiller (230) and the indirect condenser (241) are integrated into a refrigeration circuit (50). [4] Cooling system (1) according to claim 3, characterized by , that the refrigeration cycle (50) can be operated in a Hot Gas Cycle mode and / or Vapor Injection mode. [5] Cooling system (1) according to any one of the preceding claims, characterized by , that the first switching valve (200) - in a first switching position S1 connects the first terminal (201) to the seventh terminal (207) and the eighth terminal (208) to the second terminal (202) and connects the sixth terminal (206) to the third terminal (203) and connects the fourth terminal (204) to the fifth terminal (205), - in a second switching position S2 connects the first terminal (201) with the seventh terminal (207) and the fourth terminal (204) with the third terminal (203) and the eighth terminal (208) with the fifth terminal (205) and the sixth terminal (206) with the second terminal (202), - in a third switching position S3 connects the first terminal (201) with the fifth terminal (205), the sixth terminal (206) with the second terminal (202), the eighth terminal (208) with the third terminal (203) and the fourth terminal (204) with the seventh terminal (207), - in a fourth switching position S4 connects the first terminal (201) with the second terminal (202) and the fourth terminal (204) with the fifth terminal (205) and the sixth terminal (206) with the third terminal (203) and the eighth terminal (208) with the seventh terminal (207), - in a fifth switching position S5 connects the first terminal (201) to the third terminal (203) and the fourth terminal (204) to the second terminal (202) and the sixth terminal (206) to the fifth terminal (205) and the eighth terminal (208) to the seventh terminal (207). [6] Cooling system (1) according to any one of the preceding claims, characterized by, that a first temperature sensor (401) is arranged at the outlet of the chiller (230) and / or a second temperature sensor (402) is arranged between the indirect condenser (241) and the second cabin heat exchanger (243) and / or a third temperature sensor (403) is arranged after the first electronic circuit water pump (247) and before the first heat-emitting component (240) and / or a fourth temperature sensor (404) is arranged after the second port (202) and before the first electronic circuit junction (248) and / or a fifth temperature sensor (405) is arranged between the fifth port (205) and the first check valve (234). [7] Cooling system (1) according to claim 6, characterized by, that a control device (400) is provided which, based on the values ​​of the temperature sensors (401, 402, 403, 405) and a heating or cooling request from the driver's cab, controls the valves (200, 213, 244, 232), the refrigeration circuit (50) and the water pumps (233, 247, 235, 245). [8] Thermal management module (3) with a cooling system according to any one of claims 1 to 7, characterized by , that at least the first switching valve (200), the refrigeration circuit (50), the first chiller circuit water pump (233), the second chiller circuit water pump (235), the chiller (230), the indirect condenser (241), the first mixing valve (213), the second mixing valve (232), the third mixing valve (244) form the thermal management module (3) as a structural unit. [9] Motor vehicle (2) with a thermal management module (3) according to claim 8 or a cooling system (1) according to any one of claims 1 to 7.

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