Heat pump system for an electrically powered vehicle and method for its operation

Abstract

The invention relates to a heat pump system W for an electrically powered vehicle, comprising a coolant side and a refrigerant side in heat transfer connection therewith, wherein the coolant side has a first flow section (10) with a first heat source (12), a second flow section (20) with a second heat source (22), a third flow section (30) with a first heat exchanger (32), a fourth flow section (40), a fifth flow section (50) with a second heat exchanger (52), a coolant pump system K and a valve system V with at least two valves V1, V2, wherein the heat pump system is designed such that, in a first operating state, a coolant flow flows through the first heat source (12) and / or through the second heat source (22), then through the valve V1 and then through the first heat exchanger (32),and in a second operating state, on the one hand, a first coolant flow flows through the first heat source (12) and / or through the second heat source (22), then through the valve V1 and then through the fourth flow section (40).

Description

The present invention relates to a heat pump system for an electric operated vehicle of the type mentioned in the preamble of claim 1 and to a method for operating such a heat pump system.Heat pump systems of this type for electrically operated vehicles and methods for operating the same are already known from the prior art in numerous variant embodiments. The known heat pump systems for electric vehicles comprise a coolant side for circulating a coolant and a refrigerant side for circulating a refrigerant, which refrigerant side is fluidically separated from the coolant side, wherein the coolant side and the refrigerant side are in a heat transfer connection, and wherein the coolant side has a first flow section for the coolant with a first heat source, a second flow section for the coolant with a second heat source, a third flow section for the coolant with a first heat exchanger, a fourth flow section for the coolant, a fifth flow section for the coolant with a second heat exchanger, a coolant pump system K and a valve system V with at least two valves V 1, V 2 for distributing the coolant on the coolant side.This is where the present invention starts.The present invention is based on the object of improving a heat pump system for an electrically operated vehicle and a method for operating a heat pump system for an electrically operated vehicle.This object is achieved by a heat pump system W for an electrically operated vehicle having the features of claim 1, which is characterized in that the heat pump system W is designed such that, in a first operating state of the heat pump system W, a coolant flow flows through the first heat source in the first flow section and / or through the second heat source in the second flow section, then through the aforementioned valve V1 and then through the first heat exchanger in the third flow section, and that, in a second operating state of the heat pump system W, on the one hand, a first coolant flow flows through the first heat source in the first flow section and / or through the second heat source in the second flow section, then through the aforementioned valve V1 and then through the fourth flow section, and, on the other hand, a second coolant flow flows through the second heat exchanger in the fifth flow section, thereafter, the flow passes through the above valve V 1 and then through the first heat exchanger in the third flow portion. Furthermore, this object is achieved by a method for operating a heat pump system W having the features of claim 11. The dependent claims relate to advantageous further developments of the invention.An important advantage of the invention is, in particular, that a heat pump system for an electrically operated vehicle and a method for operating a heat pump system for an electrically operated vehicle are improved. Due to the inventive design of the heat pump system W and the inventive method, it is possible to substantially improve the efficiency of the heat pump system W and thus of a thermal management system, equipped therewith, of an electrically operated vehicle in a manner that is simple in terms of circuit technology. This is because a very flexible heat-transferring coupling between heat sources of the heat pump system W and heat sinks of the heat pump system W can be realized by means of the heat pump system W according to the invention. Correspondingly, thermal management tasks, which are complex per se, for electrically operated vehicles are also substantially simpler and thus can be solved more cost-effectively.In principle, the heat pump system W according to the invention can be freely selected within wide suitable limits in terms of type, mode of operation, components, material and dimensioning. For example, the heat pump system W according to the invention can be used advantageously for an electrically operated vehicle both for pure electric vehicles and for so-called hybrid vehicles, that is to say vehicles which have, on the one hand, an internal combustion engine and, on the other hand, an electric motor for driving the vehicle. In particular, this is intended for land vehicles, such as road vehicles or the like. However, the invention is also applicable to other types of vehicles. According to the above-mentioned embodiments, the process according to the invention can also be freely selected within wide suitable limits.An advantageous development of the heat pump system W according to the invention provides that the heat pump system W is designed in such a way that a fluidic bypass of the first heat exchanger is made possible by means of the fourth flow section for the coolant, preferably that the fourth flow section is designed as a flow section arranged fluidically parallel to the third flow section. In this way, the aforementioned advantages according to the invention can be realized in a manner which is particularly simple from a constructional, manufacturing and circuit standpoint.A further advantageous development of the heat pump system W according to the invention provides that the heat pump system W is designed such that, in a third operating state of the heat pump system W, a coolant flow flows through the first heat source in the first flow section and / or through the second heat source in the second flow