Thermal management system for a motor vehicle and a motor vehicle having such a thermal management system

Abstract

The present invention relates to a thermal management system for a motor vehicle having a drive prime mover (10), a first connection (4) with a first valve arrangement (5), a radiator (6), a second connection (7) with a second valve arrangement (8), a prime mover circuit pump (9), a chiller (21) and a traction battery (24). The second valve arrangement is switchable such that a second radiator bypass (32) can be formed in addition to the first radiator bypass (31). Furthermore, the present invention relates to a motor vehicle having such a thermal management system.

Description

[Technical field]

[0001] The present invention relates to a thermal management system comprising a temperature control circuit and a cooling circuit interacting with said temperature control circuit, said thermal management system being used for temperature control of vehicle components and for temperature control of the passenger compartment of a vehicle.Furthermore, the present invention relates to a motor vehicle comprising such a thermal management system. [Background technology]

[0002] The unpublished German patent application No. 102021127770.1 relates to a thermal management system, in which, if one or more drive motors 35 are required to be heated up quickly (see, for example, FIG. 22), a temperature control circuit can be formed which bypasses the radiator 32 so that the heat remains in the temperature control circuit. The radiator 32 can be bypassed in such a way that a bypass of the radiator 32 is formed via the connecting conduit 56, the battery pump 43, the battery bypass conduit 54 and the valve 141. However, it has been found that during this warm-up phase, very little thermal energy is available for heating the passenger compartment of the vehicle, since the drive motor 35, due to its large thermal mass, can absorb so much thermal energy that it is no longer available for heating the passenger compartment of the vehicle. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] German Patent Application No. 102021117787 Summary of the Invention [Problem to be solved by the invention]

[0004] SUMMARY OF THE DISCLOSURE It is therefore an object of the present invention to at least partially overcome the above-mentioned disadvantages. [Means for solving the problem]

[0005] This problem is solved by a thermal management system according to claim 1 as well as by a vehicle according to claim 8. Advantageous developments of the invention are the subject matter of the dependent claims.

[0006] According to an embodiment of the present invention, there is provided a battery line including a prime mover circuit in which at least one driving prime mover, a first connection or first coupling point, a radiator, a second connection or second coupling point, and a prime mover circuit pump are arranged in series, a chiller, and a bypass-battery parallel circuit having a traction battery and a battery bypass in parallel with the traction battery in series with the chiller, the chiller having a battery line through which a flow of a cooling circuit can pass while being separated from the battery line, a first connection point in the prime mover circuit is arranged downstream of the driving prime mover and upstream of the radiator, and a first valve is connected to the first connection point. A thermal management system for a vehicle is provided, the thermal management system including a valve device for introducing coolant into the battery line, a second connection portion being arranged downstream of the radiator and upstream of the drive motor, a second valve device being arranged at the second connection portion, the second valve device being arranged to selectively pass coolant toward the drive motor and / or to connect the chiller and the traction battery to form a circular battery circuit, a third connection portion being between the battery line and the prime mover circuit, the chiller being arranged in the battery line between the first connection portion and the third connection portion, and a first radiator bypass being formed by the third connection portion, the battery bypass and the second connection portion. The thermal management system further includes a second radiator bypass, the second radiator bypass being branched off from the prime mover circuit downstream of the drive motor and upstream of the radiator, and being connected to the prime mover circuit downstream of the radiator and upstream of the drive motor. This has the advantage that the second radiator bypass provides the drive motor with a unique bypass of the radiator, which is particularly advantageous for a rapid warm-up of the drive motor, since a circuit is created in which the drive motor can heat itself, while the thermal energy of the drive motor is kept in this circuit and is not released to the environment. This can be amplified in that the second radiator bypass is designed with a smaller flow cross section compared to the first radiator bypass, so that the circulating coolant heats up even faster.Moreover, by doing so, the first radiator bypass can be used for other purposes, for example to form a battery circuit for heating the passenger compartment of the vehicle using an electric heater located in the battery circuit.

[0007] According to a further embodiment of the invention, an electric heater is arranged in the battery line, with which thermal energy can be produced in case of insufficient waste heat from a heat source, for example a traction battery or a traction motor.

[0008] According to yet another embodiment of the present invention, the second radiator bypass is devoid of a heat sink or heat source, in other words, the second radiator bypass is solely a conduit in the form of a hose, a pipeline, or a through passage in a block of material, etc.

[0009] In particular, the second heat sink bypass communicates with the second connection.

[0010] According to yet another embodiment of the invention, a battery pump is further arranged in the battery line, which allows the use of a second coolant pump and thus the formation of two independent circuits.

