THERMAL MANAGEMENT SYSTEM FOR A MOTOR VEHICLE WITH A TEMPERATURE CONTROL SYSTEM AND A SEPARATE TRANSFER SYSTEM

Description

[0001] The invention relates to a motor vehicle, in particular an electric vehicle, i.e., a motor vehicle that can be driven exclusively by at least one electric traction motor. Specifically, the invention relates to a thermal management system for such a motor vehicle, by means of which, on the one hand, the temperature control, i.e., cooling or heating as needed, of functional components and, on the other hand, the temperature control of an interior of the motor vehicle is possible.

[0002] A particular focus in the design of a thermal management system for an electric vehicle is to keep the consumption of electrical energy for temperature control of both the functional components and the interior as low as possible, which can be achieved, among other things, by using as much of the waste heat generated during temperature control at one point as possible for temperature control at another point, so that active, particularly electrical, generation of heat energy can be dispensed with to this extent.

[0003] It is known to use an air conditioning system, which can be used to cool the interior in particular, as a heat pump if necessary in order to utilize the waste heat generated for temperature control elsewhere. Such an air conditioning system for an electric motor vehicle is disclosed in US 2019 / 0092121 A1.

[0004] US 2019 / 047352 A1 discloses a motor vehicle with a thermal management system comprising a temperature control system into which a plurality of functional components to be temperature-controlled, an ambient heat exchanger, a heater core heat exchanger, and two connecting heat exchangers are integrated. Furthermore, a transfer system fluidically separated from the temperature control system is provided, which also integrates the connecting heat exchangers.

[0005] DE 10 2012 108 043 A1 describes a motor vehicle with a thermal management system that includes a temperature control system and a fluidically separated transfer system, which are coupled to each other via a total of three connecting heat exchangers.

[0006] DE 10 2014 111 971 A1 discloses a motor vehicle with a thermal management system comprising a temperature control system and a fluidically separated transfer system, which are coupled to each other via two connecting heat exchangers.

[0007] The invention is based on the object of specifying a thermal management system for a motor vehicle and in particular an electric vehicle, which enables advantageous temperature control of both functional components and an interior of the motor vehicle.

[0008] This object is achieved in a motor vehicle according to patent claim 1. Advantageous embodiments of the motor vehicle are the subject matter of the further patent claims and emerge from the following description of the invention.

[0009] According to the invention, a motor vehicle is provided with a thermal management system, wherein the thermal management system comprises, on the one hand, a temperature control system into which at least a plurality of functional components to be temperature-controlled, an ambient heat exchanger, and a (first) heating heat exchanger, through which air to be supplied to an interior of the motor vehicle can be temperature-controlled, are integrated. The functional components are preferably at least two from a group comprising the following functional components: an electric traction motor, i.e. an electric motor, by means of which at least a part and at least temporarily, if necessary (always) the entire drive power for driving the motor vehicle is provided; power electronics, in particular for controlling the traction motor; this can in particular comprise a pulse inverter; a traction energy source, i.e. an energy source for electrical energy that is made available to the traction motor for driving the motor vehicle; the traction energy source can in particular be a storage device for electrical energy (traction battery) or any generator for electrical energy, for example a fuel cell; a charger, in particular a charger for a traction energy source designed as a traction battery, wherein the charger in particular also has an interface for connection to an external, i.e.may have an energy source located outside the motor vehicle; and a thermal management system controller, i.e. a control device by which at least one distribution system of the thermal management system can be controlled; the thermal management system controller may be (functionally) integrated into a central control device of the motor vehicle.

[0010] It is provided that each of the functional components and the heating heat exchanger can be connected alternately (i.e. with either one or the other) to both a first connecting heat exchanger (or a first heat exchange side thereof) and a second connecting heat exchanger (or a first heat exchange side thereof) by means of the distribution system of the thermal management system in order to form temperature control circuits in which a temperature control fluid can be conveyed in the circuit by means of one or more temperature control fluid conveying devices, wherein the distribution system comprises a first distribution device which is connected or connectable exclusively to the first connecting heat exchanger (i.e. not also to the second connecting heat exchanger), and a second distribution device which is connected or connectable exclusively to the second connecting heat exchanger (i.e. not also to the first connecting heat exchanger).The first distribution device and / or the second distribution device can preferably be configured as a rotary slide valve (for example, with a spherical or cylindrical valve body) and / or as a linear slide valve (for example, as a foil slide valve). The two distribution devices can be designed separately from one another or independently. However, an integral design, and in particular an arrangement within the same housing, can also be advantageously implemented. Preferably, each distribution device is assigned its own, actively controllable, in particular electrical, actuator to enable independent control of the distribution devices.