section, then through the aforementioned valve V 1 and then through the second heat exchanger in the fifth flow section. The advantages of the invention are thereby further increased.Accordingly, an advantageous development of the method according to the invention provides that, in a third operating state of the heat pump system W, a coolant flow flows through the first heat source in the first flow section and / or through the second heat source in the second flow section, then through the valve V 1 and then through the second heat exchanger in the fifth flow section.An advantageous development of the aforementioned embodiment of the heat pump system W according to the invention provides that, in the third operating state of the heat pump system W, the first heat source in the first flow section and / or the second heat source in the second flow section is / are connected in a flow-conducting manner to the second heat exchanger in the fifth flow section by means of the fourth flow section. In this way, the advantage of the aforementioned development of the heat pump system W according to the invention can be implemented in a particularly simple manner from a circuit standpoint.Accordingly, an advantageous development of the method according to the invention provides that, in the third operating state of the heat pump system W, a coolant flow flows through the first heat source in the first flow section and / or through the second heat source in the second flow section, then through the valve V 1, then through the fourth flow section and then through the second heat exchanger in the fifth flow section.As already explained above, the heat pump system W according to the invention can be freely selected within wide suitable limits. It is expediently provided that the valve system V has at least one 5-way valve, preferably that the aforementioned valve V 1 is designed as a 5-way valve, particularly preferably that the valve system V comprises at most two valves. As a result, the valve system V and thus the heat pump system W according to the invention can be realized in a very simple manner in terms of design, production technology and circuitry, despite the complex connection possibilities made possible therewith. This applies in particular to the preferred and in particular to the particularly preferred embodiment of this refinement, wherein the particularly preferred embodiment provides, for example, that the at most two valves of the valve system V are designed, on the one hand, as a 6-way valve and, on the other hand, as a 5-way valve.Another advantageous development of the heat pump system W according to the invention provides that the first heat source is designed as at least one component of a drive train of the electrically operated vehicle, preferably that the first heat source comprises power electronics of this vehicle and / or an electric motor of this vehicle. The aforementioned at least one component is a very important component of a heat pump system. At least one further important component of a heat pump system and therefore also of the heat pump system W according to the invention is: a vehicle battery of the vehicle for supplying the electric motor and the power electronics with electrical energy and / or an interior radiator for heating vehicle cabin air of a vehicle cabin of the vehicle and / or a coolant-cooled condenser for cooling the refrigerant and / or a coolant tank for storing the coolant.In the same context, in further advantageous refinements of the heat pump system W according to the invention, it is provided that the second heat source is designed as a liquid-cooled condenser for absorbing heat from the refrigerant into the coolant and / or that the first heat exchanger is designed as a radiator for exchanging heat between the coolant and a free environment and / or that the second heat exchanger is designed as a chiller for discharging heat from the coolant to the refrigerant. By means of the aforementioned radiator, a heat transfer is also made possible between the vehicle on the one hand and the open environment, that is to say ambient air, on the other hand. A preferred embodiment of this refinement provides that this radiator is designed as a front radiator and represents a particularly advantageous embodiment of this refinement. By means of the chiller, a heat transfer is made possible between the coolant system on the one side and the refrigerant system on the other side. The possibility of combining a wide variety of heat sources for operating the heat pump, i.e. the heat pump system W according to the invention, is of outstanding importance. For this purpose, it is necessary to conduct the corresponding heat flows, for example, through the chiller.Furthermore, a further advantageous development of the heat pump system W according to the invention provides that the heat pump system W is designed such that a coolant flow from a valve of the valve system V, which valve is connected in a flow-conducting manner directly to the first and directly to the second flow section, namely the aforementioned valve V 1, is formed proportionally from a coolant flow of the first flow section and from a coolant flow of the second flow section. In this way, the coolant flow from the aforementioned valve V 1 and thus the heat flow to at least one of the two heat exchangers of the heat pump system W according to the invention can be adjusted in proportion to the coolant flows and thus the heat flows in the first and the second flow section. The term "direct" used here is synonymous with "direct", and accordingly the aforementioned valve V 1 is connected to the first and the second flow section in a flow-conducting manner, i.e. without the fluidic interconnection of another component of the heat pump system W according to the invention. Of course, embodiments of the invention according to this refinement are basically conceivable in which the aforementioned direct flow-conducting connection between the first and the second flow section and the valve V 1 is limited to predefined operating states of a greater number of different operating states of the heat pump system W according to the invention.Accordingly, an advantageous further development of the method according to the invention provides that a coolant flow from a valve of the valve system V, namely the valve V 1, which valve is connected in a flow-conducting