[0011] According to yet another embodiment of the present invention, the thermal management system further comprises a condenser line extending between the second connection and the first connection, the condenser line including a condenser that is separate from the condenser line and that also passes through the cooling circuit flow. The incorporation of a liquid cooled condenser allows for heating of the traction battery while bypassing the heat sink.

[0012] According to yet another embodiment of the present invention, the second valve device has at least three switching positions, in a first switching position the battery line is connected in series with the drive motor, in a second switching position the chiller and the bypass battery parallel circuit are connected to form a circular closed battery circuit and the second radiator bypass is blocked, and in a third switching position the chiller and the bypass battery parallel circuit are connectable to form a circular closed battery circuit and the second radiator bypass is connected in series with the drive motor.

[0013] The present invention further provides a vehicle having such a thermal management system.

[0014] Preferred embodiments of the present invention will now be described with reference to the accompanying drawings. [Brief description of the drawings]

[0015] [Figure 1] FIG. 1 is a diagram showing a temperature adjustment circuit according to a first embodiment of the present invention. [Diagram 2] FIG. 4 is a diagram showing a temperature adjustment circuit according to a second embodiment of the present invention. [Diagram 3] FIG. 13 is a diagram showing a temperature adjustment circuit according to a third embodiment of the present invention. [Figure 4] FIG. 11 is a diagram showing a temperature adjustment circuit according to a fourth embodiment of the present invention. [Diagram 5] FIG. 13 is a diagram showing a temperature adjustment circuit according to a fifth embodiment of the present invention. [Figure 6] FIG. 2 illustrates a first operating state of the thermal management system. [Figure 7] FIG. 2 illustrates a second operating state of the thermal management system. [Figure 8] FIG. 13 illustrates a third operating state of the thermal management system. [Figure 9] FIG. 13 illustrates a fourth operating state of the thermal management system. [Figure 10] FIG. 13 illustrates a fifth operating state of the thermal management system. [Figure 11]FIG. 13 illustrates a sixth operating state of the thermal management system. [Figure 12] FIG. 13 illustrates a seventh operating state of the thermal management system. [Figure 13] FIG. 13 illustrates an eighth operating state of the thermal management system. [Figure 14] FIG. 13 illustrates a ninth operating state of the thermal management system. [Figure 15] FIG. 11 illustrates a tenth operating state of the thermal management system. [Figure 16] FIG. 13 illustrates an eleventh operating state of the thermal management system. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0016] Figure 1 shows a thermoregulation circuit 1 according to an embodiment of the invention, which can be installed in an electric motor vehicle, not shown, in particular a passenger car. The thermoregulation circuit 1 here interacts with a cooling circuit 2, which is only implicitly shown in Figure 1. In particular, the cooling circuit 2 can be, for example, the cooling circuit known from DE 199 0 04 13 200 A1 or a similar cooling circuit.

[0017] The temperature regulation circuit 1 comprises a prime mover circuit 3 in which a first connection 4 in the form of a first valve device 5, a radiator 6, a second connection 7 in the form of a second valve device 8, a prime mover circuit pump 9 and a drive parallel circuit consisting of a first drive motor 10 and an optional second drive motor 11 and a first power electronics part 12 are arranged in series, so that when the first valve device 5 and the second valve device 8 are appropriately connected together, these components form a closed circuit in which, when the prime mover circuit pump 9 is activated, a coolant, for example water mixed with additives, can be circulated.

[0018] Upstream of the first drive motor 10, a second power electronics unit 13 is connected in series. As a result, the drive parallel circuit has the first drive motor 10 and the optional second drive motor 11 and the power electronics unit 12 as well as the power electronics unit 13. The drive motor 10 and the power electronics unit 13 are arranged in series with each other. This series circuit, the optional second drive motor 11 and the power electronics unit 12 are connected in parallel with each other. The first and second power electronics units 12, 13 can each be, for example, components such as an on-board charger, an inverter, a DC-DC converter or a control device.

[0019] The radiator 6 is equipped with a fan 14 in a known manner. Furthermore, an equalizing tank line 15 branches off from the radiator 6, which line is provided with an equalizing tank 16 and leads into the prime mover circuit 3 at a position downstream of the radiator 6 and upstream of the second connection 7.

[0020] The delivery direction of the prime mover circuit pump 9 determines the direction of the coolant flow.

[0021] Between the second connection 7 and the first connection 4, a condenser line 17 is provided. In particular, the condenser line 17 branches off from the motor circuit 3 downstream of the motor circuit pump 9 and leads to the first connection 4. More precisely, at its upstream end, the condenser line 17 is connected to a point upstream of the parallel drive circuit. At its downstream end, the condenser line is connected to a connection point of the first valve device 5 that is connected to the first valve device 5 but separate from the parallel drive circuit. A condenser 18 is arranged in the condenser line 17. The condenser 18 is a heat exchanger through which the refrigerant of the cooling circuit 2 and the coolant of the temperature control circuit 1 can flow. The refrigerant and the coolant in the condenser 18 exchange heat with each other here while being fluidically separated from each other. The condenser 18 is therefore a so-called liquid-cooled condenser.