[0011] Furthermore, the ambient heat exchanger is integrated or can be integrated into at least one temperature control circuit comprising the first connecting heat exchanger. It can be provided that the temperature control fluid flowing through the corresponding temperature control circuit(s) (i.e., comprising the first connecting heat exchanger and the ambient heat exchanger) is guided through the ambient heat exchanger at least temporarily, and possibly always, for cooling purposes (i.e., for cooling the temperature control fluid).

[0012] An "ambient heat exchanger" is a heat exchanger designed for heat transfer between the temperature control fluid and the ambient air. This heat transfer can serve both to cool the temperature control fluid (due to heat transfer to the ambient air) and to heat the temperature control fluid (due to heat transfer from the ambient air).

[0013] Furthermore, the thermal management system comprises a transfer system that is fluidically separated from the temperature control system and that integrates the first connecting heat exchanger (or a second heat exchange side thereof) and the second connecting heat exchanger (or a second heat exchange side thereof) in at least one (first) transfer circuit.

[0014] The "fluidic separation" of the temperature control system and the transfer system from each other is understood to mean that during operation of these systems, there is no mixing of the temperature control fluid on the one hand and the transfer fluid on the other. Accordingly, it can also be provided that the temperature control fluid is different from the transfer fluid. In particular, it can be provided that the temperature control fluid is a fluid that is liquid at all times during operation of the temperature control system. Accordingly, the temperature control fluid conveying device(s) can also be designed, in particular, as pump(s). The transfer fluid, on the other hand, can be present in both the liquid and gaseous states during operation of the transfer system. The transfer fluid conveying device(s) can thus be designed, in particular, as a pump and / or a compressor.In certain embodiments of a motor vehicle according to the invention, however, it may also be provided to use the same fluid for both the temperature control system and the transfer system.

[0015] The thermal management system of a motor vehicle according to the invention enables advantageous temperature control of the functional components and the interior of the motor vehicle. This is made possible by the provided interconnection between the temperature control system and the transfer system via the two connecting heat exchangers that thermally couple these systems. The transfer circuit, or the transfer fluid flowing therein, can enable advantageous transfer of thermal energy between the connecting heat exchangers, which in turn allows for the most optimal temperature control of the functional components and the interior of the motor vehicle.

[0016] This transfer of thermal energy can be achieved particularly advantageously by means of the transfer system if the transfer fluid conveying device is designed as a compressor and the (first) transfer circuit additionally integrates a throttle. The transfer system then consequently comprises all the components required for functioning as a compression heat pump and / or compression refrigeration machine. This makes it possible to generate particularly high temperature differences using the transfer system, which can have a beneficial effect on the temperature control of the functional components and the interior of the vehicle.

[0017] According to a preferred embodiment of a motor vehicle according to the invention, the ambient heat exchanger can be integrated or integrable into each temperature control circuit comprising at least one of the functional components and the first connecting heat exchanger. This enables the most optimal, needs-based temperature control of these functional components. However, if one of the functional components is the traction energy source, it can also be provided that no temperature control circuit is provided that comprises the traction energy source, the first connecting heat exchanger, and the ambient heat exchanger, which can result in a relatively simple design of the thermal management system.

[0018] Furthermore, it can be provided that the ambient heat exchanger is integrated or can be integrated into at least one temperature control circuit, optionally into each temperature control circuit comprising the second connecting heat exchanger. This can also have an advantageous effect with regard to the most optimal temperature control of the functional components and the interior of the motor vehicle. It can be provided that the temperature control fluid flowing through the corresponding temperature control circuit(s) is guided through the ambient heat exchanger at least temporarily, optionally always for heating purposes (i.e., for heating the temperature control fluid).

[0019] In order to achieve the best possible demand-oriented temperature control, the traction energy source and the traction motor can be integrated into the temperature control system in a parallel arrangement so that the temperature control fluid can flow through them independently of each other.

[0020] Furthermore, it can be provided that, on the one hand, the traction motor and / or at least one functional component of a functional component group comprising the following functional components: the power electronics, the charger, and the thermal management system controller, and, on the other hand, an (ambient heat exchanger) combination consisting of the ambient heat exchanger and an ambient heat exchanger bypass, are integrated in a serial arrangement into the temperature control system, so that, on the one hand, these functional components and, on the other hand, the ambient heat exchanger combination can only ever be flowed through jointly or simultaneously by the temperature control fluid. This can lead to a relatively simple design of the temperature control system and thus of the entire thermal management system of a motor vehicle according to the invention.The term "ambient heat exchanger bypass" is understood to mean a bypass line that can be controlled with regard to flow by means of the distribution system to bypass the ambient heat exchanger, in particular only the ambient heat exchanger.