manner directly to the first and directly to the second flow section, is formed proportionally from a coolant flow of the first flow section and from a coolant flow of the second flow section.The invention is explained in more detail below with reference to the appended, roughly schematic drawing. The following shows: FIG. 1 shows an exemplary embodiment of the heat pump system W according to the invention for carrying out the method according to the invention on the basis of a process diagram, with the heat pump system W in the first operating state, FIG. 2 shows the exemplary embodiment in an analogous illustration to FIG. 1 in the second operating state, FIG. 3 shows the exemplary embodiment in an analogous illustration to FIG. 1 in the third operating state, and FIGS. 4 to 21 show the exemplary embodiment in an analogous illustration to FIG. 1 in a fourth to twenty-first operating state.FIGS. 1 to 21 show an exemplary embodiment of the heat pump system W according to the invention for carrying out the method according to the invention purely by way of example, the respective FIGS. 1 to 21 being assigned the same number of operating states. Accordingly, FIG. 4 is assigned, for example, the fourth operating state and FIG. 21 the twenty-first operating state. While all reference numerals are present in FIG. 1, these are reduced in FIGS. 2 to 21 for reasons of clarity. The reference numerals not present in FIGS. 2 to 21 can be deduced, however, from a combination of the respective FIGS. 2 to 21 with FIG. 1.The heat pump system W for an electrically operated vehicle, not shown in detail, comprises a coolant side for circulating a coolant, not shown, and a refrigerant side, which is fluidically separated from the coolant side for circulating a refrigerant, not shown, wherein the coolant side and the refrigerant side are in a heat transfer connection, and wherein the coolant side has a first flow section 10 for the coolant with a first heat source 12, a second flow section 20 for the coolant with a second heat source 22, a third flow section 30 for the coolant with a first heat exchanger 32, a fourth flow section 40 for the coolant, a fifth flow section 50 for the coolant with a second heat exchanger 52, a coolant pump system K and a valve system V with at least two valves V 1, V 2 for distributing the coolant on the coolant side.According to the invention, the heat pump system W is configured such that, in a first operating state of the heat pump system W, a coolant flow flows through the first heat source 12 in the first flow section 10 and / or through the second heat source 22 in the second flow section 20, then through the aforementioned valve V 1 and then through the first heat exchanger 32 in the third flow section 30, and that, in a second operating state of the heat pump system W, on the one hand, a first coolant flow flows through the first heat source 12 in the first flow section 10 and / or through the second heat source 22 in the second flow section 20, then through the aforementioned valve V 1 and then through the fourth flow section 40, and, on the other hand, a second coolant flow flows through the second heat exchanger 52 in the fifth flow section 50, then through the aforementioned valve V 1 and then through the first heat exchanger 32 in the third flow section 30. See FIGS. 1 and 2.In FIGS. 1 to 21, thick solid lines of the coolant system indicate flow portions through which coolant has flowed, while thin solid lines of the coolant system indicate flow portions which have not flowed in the respective illustrated operating state of coolant. In contrast, the flow paths through which coolant flows in the valves V 1, V 2 of the valve system V are always drawn with thin solid lines.Flow arrows serve to represent the respective flow direction of the coolant. The refrigerant side is shown in FIGS. 1 to 21 by a dashed outline in the drawing and is explained here only to the extent required for understanding the invention.The first heat source 12 is designed here as at least one component of a drive train of the electrically operated vehicle, wherein the first heat source 12 comprises power electronics of this vehicle and an electric motor of this vehicle. The second heat source 22 is formed as a liquid-cooled condenser for absorbing heat from the refrigerant into the coolant in the present exemplary embodiment. Furthermore, in the second flow section 20, downstream of the condenser 22, an air heater 24 for heating an interior air of a vehicle cabin of the vehicle, that is to say the vehicle cabin air, is arranged. The first heat exchanger 32 is formed as a radiator, namely, a front radiator of the vehicle, for exchanging heat between the coolant and an open environment. The second heat exchanger 52 is formed as a chiller for releasing heat from the coolant to the refrigerant.In the present exemplary embodiment, the heat pump system W is furthermore designed in such a way that a fluidic bypass of the first heat exchanger 32 is made possible by means of the fourth flow section 40 for the coolant, wherein the fourth flow section 40 is designed, for example, as a flow section arranged fluidically parallel to the third flow section 30. In addition, the heat pump system W is designed such that a coolant flow from a valve of the valve system V, namely the aforementioned valve V 1, which is connected in a flow-conducting manner directly to the first and directly to the second flow section 10, 20, is formed proportionally from a coolant flow of the first flow section 10 and from a coolant flow of the second flow section 20. The valve V 1 is designed here as a 5-way valve. In addition to the valve V 1, the valve system V also comprises only the second valve V 2, wherein the valve V 2 is designed here as a 6-way valve. The coolant pump system K has a total of three coolant pumps K 1, K 2 and K 3. See, for example, FIG. 1.In addition to the above components, the heat pump system W further includes the following components: a vehicle battery 62 in a sixth flow section 60 of the coolant system; and a coolant tank 72 in a seventh flow section 70 of the coolant system. The refrigerant system of the heat pump system W is constructed in a manner known per se to the person skilled in the art and will not be explained in more detail here.Furthermore, in the present exemplary embodiment, the heat pump system W is configured such that, in