[0022] Downstream of the drive motor 10, a first connection 4 is arranged, at which a battery line 19 branches off. The path of the battery line 19 is indicated by a dashed line in Fig. 1. It should be noted that in the illustrated embodiment, the first connection 4 is formed by a first valve device 5, but this does not necessarily have to be the case. For example, the first connection 4 could simply be a branch of a line, and the first valve device could be formed in the form of two proportional or shut-off valves, one in the battery line 19 and one downstream of the first connection 4 in the motor circuit 3.

[0023] In the battery line 19, an electric heater 20, a chiller 21, a battery pump 22, a battery bypass valve 23, a bypass-battery parallel circuit consisting of a traction battery 24 and a parallel battery bypass 25, and a first one-way valve 26 downstream of the bypass-battery parallel circuit are arranged in series, particularly in the above-mentioned order. A second one-way valve 27 is arranged downstream of the traction battery 24 in series with the traction battery 24 and upstream of the connection to the battery bypass 25. The one-way valve 26 allows only a flow from the battery pump 22 toward the second connection 7 and blocks a flow in the reverse direction. The one-way valve 26 allows only a flow from the battery pump 22 toward the second connection 7 and blocks a flow in the reverse direction.

[0024] The chiller 21 is a heat exchanger for transferring thermal energy between the refrigerant of the cooling circuit 2 and the coolant of the temperature control circuit 1. For this purpose, the refrigerant and the coolant flow through the chiller 21 while being fluidly separated from each other and exchanging heat with each other.

[0025] The traction battery 24 comprises a number of electrochemical storage cells which store energy and provide it at least for driving the vehicle. Furthermore, the storage cells, and thus the traction battery 24, are rechargeable. The storage cells are thermostated, i.e. heated or cooled, by a thermostat, which for this purpose is designed so that a coolant can flow through it.

[0026] A battery bypass valve 23 can be used to selectively direct coolant flow from the battery pump 22 to a battery bypass conduit 25 or through the traction battery 24. An intermediate position is also possible that allows flow through the battery bypass conduit 25 and the traction battery 24 simultaneously.

[0027] A second connection portion 7 is provided downstream of the first one-way valve 26. In this second connection portion 7, the battery line 19 can be selectively connected to a position of the prime mover circuit 3 downstream of the radiator 6 and upstream of the prime mover circuit pump 9.

[0028] In addition, a return conduit 28 is provided that runs from the second connection portion 7 back to the battery line 19 and reaches a position between the first connection portion 4 and the chiller 21, particularly between the first connection portion 4 and the electric heater 20.

[0029] Furthermore, a third connection 29 is provided between the chiller 21 and the battery pump 22, connecting the battery line 19 to a position of the prime mover circuit 3 downstream of the first connection 4 and upstream of the radiator 6. In the illustrated embodiment, the third connection has a connecting conduit 30 without a valve, but a valve may be provided.

[0030] A first radiator bypass 31 may be formed across the third connection 29, the battery pump 22, the battery bypass valve 23, the battery bypass 25 and the second connection 7, and is shown by a dashed line.

[0031] According to the invention, a second radiator bypass 32 is provided, which in the illustrated embodiment is configured as a line without heat source or heat sink. The second radiator bypass 32 leads from a position of the motor circuit 3 downstream of the first connection 4 and upstream of the radiator 6, more precisely from a position of the motor circuit 3 downstream of the third connection 29 and upstream of the radiator 6, to the second connection 7.

[0032] The first valve device 5 is in the illustrated embodiment a proportional valve with four basic positions: In the first switching position shown in Figure 1, the coolant from the condenser line 17 and the drive parallel circuit is combined and led further along the prime mover circuit 3 to the third connection 29, bypassing the battery line 19. In this first switching position, the battery line 19 is disconnected at the first connection 4. In the second switching position, both the condenser line 17 and the battery line 19 are disconnected. The coolant coming from the parallel drive circuit is led in the prime mover circuit 3 up to the third connection 29. In the third switching position, both the condenser line 17 and the subsequent flow of the prime mover circuit 3 to the third connection 29 are blocked. The coolant coming from the drive parallel circuit is entirely passed to the battery line 19. In the fourth switching position, the coolant from the condenser line 17 and the parallel drive circuit is all combined and led to the battery line 19.

[0033] Since this is a proportional valve, intermediate positions are possible, in particular infinitely variable, so that a corresponding distribution is achieved between these basic positions.