[0021] According to a preferred embodiment of a motor vehicle according to the invention, when one of the functional components is the traction energy source, temperature control means can be conveyed in a short-circuit circuit comprising the traction energy source and excluding the connecting heat exchangers and the other functional component(s). This enables at least temporary self-temperature control of the traction energy source, in which a uniform distribution of waste heat generated locally within the traction energy source is achieved by means of the short-circuit circuit or by means of the temperature control fluid conveyed therein by means of a temperature control fluid conveying device. This can be particularly advantageous in a traction battery consisting of a plurality of cells.Such thermal decoupling of the traction energy source can also simplify the demand-based temperature control of the other functional components and the interior of the vehicle.

[0022] According to a preferred embodiment of a motor vehicle according to the invention, the transfer system can integrate the first connecting heat exchanger and the second connecting heat exchanger in the first transfer circuit and exclude an air heat exchanger through which the air to be supplied to the interior of the motor vehicle can be tempered additionally (in addition to the heating heat exchanger) or alternatively (instead of the heating heat exchanger). Furthermore, a second transfer circuit can then integrate the first connecting heat exchanger and the air heat exchanger and exclude the second connecting heat exchanger, wherein the distribution system can be used to adjust the transfer fluid to the first transfer circuit and / or the second transfer circuit as needed.This design also enables particularly flexible transfer of heat energy via the transfer system, thus enabling the most optimal, demand-based temperature control of the functional components and the interior of the vehicle. In particular, it allows for advantageous temperature control of the interior of the vehicle, with the air heat exchanger being able to both heat and cool the air supplied to the interior.

[0023] Advantageous temperature control of the interior of the motor vehicle can also be realized in such a motor vehicle according to the invention, which comprises a second heating heat exchanger, wherein the first heating heat exchanger and the second heating heat exchanger can be integrated into the temperature control system, in particular in a parallel arrangement.

[0024] Furthermore, the thermal management system of a motor vehicle according to the invention can comprise an auxiliary heater that is integrated or can be integrated into a temperature control circuit comprising the heater core and the first connecting heat exchanger. This auxiliary heater can serve to heat the temperature control fluid as needed to ensure sufficient heating of the interior regardless of the operating state of the motor vehicle and the waste heat generated in the thermal management system. The auxiliary heater can, in particular, be electrically operated, i.e., it converts electrical energy into thermal energy for heating purposes. However, a design as a burner is also possible, for example.

[0025] The invention is explained in more detail below with reference to exemplary embodiments shown in the drawings. The drawings show, in simplified form: Fig. 1: a motor vehicle according to the invention according to a first embodiment; Fig. 2: a motor vehicle according to the invention according to a second embodiment; Fig. 3: a motor vehicle according to the invention according to a third embodiment; Fig. 4: a motor vehicle according to the invention according to a fourth embodiment; Fig. 5: a motor vehicle according to the invention according to a fifth embodiment; Fig. 6: a motor vehicle according to the invention according to a sixth embodiment; Fig. 7: a motor vehicle according to the invention according to a seventh embodiment; Fig. 8: a motor vehicle according to the invention according to an eighth embodiment; Fig. 9: the thermal management system of the motor vehicle according to the Fig. 8 in a first operating state; Fig. 10: the thermal management system of the motor vehicle according to the Fig. 8 in a second operating state; Fig. 11: the thermal management system of the motor vehicle according to the Fig. 8in a third operating state; Fig. 12: the thermal management system of the motor vehicle according to the Fig. 8 in a fourth operating state; Fig. 13: the thermal management system of the motor vehicle according to the Fig. 8 in a fifth operating state; Fig. 14: the thermal management system of the motor vehicle according to the Fig. 8 in a sixth operating state.

[0026] The Fig. 1shows a first embodiment of a motor vehicle 1 according to the invention. This is designed in the form of an electric vehicle and comprises, as functional components 2, an electric traction motor 2a and a traction battery 2b, from which the traction motor 2a can be supplied with electrical energy in order to drive the motor vehicle 1. Furthermore, the motor vehicle 1 comprises, as functional components 2, power electronics 2c, which is or comprises a pulse-controlled inverter for controlling the traction motor 2a, a thermal management system controller 2d, and a charger 2e, via which the traction battery 2b can be connected to an external energy source (not shown) for charging.