a third operating state of the heat pump system W, a coolant flow flows through the first heat source 12 in the first flow section 10 and / or through the second heat source 22 in the second flow section 20, then through the aforementioned valve V 1 and then through the second heat exchanger 52, namely the chiller, in the fifth flow section 50. In this regard, see FIG. 3. As can likewise be seen from FIG. 3, the heat pump system W is furthermore designed here in such a way that, in the third operating state of the heat pump system W, the first heat source 12 in the first flow section 10 and / or the second heat source 22 in the second flow section 20 are / is connected in a flow-conducting manner by means of the fourth flow section 40 to the second heat exchanger 52, namely the chiller, in the fifth flow section 50.The mode of operation of the heat pump system W according to the invention and the method according to the invention for operating it according to the present exemplary embodiment are explained in more detail below with reference to FIGS. 1 to 21.In the first operating state of the heat pump system W, a coolant flow flows through the first heat source 12 in the first flow section 10 and / or through the second heat source 22 in the second flow section 20, then through the valve V 1 and then through the first heat exchanger 32 in the third flow section 30. see FIG. 1 in this regard. The drive train with the heat source 12 is cooled via the radiator 32. The valve V1 directs the heated coolant flow from the drive train with the heat source 12 to the radiator 32; after the radiator 32, the coolant is returned via the valve V2 to the drive train, i.e. the flow section 10. The liquid cooled condenser 22, LCC for short, is cooled via the radiator 32. The valve V 1 directs the heated coolant flow from the LCC 22 to the radiator 32 After the radiator 32, the coolant is recirculated via the valve V 2. The feed line to the valve V 1 separate from the drive train allows a parallel arrangement of the LCC 22 and drive train with respect to the radiator 32, so that the components 12, 22 can each be cooled with the cool coolant from the radiator 32. This improves system efficiency over a series arrangement in which the LCC 22 must be cooled with the warm coolant from the powertrain, namely the heat source 12. The valve V 1 enables a proportional distribution of the coolant flow between the drive train, namely the heat source 12, and the LCC 22. As a result, the cooling for the refrigerant system, that is to say the LCC 22, can be adjusted as required. The vehicle battery 62, battery for short, is cooled via the chiller 52. The interior, i.e. the vehicle cabin, is cooled, if necessary, via an interior evaporator of the refrigerant system.In contrast, in the second operating state of the heat pump system W, it is provided that, on the one hand, a first coolant flow flows through the first heat source 12 in the first flow section 10 and / or through the second heat source 22 in the second flow section 20, then through the valve V 1 and then through the fourth flow section 40, and, on the other hand, a second coolant flow flows through the second heat exchanger 52, namely the chiller, in the fifth flow section 50, then through the valve V 1 and then through the first heat exchanger 32 in the third flow section 30. In this regard, see FIG. 2, the battery 62 and the drive train, i.e., the heat source 12, are connected in series, so that the waste heat of the drive train, namely, the heat source 12, heats the battery 62. The chiller 52 is connected to and supplies subcooled coolant to the radiator 32 such that ambient air flowing through the radiator 32 gives up heat to the coolant. The corresponding heat is then transferred from the chiller 52 to the refrigerant system of the heat pump system W. The LCC 22 outputs heat to the second flow section 20, so that heat is stored therein or is transferred to the vehicle cabin via the air heater 24 designed as an interior radiator. In addition, a part of the heat from the second flow section 20 is proportionally supplied to the battery 62 via the valve V 1, so that the battery is heated by heat originating from the refrigerant system. The interior air of the vehicle cabin is precooled, namely dried, if necessary via the interior evaporator in the refrigerant system.In the third operating state of the heat pump system W, a coolant flow flows through the first heat source 12 in the first flow section 10 and / or through the second heat source 22 in the second flow section 20, then through the valve V 1 and then through the second heat exchanger 52, namely the chiller, in the fifth flow section 50, wherein the aforementioned coolant flow flows through the first heat source 12 in the first flow section 10 and / or through the second heat source 22 in the second flow section 20, then through the valve V 1, then through the fourth flow section 40 and then through the second heat exchanger 52 in the fifth flow section 50. In this regard, see FIG. 3. the battery 62 is thermally separated from a remainder of the heat pump system W. The chiller 52 is connected to the drive train, namely the heat source 12, and supplies subcooled coolant to this drive train, so that the drive train, that is to say the heat source 12, outputs heat to the coolant. The corresponding heat is then transferred from the chiller 52 to the refrigerant system. The LCC 22 outputs heat to the second flow portion 20 so that heat is stored therein or is transferred to the vehicle cabin via the interior radiator 24. In addition, a part of the heat from the second flow section 20 is proportionally supplied to the chiller 52 via the valve V 1, so that this heat is transferred again to the refrigerant system. The cooled coolant then flows back into the second flow section 20 via the valve V 2. As a result, additional waste heat is generated in a compressor of the refrigerant system, which is available as additional heating power in the second flow section 20. Optionally, the coolant pumps K 1 and K 2 can be controlled in a manner such that the volume flow through the drive train, namely the first flow section 10, is reduced to a minimum. As a result, in a warm-up phase, the influence of the thermal mass of the drive train and thus the time required for heating the second flow section 20 can be reduced. If necessary, the interior air is precooled, i.e. dried, in the refrigerant system via the interior evaporator.The coolant flow from the valve V 1 of the valve system V, which is connected in a flow-conducting manner directly to the first and directly to the second flow section 10, 20, is formed in the operating states illustrated according to FIGS. 1 to 3 in each case proportionally from a coolant flow of the first flow section 10 and from a coolant flow of the second flow section 20. Of course, it is possible by means of the valve V 1 to reduce the coolant flow from the first or the second flow section 10, 20 to zero.The further operating states of the heat pump system W are:In the fourth operating state according to FIG. 4, the drive train, i.e. the heat source 12, is cooled via the radiator 32. The valve V 1 directs the heated coolant flow from the powertrain to the radiator 32 After the radiator 32, the coolant is returned to the powertrain via the valve V 2. The LCC 22 outputs heat to the second flow portion 20 so that heat is stored therein or is transferred to the vehicle cabin via the interior radiator 24, as necessary. The battery 62 is cooled via the chiller 52. The interior, i.e. the vehicle cabin, is cooled as required via the interior evaporator in the refrigerant system.In the fifth operating state according to FIG. 5, the battery 62 is thermally separated from the rest of the heat pump system W. The drive train, i.e. the first flow section 10, is connected to itself via the two valves V 1 and V 2 and is heated by its own waste heat. The chiller 52 is connected to and supplies subcooled coolant to the radiator 32 such that ambient air flowing through the radiator 32 gives up heat to the coolant. The corresponding heat is then transferred from the chiller 52 to the refrigerant system. The LCC 22 outputs heat to the second flow portion 20 so that heat is stored therein or is transferred to the vehicle cabin via the interior radiator 24, as necessary. The interior air of the vehicle cabin, not shown in FIGS. 1 to 21, is precooled, i.e. dried, as required via the interior evaporator in the refrigerant system.In the sixth operating state according to FIG. 6, the battery 62 is thermally separated from the rest of the heat pump system W. The chiller 52 is connected to the drive train, i.e. the heat source 12, and supplies subcooled coolant to this, such that the drive train gives off heat to the coolant. The corresponding heat is then transferred from the chiller 52 to the refrigerant system. The chiller 52 is also connected to the radiator 32 and supplies this with subcooled coolant, so that the ambient air, not shown in FIGS. 1 to 21, which flows through the radiator 32, gives off heat to the coolant. The corresponding heat is then transferred from the chiller 52 to the refrigerant system. The coolant flow through the radiator 32 and the drive train is divided via the ratio of the pump powers of the coolant pumps K 1 and K 3. The LCC 22 outputs heat to the second flow portion 20 so that heat is stored therein or is transferred to the vehicle cabin via the interior radiator 24, as necessary. In addition, a part of the heat from the second flow section 20 is proportionally supplied to the chiller 52 via the valve V 1, so that this heat is transferred again to the refrigerant system. The cooled coolant then flows back into the second flow section 20 via the valve V 2. As a result, additional waste heat is generated in the compressor, which is available as additional heating power in the second flow section 20. Optionally, the coolant pumps K 1 and K 2 can be controlled in a manner such that the volume flow through the drive train, i.e. the first flow section 10, is reduced to a minimum. As a result, in a warm-up phase, the influence of the thermal mass of the drive train and thus the time required for heating the second flow section 20 can be reduced. The interior air is precooled, i.e. dried, as required via the interior evaporator in the refrigerant system.In the seventh operating state according to FIG. 7, the battery 62 is thermally separated from the rest of the heat pump system W. The chiller 52 is connected to the drive train, i.e. the first flow section 10, and supplies subcooled coolant to this, so that the drive train gives off heat to the coolant. The corresponding heat is then transferred from the chiller 52 to the refrigerant system. The chiller 52 is also connected to and supplies subcooled coolant to the radiator 32 such that the ambient air flowing through the radiator 32 gives up heat to the coolant. The corresponding heat is then transferred from the chiller 52 to the refrigerant system. The coolant flow is divided by the ratio of the pump powers of the coolant pumps K 1 and K 3. The LCC 22 outputs heat to the second flow portion 20 so that heat is stored therein or is transferred to the vehicle cabin via the interior radiator 24, as necessary. The interior air is precooled, i.e. dried, as required via the interior evaporator in the refrigerant system.In the eighth operating state according to FIG. 8, the battery 62 is thermally separated from the rest of the heat pump system W. The chiller 52 is connected to the drive train, i.e. the first flow section 10, and supplies subcooled coolant to this, so that the drive train gives off heat to the coolant. The corresponding heat is then transferred from the chiller 52 to the refrigerant system. The LCC 22 outputs heat to the second flow portion 20 so that heat is stored therein or is transferred to the vehicle cabin via the interior radiator 24, as necessary. The interior air is precooled, i.e. dried, as required via the interior evaporator in the refrigerant system.In the ninth operating state according to FIG. 9, the chiller 52 is connected in series with the battery 62 and then with the drive train, i.e. the first flow section 10, and supplies this subcooled coolant, so that the battery 62 and the drive train emit heat to the coolant. The corresponding heat is then transferred from the chiller 52 to the refrigerant system. By means of the valve V 2, it is possible to set which portion of the coolant flow from the first flow section 10 is conducted via the chiller 52 and then to the battery 62, and which portion bypasses the chiller 52 and reaches the battery 62 directly. As a result, the amount of heat to the chiller 52 can be controlled as required. The chiller 52 is also connected to and supplies