[0027] All of these functional components 2 of the motor vehicle 1 are integrated into a thermal management system of the motor vehicle 1 to ensure their temperature control as required. Such temperature control may be useful or necessary, at least temporarily, both during driving operation of the motor vehicle 1 and during non-use (i.e., no driving operation), in particular during charging of the traction battery 2b (charging operation).

[0028] The thermal management system comprises, on the one hand, a temperature control system 3, within which the aforementioned functional components 2 are integrated, as well as a heating heat exchanger 4, an ambient heat exchanger 5 with an ambient heat exchanger bypass 5a, a first heat exchange side of a first connecting heat exchanger 6, a first heat exchange side of a second connecting heat exchanger 7, several pumps 8 (as temperature control fluid delivery devices), an auxiliary heater 14, a first distribution device 9 and a second distribution device 10, as well as a first control valve 19 and a second control valve 20. The distribution devices 9, 10 and the control valves 19, 20 are components of a distribution system of the thermal management system.

[0029] The distribution devices 9, 10, which are designed, for example, in the form of rotary slide valves or linear slide valves, are each assigned to one of the two connecting heat exchangers 6, 7.

[0030] The heating heat exchanger 4 can be used to control the temperature of air 21 which is to be supplied to an interior of the motor vehicle 1.

[0031] The first control valve 19 is assigned to the (ambient heat exchanger) combination of ambient heat exchanger 5 and ambient heat exchanger bypass 5a. By means of this valve, the temperature control fluid supplied to the ambient heat exchanger combination can be distributed or divided between the ambient heat exchanger 5 and / or the ambient heat exchanger bypass 5a as required.

[0032] The traction motor 2a, the power electronics 2c, the charger 2e, the thermal management system control 2d and the ambient heat exchanger combination are arranged serially in the temperature control system 3.

[0033] The integration of the aforementioned components into the temperature control system 3 means that they are fluidly connected to one another via fluid lines and can be flowed through by temperature control fluid as required. For this purpose, the temperature control fluid is pumped as needed by the pumps 8 and distributed within the temperature control system 3 by means of the distribution system, whereby multiple temperature control circuits can be formed. The temperature control system 3 is designed such that all of the aforementioned functional components 2, the heating heat exchanger 4, and the ambient heat exchanger 5 can be alternately connected to both the first connecting heat exchanger 6 and the second connecting heat exchanger 7 to form a temperature control circuit (comprising the first connecting heat exchanger 6 or the second connecting heat exchanger 7).

[0034] For this interconnection of the temperature control system 3, each of the distribution devices 9, 10 forms two non-switchable connections 11 for connection to the respectively assigned connecting heat exchanger 6, 7. Each of these two connections 11 is fluidly connected to a (connection) group of switchable connections 12. Each of the connection groups comprises at least two switchable connections 12, one of which is fluidly connected to the serially arranged group consisting of the traction motor 2a, the power electronics 2c, the thermal management system controller 2d, the charger 2e, and the ambient heat exchanger combination, and the other of which is fluidly connected to the heater core 4. The auxiliary heater 14 is also integrated into the fluid line that connects one of the switchable connections 12 of the first distribution devices 6 to the heater core 4.

[0035] Furthermore, one of the connection groups of each of the distribution devices 9, 10 comprises a third switchable connection 12, which is fluidly connected to the traction battery 2b. The traction battery 2b is also connected to each of the distribution devices 9, 10 via a non-switchable connection 11. The interconnection of the serially arranged group consisting of the traction motor 2a, the power electronics 2c, the thermal management system controller 2d, the charger 2e, and the ambient heat exchanger combination with the distribution devices 9, 10 is selected such that the two connection sides of this group are connected to different connection groups of the switchable connections 12 of the distribution devices 9, 10.A first connection side of the serially arranged group consisting of the aforementioned functional components 2 and the ambient heat exchanger combination is therefore connected to the connection group of the first distribution device 9, consisting of two switchable connections, and to the connection group of the second distribution device 10, consisting of three switchable connections 12. The second connection side, in contrast, is connected to the connection group of the first distribution device 9, consisting of three switchable connections 12, and to the connection group of the second distribution device 10, consisting of two switchable connections 12. This connection enables a change in the direction in which the temperature control fluid flows through the functional components 2 and the ambient heat exchanger combination of the serially arranged group.