subcooled coolant to the radiator 32 such that the ambient air flowing through the radiator 32 gives up heat to the coolant. The corresponding heat is then transferred from the chiller 52 to the refrigerant system. The coolant flow is divided by the ratio of the pump powers of the coolant pumps K 1 and K 3. The LCC 22 outputs heat to the second flow portion 20 so that heat is stored therein or is transferred to the vehicle cabin via the interior radiator 24, as necessary. In addition, a part of the heat from the second flow section 20 is proportionally supplied to the chiller 52 via the valve V 1, so that this heat is transferred again to the refrigerant system. The cooled coolant then flows back to the battery 62 via the valve V 2. As a result, additional waste heat is generated in the compressor, which is available as additional heating power in the second flow section 20. The interior air is precooled, i.e. dried, as required via the interior evaporator in the refrigerant system.In the tenth operating state according to FIG. 10, the chiller 52 is connected in series with the battery 62 and then with the drive train, i.e. the first flow section 10, and supplies this subcooled coolant, so that the battery 62 and the drive train emit heat to the coolant. The corresponding heat is then transferred from the chiller 52 to the refrigerant system. By means of the valve V 2, it is possible to set which portion of the coolant flow from the drive train is conducted via the chiller 52 and then to the battery 62, and which portion bypasses the chiller 52 and reaches the battery 62 directly. As a result, the amount of heat to the chiller 52 can be controlled as required. The chiller 52 is also connected to and supplies subcooled coolant to the radiator 32 such that the ambient air flowing through the radiator 32 gives up heat to the coolant. The corresponding heat is then transferred from the chiller 52 to the refrigerant system. The coolant flow is divided by the ratio of the pump powers of the coolant pumps K 1 and K 3. The LCC 22 outputs heat to the second flow portion 20 so that heat is stored therein or is transferred to the vehicle cabin via the interior radiator 24, as necessary. The interior air is precooled, i.e. dried, as required via the interior evaporator in the refrigerant system.In the eleventh operating state according to FIG. 11, the chiller 52 is connected in series with the battery 62 and then with the drive train, i.e. the first flow section 10, and supplies this subcooled coolant, so that the battery 62 and the drive train emit heat to the coolant. The corresponding heat is then transferred from the chiller 52 to the refrigerant system. By means of the valve V 2, it is possible to set which portion of the coolant flow from the first flow section 10 is conducted via the chiller 52 and then to the battery 62, and which portion bypasses the chiller 52 and reaches the battery 62 directly. As a result, the amount of heat to the chiller 52 can be controlled as required. The LCC 22 outputs heat to the second flow portion 20 so that heat is stored therein or is transferred to the vehicle cabin via the interior radiator 24, as necessary. The interior air is precooled, i.e. dried, as required via the interior evaporator in the refrigerant system.In the twelfth operating state according to FIG. 12, the battery 62 and the drive train, i.e. the first flow section 10, are connected in series, so that the waste heat of the drive train heats the battery 62. By means of the valve V 2, it is possible to set which portion of the coolant flow from the first flow section 10 is selectively conducted via the chiller 52 and then to the battery 62, and which portion bypasses the chiller 52 and reaches the battery 62 directly. As a result, the amount of heat to the chiller 52 and also to the battery 62 can be controlled as required. The chiller 52 is also connected to and supplies subcooled coolant to the radiator 32 such that the ambient air flowing through the radiator 32 gives up heat to the coolant. The corresponding heat is then transferred from the chiller 52 to the refrigerant system. The coolant flow is divided by the ratio of the pump powers of the coolant pumps K 1 and K 3. The LCC 22 outputs heat to the second flow portion 20 so that heat is stored therein or is transferred to the vehicle cabin via the interior radiator 24, as necessary. In addition, a part of the heat from the second flow section 20 is proportionally supplied to the chiller 52 via the valve V 1, so that this heat is transferred again to the refrigerant system. Thereafter, the cooled coolant returns to the battery 62 via the valve V 2. As a result, additional waste heat is generated in the compressor, which is available as additional heating power in the second flow section 20. The interior air is precooled, i.e. dried, as required via the interior evaporator in the refrigerant system.In the thirteenth operating state according to FIG. 13, the battery 62 and the drive train, i.e. the first flow section 10, are connected in series, so that the waste heat of the drive train heats the battery 62. By means of the valve V 2, it is possible to set which portion of the coolant flow from the first flow section 10 is selectively conducted via the chiller 52 and then to the battery 62, and which portion bypasses the chiller 52 and reaches the battery 62 directly. As a result, the amount of heat to the chiller 52 and also to the battery 62 can be controlled as required. The chiller 52 is also connected to and supplies subcooled coolant to the radiator 32 such that the ambient air flowing through the radiator 32 gives up heat to the coolant. The corresponding heat is then transferred from the chiller 52 to the refrigerant system. The coolant flow is divided by the ratio of the pump powers of the coolant pumps K 1 and K 3. The LCC 22 outputs heat to the second flow portion 20 so that heat is stored therein or is transferred to the vehicle cabin via the interior radiator 24, as necessary. The interior air is precooled, i.e. dried, as required via the interior evaporator in the refrigerant system.In the fourteenth operating state according to FIG. 14, the battery 62 and the drive train, i.e. the first flow section 10, are connected in series, so that the waste heat of the drive train heats the battery 62. By means of the valve V 2, it is possible to set which portion of the coolant flow from the first flow section 10 is selectively conducted via the chiller 52 and then to the battery 62, and which portion bypasses the chiller 52 and reaches the battery 62 directly. As a result, the amount of heat to the chiller 52 and also to the battery 62 can be controlled as required. The LCC 22 outputs heat to the second flow portion 20 so that heat is stored therein or is transferred to the vehicle cabin via the interior radiator 24, as necessary. The interior air is precooled, i.e. dried, as required via the interior evaporator in the refrigerant system.In the fifteenth operating state according to FIG. 15, the battery 62 and the drive train, i.e. the first flow section 10, are connected in series, so that the waste heat of the drive train heats the battery 62. The chiller 52 is connected to and supplies subcooled coolant to the radiator 32 such that ambient air flowing through the radiator 32 gives up heat to the coolant. The corresponding heat is then transferred from the chiller 52 to the refrigerant system. The LCC 22 outputs heat to the second flow portion 20 so that heat is stored therein or is transferred to the vehicle cabin via the interior radiator 24, as necessary. The interior air is precooled, i.e. dried, as required via the interior evaporator in the refrigerant system.In the sixteenth operating state according to FIG. 16, the battery 62 and the drive train, i.e. the first flow section 10, are connected in series, so that the waste heat of the drive train heats the battery 62. If necessary, the interior air is pre / cooled in the refrigerant system via the interior evaporator, i.e. dried. The LCC 22 outputs heat to the second flow portion 20 as needed, so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 24. In addition, a part of the heat from the second flow section 20 is proportionally supplied to the battery 62 via the valve V 1, so that the battery is heated by heat originating from the refrigerant system.In the seventeenth operating state according to FIG. 17, the battery 62 and the drive train, i.e. the first flow section 10, are connected in series, so that the waste heat of the drive train heats the battery 62. If necessary, the interior air is pre / cooled in the refrigerant system via the interior evaporator, i.e. dried. The LCC 22 outputs heat to the second flow portion 20 as needed, so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 24.In the eighteenth operating state according to FIG. 18, the battery 62 and the drive train, i.e. the first flow section 10, are connected in series to the radiator 32, so that the waste heat from the battery 62 and the drive train can be transferred to the open environment. If necessary, the interior air is pre / cooled in the refrigerant system via the interior evaporator, i.e. dried. The LCC 22 outputs heat to the second flow portion 20 as needed, so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 24. In addition, a part of the heat, namely surplus heat, from the second flow portion 20 is also supplied to the radiator 32 in proportion via the valve V 1.In the nineteenth operating state according to FIG. 19, the battery 62 and the drive train, i.e. the first flow section 10, are connected in series with the radiator 32, such that the waste heat from the battery 62 and the drive train can be transferred to the open environment. If necessary, the interior air is pre / cooled via the interior evaporator of the refrigerant system, i.e. dried. The LCC 22 outputs heat to the second flow portion 20 as needed, so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 24.In the twentieth operating state according to FIG. 20, the drive train, i.e. the first flow section 10, is connected in series to the radiator 32, so that the waste heat of the drive train can be transferred to the free environment. The battery 62 is thermally separated from the rest of the heat pump system W. The interior air is pre / cooled, i.e. dried, as required via the interior evaporator of the refrigerant system. The LCC 22 outputs heat to the second flow portion 20 as needed, so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 24. In addition, a part of the heat, namely surplus heat, from the second flow portion 20 is also supplied to the radiator 32 in proportion via the valve V 1.In the twenty-first operating state according to FIG. 21, the drive train, i.e. the first flow section 10, is connected in series with the radiator 32, so that the waste heat of the drive train can be transferred to the free environment. The battery 62 is thermally separated from the rest of the heat pump system W. The interior air is pre / cooled, i.e. dried, as required via the interior evaporator of the refrigerant system. The LCC 22 outputs heat to the second flow portion 20 as needed, so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 24.The invention is not limited to the present embodiment. For example, the invention can also be used advantageously in other vehicles. Reference is also made to the relevant explanations in the introduction to the description and to the alternatives and options mentioned in the specific exemplary embodiment.List of reference characters10 First flow section 12 First heat source, designed as power electronics and electric motor 20 Second flow section 22 Second heat source, designed as liquid-cooled condenser, LCC for short, designed as 24 air heater, designed as interior radiator 30 Third flow section 32 First heat exchanger, designed as front radiator 40 Fourth flow section 50 Fifth flow section 52 Second heat exchanger, designed as chiller 60 Sixth flow section 62 Vehicle battery, for short battery 70 Seventh flow section 72 Coolant tank K Coolant pump system with the coolant pumps K 1, K 2 and K 3 V Valve system with the valves V 1 and V 2 W Heat pump system

Claims