[0036] Furthermore, a short-circuit line 13 is provided, which connects the two fluid lines (branching in the area of ​​the distribution devices 9, 10) via which the traction battery 2b is connected to the two distribution devices 9, 10. The second control valve 20 of the distribution system is assigned to this short-circuit line 13. If required, tempering fluid can be pumped through the second control valve 20 by means of one of the pumps 8 in a short-circuit circuit that otherwise exclusively encompasses the traction battery 2b.

[0037] A total of three pumps 8 are provided, one of which is integrated into the fluid lines connecting the distribution devices 9, 10 to the respective associated connecting heat exchangers 6, 7, and the third into the short-circuit line 13.

[0038] The thermal management system further comprises a transfer system 15 that forms two transfer circuits. Integrated into both transfer circuits, or rather into an integral section thereof, are a compressor 16 (as a transfer fluid conveying device) and a second heat exchange side of the first connecting heat exchanger 6. Integrated into a first transfer circuit are then a first, actively controllable or adjustable throttle 17 (e.g., in the form of an adjustable expansion valve or as a combination of expansion valve and switching valve) and a second heat exchange side of the second connecting heat exchanger 7. Integrated into the second transfer circuit, in contrast, are a second, likewise actively controllable throttle 17 and an air heat exchanger 18, through which air 21, which is to be supplied to the interior of the motor vehicle 1, can be additionally temperature-controlled.

[0039] In principle, thermal energy can be transferred between the various heat exchangers 6, 7, 18 by means of the transfer fluid flowing in the transfer circuits. At the same time, the transfer system 15 is designed such that it can be used both as a compression heat pump and as a compression refrigeration machine.

[0040] When used as a compression heat pump, heat is transferred to the transfer fluid in the second connecting heat exchanger 7 and / or in the air heat exchanger 18, causing the transfer fluid to evaporate. This still relatively cold, gaseous transfer fluid is then compressed by the compressor 16, which (also) increases its temperature. As a result, the transfer fluid in the first connecting heat exchanger 6 can be advantageously used to heat the temperature control fluid also flowing through it. The corresponding heat transfer causes the transfer fluid to condense, with the transfer fluid subsequently being expanded to a lower pressure by means of one of the throttles 17. The cycle of the cyclic process is then closed.

[0041] When the transfer system 15 is used as a compression refrigeration machine, the gaseous transfer fluid is compressed by the compressor 16. In the first connecting heat exchanger 6, the transfer fluid is then liquefied, releasing heat energy. The liquid transfer fluid then flows through at least one of the throttles 17, thereby expanding its pressure. As it subsequently flows through the second connecting heat exchanger 7 and / or the air heat exchanger 18, the transfer fluid evaporates. The cycle is then closed. The heat transfer to the transfer fluid in the second connecting heat exchanger 7 and / or the air heat exchanger 18, which causes the evaporation, can advantageously be used to cool a fluid (temperature control fluid or air 21) also flowing through the corresponding heat exchanger 7, 18.

[0042] When using the transfer system 15 both as a compression heat pump and as a compression refrigeration machine, the first connecting heat exchanger 6 serves as a condenser, and the second connecting heat exchanger 7 and / or the air heat exchanger 18 serves as an evaporator for the transfer fluid. Consequently, it is not necessary to change the flow direction of the transfer fluid for the different uses of the transfer system 15.

[0043] This enables a relatively simple and therefore advantageous design of the transfer system 15.

[0044] The Fig. 2 shows a motor vehicle 1 according to the invention according to a second embodiment, which differs from that according to the Fig. 1only differs in that the charger 2e is integrated into the section of the fluid line that connects the traction battery 2b or the second control valve 20 with the corresponding non-switchable connection 11 of the second distribution device 10.

[0045] In the motor vehicle 1 according to the invention according to the Fig. 3 the charger 2e is integrated into the short-circuit line 13. Otherwise, this motor vehicle 1 corresponds to those of Fig. 1 and 2 .

[0046] The Fig. 4 shows a motor vehicle 1 according to the invention according to a fourth embodiment, which differs from that according to the Fig. 1 to 3in that no charger 2e is integrated into the thermal management system. This can be the case if an existing charger 2e is temperature-controlled in a different way or if no active temperature control of the charger 2e is required. Furthermore, in the motor vehicle 1 according to Fig. 4 which, for motor vehicles 1, are in accordance with Fig. 1 to 3 The coolant pump 8 integrated into the short-circuit line 13 is integrated directly downstream of the traction battery 2b into the fluid line that connects the traction battery 2b with the switchable connections 12 of the distribution devices 6, 7. Another difference of the Fig. 4 motor vehicle 1 shown compared to those of the Fig. 1 to 3lies in the fact that the two connection sides of the serially arranged group consisting of the traction motor 2a, the power electronics 2c, the thermal management system control 2d and the ambient heat exchanger combination are each connected to the same connection group (ie comprising either three or two switchable connections 12) of the distribution devices 9, 10.