Heat pump system W for an electrically operated vehicle, comprising a coolant side for circulating a coolant and a refrigerant side for circulating a refrigerant, which refrigerant side is fluidically separated from the coolant side, wherein the coolant side and the refrigerant side are in a heat transfer connection, and wherein the coolant side has a first flow section (10) for the coolant with a first heat source (12), a second flow section (20) for the coolant with a second heat source (22), a third flow section (30) for the coolant with a first heat exchanger (32), a fourth flow section (40) for the coolant, a fifth flow section (50) for the coolant with a second heat exchanger (52), a coolant pump system K and a valve system V with at least two valves V1, V2 for distributing the coolant on the coolant side, characterized in that, the heat pump system W being configured in such a way that - in a first operating state of the heat pump system W, a coolant flow flows through the first heat source (12) in the first flow section (10) and / or through the second heat source (22) in the second flow section (20), then through the aforementioned valve V1 and then through the first heat exchanger (32) in the third flow section (30), and - that, in a second operating state of the heat pump system W, on the one hand, a first coolant flow flows through the first heat source (12) in the first flow section (10) and / or through the second heat source (22) in the second flow section (20), then through the aforementioned valve V1 and then through the fourth flow section (40), and, on the other hand, a second coolant flow flows through the second heat exchanger (52) in the fifth flow section (50), thereafter, the flow passes through the above valve V1 and then through the first heat exchanger (32) in the third flow section (30).Heat pump system according to Claim 1, characterized in that the heat pump system W is designed in such a way that a fluidic bypass of the first heat exchanger (32) is made possible by means of the fourth flow section (40) for the coolant, preferably in that the fourth flow section (40) is designed as a flow section arranged fluidically parallel to the third flow section (30).Heat pump system according to claim 1 or 2, characterised in that the heat pump system W is configured such that, in a third operating state of the heat pump system W, a coolant flow flows through the first heat source (12) in the first flow section (10) and / or through the second heat source (22) in the second flow section (20), then through the aforementioned valve V1 and then through the second heat exchanger (52) in the fifth flow section (50).Heat pump system according to claim 3, characterised in that the heat pump system W is designed such that, in the third operating state of the heat pump system W, the first heat source (12) in the first flow section (10) and / or the second heat source (22) in the second flow section (20) are / is connected in a flow-conducting manner to the second heat exchanger (52) in the fifth flow section (50) by means of the fourth flow section (40).Heat pump system according to one of Claims 1 to 4, characterized in that the valve system V has at least one 5-way valve, preferably in that the abovementioned valve V1 is designed as a 5-way valve, particularly preferably in that the valve system V comprises at most two valves (V1, V2).Heat pump system according to one of Claims 1 to 5, characterized in that the first heat source (12) is designed as at least one component of a drive train of the electrically operated vehicle, preferably in that the first heat source (12) comprises power electronics of this vehicle and / or an electric motor of this vehicle.Heat pump system according to one of Claims 1 to 6, characterized in that the second heat source (22) is designed as a liquid-cooled condenser for absorbing heat from the refrigerant into the coolant.Heat pump system according to one of Claims 1 to 7, characterized in that the first heat exchanger (32) is designed as a radiator for exchanging heat between the coolant and a free environment.Heat pump system according to one of Claims 1 to 8, characterized in that the second heat exchanger (52) is designed as a chiller for discharging heat from the coolant to the refrigerant.Heat pump system according to one of Claims 1 to 9, characterized in that the heat pump system W is designed in such a way that a coolant flow from a valve of the valve system V which is connected in a flow-conducting manner directly to the first and directly to the second flow section (10, 20), namely the aforementioned valve V1, is formed proportionally from a coolant flow of the first flow section (10) and from a coolant flow of the second flow section (20).Method for operating a heat pump system W according to one of Claims 1 to 10, according to which - in a first operating state of the heat pump system W, a coolant flow flows through the first heat source (12) in the first flow section (10) and / or through the second heat source (22) in the second flow section (20), then through the valve V1 and then through the first heat exchanger (32) in the third flow section (30), and - in a second operating state of the heat pump system W, on the one hand, a first coolant flow flows through the first heat source (12) in the first flow section (10) and / or through the second heat source (22) in the second flow section (20), then through the valve V1 and then through the fourth flow section (40), and, on the other hand, a second coolant flow flows through the second heat exchanger (52) in the fifth flow section (50), thereafter, it flows through the valve V1 and thereafter through the first heat exchanger (32) in the third flow section (30).Method according to claim 11, characterised in that in a third operating state of the heat pump system W a coolant flow flows through the first heat source (12) in the first flow section (10) and / or through the second heat source (22) in the second flow section (20), then through the valve V1 and then through the second heat exchanger (52) in the fifth flow section (50).Method according to claim 12, characterised in that in the third operating state of the heat pump system W a coolant flow flows through the first heat source (12) in the first flow section (10) and / or through the second heat source (22) in the second flow section (20), thereafter through the valve V1, thereafter through the fourth flow section (40) and thereafter through the second heat exchanger (52) in the fifth flow section (50).Method according to one of Claims 11 to 13, characterized in that a coolant flow is formed proportionally from a valve of the valve system V, namely the valve V1, which valve is connected in a flow-conducting manner directly to the first and directly to the second flow section (10, 20), namely from a coolant flow of the first flow section (10) and from a coolant flow of the second flow section (20).

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