[0047] The Fig. 5 shows a motor vehicle 1 according to the invention according to a fifth embodiment, which differs from that according to the Fig. 4 only in that (as with motor vehicles 1 according to the Fig. 1 to 3 ) for one of the pumps 8, an arrangement in the short-circuit line 13 is provided instead of the arrangement immediately downstream of the traction battery 2b.

[0048] The Fig. 6 shows a motor vehicle 1 according to the invention according to a sixth embodiment, which differs from those according to the Fig. 1 to 3which again differs in that no charger 2e is integrated into the thermal management system.

[0049] Furthermore, the arrangement of the various connection groups (i.e., with either two or three switchable connections 12) of each of the two distribution devices 6, 7 is changed, resulting in a correspondingly changed assignment of these different connection groups to the fluid lines connecting the distribution devices 9, 10 to the respectively assigned connecting heat exchangers 6, 7. Of these fluid lines, one is a fluid supply line and the other a fluid discharge line, which is defined by the delivery direction of the respectively assigned pump 8 (indicated in the drawings by the arrows in the pump symbols).

[0050] The Fig. 7 The thermal management system of a motor vehicle 1 according to the invention shown in FIG. 1 differs from those according to the Fig. 4 and 5merely in the fact that no traction battery 2b is integrated into the thermal management system. This can be the case if such a traction battery 2b is temperature-controlled in a different way or if no active temperature control of the traction battery 2b is required, or if another traction energy source, for example a fuel cell, is provided for which this applies. Due to the lack of integration of a traction battery 2b, the number of pumps 8 required to pump the temperature control fluid can be reduced to two. Likewise, the distribution devices 6, 7 can be simplified, since only two connection groups with two switchable connections 12 each need to be provided. The second control valve 20 is also omitted in this embodiment.

[0051] The thermal management system according to the Fig. 8 essentially corresponds to that according to the Fig. 7. However, one difference is the different interconnection of the serially arranged group consisting of the traction motor 2a, the power electronics 2c, the thermal management system control 2d and the ambient heat exchanger combination with the distribution devices 9, 10. This is the case in the embodiment according to the Fig. 8 (as in the case of the designs according to the Fig. 1 to 3 and 6 ) is selected such that the two connection sides of this group are connected to different connection groups of the distribution devices 6, 7.

[0052] The Fig. 9 shows a first operating state of the thermal management system according to the Fig. 8 , which can be provided when the motor vehicle 1 is in operation and when the temperature of the tempering fluid measured immediately downstream of the ambient heat exchanger 5 is below a limit temperature ("tempering fluid limit temperature"; e.g. 50°C).

[0053] By appropriately controlling the switchable connections 12 of the first distribution device 9, two temperature control circuits are formed, each of which integrates the first connecting heat exchanger 6 and, in addition, either the serially arranged group consisting of the traction motor 2a, the power electronics 2c, the thermal management system control 2d, and the ambient heat exchanger combination, or the ambient heat exchanger 4. The temperature control medium is routed exclusively via the ambient heat exchanger bypass 5a.

[0054] During this first operating state of the thermal management system, the transfer system 15 can be used as a compression refrigeration machine, whereby the air 21 to be supplied to the interior of the motor vehicle 1 is first cooled in the air heat exchanger 18 (functioning as an evaporator of the compression refrigeration machine). The thermal energy generated in the first connecting heat exchanger 6 (functioning as a condenser of the compression refrigeration machine)—as well as waste heat from the existing functional components 2—can be transferred to the air 21 by means of the heating heat exchanger 4. This air 21 is therefore first cooled by means of the air heat exchanger 18 and then heated by means of the heating heat exchanger 4. This is done with the aim of drying this air 21 by condensing water from the initially cooled air 21 before it is reheated (so-called "reheat" functionality).

[0055] The one in the Fig. 10The second operating state shown differs from that according to the Fig. 9 merely in that the temperature control medium in the temperature control circuit comprising the serially arranged group is routed exclusively via the ambient heat exchanger 5 and not via the ambient heat exchanger bypass 5a. This can be provided if the temperature of the temperature control fluid is above the temperature control fluid limit temperature. As a result, excess thermal energy, which the temperature control medium flowing through this temperature control circuit has and which is not required for heating the air 21 by means of the heating heat exchanger 4, can be released to the ambient air via the ambient heat exchanger 5.

[0056] Control of the heat energy released via the ambient heat exchanger 5 can be achieved by selectively switching between the first operating state and the second operating state (by correspondingly switching the first control valve 19). In addition or alternatively, any number of intermediate operating states can be provided for this purpose, which basically correspond to the first and second operating states according to the Fig. 9 and 10 correspond, in which, however, the tempering medium arriving at the ambient heat exchanger combination is guided in different ratios via both the ambient heat exchanger 5 and the ambient heat exchanger bypass 5a by means of appropriate adjustment of the first control valve 19.

[0057] The Fig. 11 shows a third operating state of the thermal management system, which differs from the first and second operating states according to the Fig. 9 and 10differs in that the temperature control circuit comprising the heating heat exchanger 4 is not present or does not have a temperature control medium flowing through it. As a result, the air 21 is cooled solely by means of the transfer system 15, with the waste heat generated in the first connecting heat exchanger 6 (functioning as a condenser of the compression refrigeration machine) being dissipated to the ambient air by means of the remaining temperature control circuit and the ambient heat exchanger 5 integrated therein. This third operating state can be provided both when the motor vehicle 1 is in motion and when the motor vehicle 1 is permanently stationary or not in use, in particular when the ambient temperature is above a / the limit temperature. When the motor vehicle 1 is not in use, a so-called "stationary air conditioning" would then be implemented.

[0058] The Fig. 12shows a fourth operating state of the thermal management system, which differs from the third operating state according to the Fig. 11differs in that, by appropriately controlling the switchable connections 12 of the second distribution device 10, an additional temperature control circuit is released or flows through, which integrates the second connecting heat exchanger 7 and the heating heat exchanger 4. Furthermore, transfer medium is guided via the two transfer circuits by appropriately controlling the throttles 17. In this fourth operating state of the thermal management system, the air 21 is cooled not only by means of the air heat exchanger 18 (in a function as an evaporator of the transfer system 15 used as a compression refrigeration machine) but also by means of the heating heat exchanger 4, for which purpose the coolant flowing through the heating heat exchanger 4 is cooled accordingly by means of the second connecting heat exchanger 7 (also in a function as an evaporator of the transfer system 15 used as a compression refrigeration machine).

[0059] The Fig. 13 and14 show a fifth and sixth operating state of the thermal management system, which can also be provided both when the motor vehicle 1 is in operation and when it is not in operation. By appropriately controlling the switchable connections 12 of the first distribution device 9 and the second distribution device 10, two temperature control circuits are enabled, one of which, in addition to the first distribution device 9, integrates the first connecting heat exchanger 6, the auxiliary heater 14, and the heater core heat exchanger 4, and the other, in addition to the second distribution device 10, integrates the second connecting heat exchanger 7 and the serially arranged group consisting of the traction motor 2a, the power electronics 2c, the thermal management system controller 2d, and the ambient heat exchanger combination.

[0060] The transfer system 15 can be used as a compression heat pump in both the fifth operating state and the sixth operating state of the thermal management system. In the second connecting heat exchanger 7, waste heat from the traction motor 2a, the power electronics 2c, and the thermal management system controller 2d (as functional components 2 to be cooled) is transferred to the transfer fluid. This thermal energy is used in the first connecting heat exchanger 6 to heat the temperature control fluid, which flows through the temperature control circuit incorporating it. This relatively warm temperature control fluid is then used in the heating heat exchanger 4 to heat the air 21 to be supplied to the interior of the motor vehicle 1. Depending on the amount of thermal energy required to heat the air 21, the ambient heat exchanger 5 can be integrated into the corresponding temperature control circuit by means of the first control valve 19 (see Fig. 13 ) or excluded (cf. Fig. 14). Integration can occur when more heat energy is available from the cooling of the aforementioned functional components 2 than is required in the heating heat exchanger 4 for heating the air 21. If, on the other hand, less heat energy is lost from the cooling of the functional components 2 than is required for heating the air 21, the remaining difference can be generated by means of the auxiliary heater 14. The ambient heat exchanger 5 can also be integrated alternatively or additionally when the temperature of the temperature control fluid immediately downstream of the second connecting heat exchanger 7 is lower than the ambient temperature. This means that heat energy that was extracted from the ambient air via the ambient heat exchanger 5 can also be used to control the temperature of the air 21. LIST OF REFERENCE SYMBOLS

[0061] 1Motor vehicle 2Functional component 2aTraction motor 2bTraction battery (traction energy source) 2cPower electronics 2dThermal management system control 2eCharger 3Temperature control system 4Heating heat exchanger 5Ambient heat exchanger 5aAmbient heat exchanger bypass 6First connecting heat exchanger 7Second connecting heat exchanger 8Pump (temperature control fluid delivery device) 9First distribution device 10Second distribution device 11Non-switchable connection of a distribution device 12Switchable connection of a distribution device 13Short-circuit line 14Auxiliary heater 15Transfer system 16Compressor (transfer fluid delivery device) 17Throttle 18Air heat exchanger 19First control valve 20Second control valve 21Air

Claims

1. Motor vehicle (1) comprising a thermal management system which comprises - a temperature control system (3) in which • a plurality of functional components (2) to be temperature-controlled, • an ambient heat exchanger (5) and • a heating heat exchanger (4), by means of which air (21) intended to be supplied to an interior of the motor vehicle (1) can be temperature-controlled, are integrated, wherein each of the functional components (2) and the heating heat exchanger (4) can be connected, by means of a distribution system, alternately to a first connecting heat exchanger (6) and a second connecting heat exchanger (7) to form temperature control circuits in each of which a temperature control fluid can be conveyed in a circuit by means of at least one temperature control fluid conveying device (8), wherein the distribution system comprises a first distribution device (9) which is or can be connected exclusively to the first connecting heat exchanger (6), and a second distribution device (10) which is or can be connected exclusively to the second connecting heat exchanger (7), and wherein the ambient heat exchanger (5) is or can be integrated at least into a temperature control circuit comprising the first connecting heat exchanger (6), and - a transfer system (15) which is fluidically separated from the temperature control system (3) and which integrates, in a (first) transfer circuit, a transfer fluid conveying device (16) for conveying transfer fluid, the first connecting heat exchanger (6) and the second connecting heat exchanger (7).

2. Motor vehicle (1) according to claim 1, characterized in that the transfer fluid conveying device (16) is designed as a compressor and the (first) transfer circuit additionally integrates a throttle (17).

3. Motor vehicle (1) according to either of the preceding claims, characterized in that the ambient heat exchanger (5) is or can be integrated in at least one temperature control circuit comprising the second connecting heat exchanger (7).

4. Motor vehicle (1) according to any of the preceding claims, characterized in that the functional components (2) are at least two from the group comprising an electric traction motor (2a), power electronics (2c), a traction energy source (2b), a charger (2e) and a thermal management system controller (2d).

5. Motor vehicle (1) according to claim 4, characterized in that the traction energy source (2b) and the traction motor (2a) are integrated in the temperature control system in a parallel arrangement.

6. Motor vehicle (1) according to claim 4 or claim 5, characterized in that, on the one hand, the traction motor (2a) and / or at least one functional component (2) of the group comprising the power electronics (2c), the charger (2e) and the thermal management system controller (2d) and, on the other hand, a combination of the ambient heat exchanger (5) and an ambient heat exchanger bypass (5a) are integrated in the temperature control system (3) in a serial arrangement.

7. Motor vehicle (1) according to any of the preceding claims, characterized in that one of the functional components (2) is a / the traction energy source (2b), it being possible to convey temperature control medium in a shorting circuit which comprises the traction energy source (2b) and excludes the connecting heat exchangers (6, 7) and the other functional component(s) (2).

8. Motor vehicle (1) according to any of the preceding claims, characterized in that the first distribution device (9) and / or the second distribution device (10) is / are designed as a rotary slide valve and / or linear slide valve.

9. Motor vehicle (1) according to any of the preceding claims, characterized in that the transfer system (15) - in the first transfer circuit, integrates the first connecting heat exchanger (6) and the second connecting heat exchanger (7) and excludes an air heat exchanger (18) by means of which the air (21) intended to be supplied to the interior of the motor vehicle (1) can be temperature-controlled, and - in a second transfer circuit, integrates the first connecting heat exchanger (6) and the air heat exchanger (18) and excludes the second connecting heat exchanger (7), it being possible to use the distribution system to adjust the distribution of the transfer fluid to the first transfer circuit and / or the second transfer circuit as required.

10. Motor vehicle (1) according to any of the preceding claims, characterized by a second heating heat exchanger (4), the first heating heat exchanger (4) and the second heating heat exchanger (4) being integrated in the temperature control system (3) in a parallel arrangement.

11. Motor vehicle (1) according to any of the preceding claims, characterized by an auxiliary heater (14) which is or can be integrated in a temperature control circuit comprising the heating heat exchanger (4) and the first connecting heat exchanger (6).