[0034] The second valve device 8 is in the illustrated embodiment a proportional valve with three basic positions: 1, all the coolant from the battery line 19 is passed to the prime mover circuit pump 9. The return conduit 28, the second radiator bypass 32 and the line of the prime mover circuit 3 coming from the radiator 6 are in an interrupted state at the second connection 7. In the second switching position, the coolant flow coming from the battery line 19 is entirely passed to the return line 28, so that a circularly passable (represented by a dashed-dotted line) battery cooling circuit 33 is formed, in which the elements of the battery line 19 are in series and through which the coolant can flow in the form of a ring circuit. The coolant flow coming from the radiator 6 is entirely passed to the prime mover circuit pump 9. The second radiator bypass 32 is blocked at the second connection 7. In the third switching position, the coolant flow coming from the battery line 19 is entirely passed to the return line 28, so that a circularly circulatable battery cooling circuit 33 is formed. The coolant flow coming from the second radiator bypass 32 is entirely passed to the prime mover circuit pump 9. The coolant flow coming from the radiator 6 is interrupted at the second connection 7.

[0035] Since this is a proportional valve, intermediate positions are possible, in particular infinitely variable, so that a corresponding distribution is achieved between these basic positions.

[0036] Furthermore, a temperature sensor 34 is provided between the second connection portion 7 and the prime mover circuit pump 9 , a temperature sensor 35 is provided within the connecting conduit 30 , and a temperature sensor 36 is provided between the battery pump 22 and the battery bypass valve 23 .

[0037] Various specific operational modes of the temperature regulation circuit 1 are described below.

[0038] 2 shows a thermoregulation circuit 101 according to a second embodiment of the invention. This thermoregulation circuit 101 differs from the thermoregulation circuit 1 of FIG. 1 only in that the regulation tank line 115 is modified. This thermoregulation circuit comprises an regulation tank 16 and branches off from the radiator 6. At a position downstream of the second connection 7 and upstream of the motor circuit pump 9, the regulation tank line 115 rejoins the motor circuit 3.

[0039] Apart from this difference mentioned above, temperature adjustment circuit 101 corresponds to temperature adjustment circuit 1, so reference is made to its description to avoid repetition.

[0040] Figure 3 shows a thermoregulation circuit 201 according to a third embodiment of the invention. This thermoregulation circuit 201 differs from the thermoregulation circuit 1 of Figure 1 only in that the one-way valve 26 is omitted and instead a one-way valve 37 is arranged in the return conduit 28, which valve only allows the flow of coolant from the second connection 7 to a position between the first connection 4 and the chiller 21.

[0041] Apart from this difference mentioned above, temperature adjustment circuit 201 corresponds to temperature adjustment circuit 1, so reference is made to its description to avoid repetition.

[0042] Fig. 4 shows a temperature control circuit 301 according to a fourth embodiment of the present invention. This temperature control circuit 301 differs from the temperature control circuit 101 of Fig. 2 only in that the temperature sensors 34, 35 are omitted. Instead, a temperature sensor 38 is provided between the prime mover circuit pump 9 and the drive parallel circuit, i.e., downstream of the prime mover circuit pump 9 and upstream of the drive parallel circuit. Furthermore, a temperature sensor 39 is provided, which is provided at a position downstream of the branching portion of the second radiator bypass 32 in the prime mover circuit 3 and upstream of the radiator 6.

[0043] Apart from this difference noted above, temperature adjustment circuit 301 corresponds to temperature adjustment circuit 101, so reference is made to the description thereof to avoid repetition.

[0044] Fig. 5 shows a temperature regulation circuit 401 according to a fifth embodiment of the present invention. This temperature regulation circuit 401 differs from the temperature regulation circuit 301 of Fig. 4 only in that, instead of the second valve arrangement 8 in the form of a 5 / 3-port valve, in the fifth embodiment a second valve arrangement 408 in the form of a 5 / 4-port valve is provided at the second connection 7. This makes it possible to omit the one-way valve 26 of the fourth embodiment.

[0045] This second valve device 408, in the illustrated embodiment, is a proportional valve with four basic positions: the first switching position corresponds to the first switching position of the second valve device 8; The second switching position corresponds to the third switching position of the second valve device 8 . The third switching position corresponds to the second switching position of the second valve device 8 . In the fourth switching position, the coolant flow coming from the radiator 6 is entirely diverted to the prime mover circuit pump 9. The second radiator bypass 32 is blocked at the second connection 7. In addition, the coolant flow coming from the battery line 19 as well as the return conduit 28 are blocked at the second connection 7.

[0046] Since this is a proportional valve, intermediate positions are possible, in particular infinitely variable, so that a corresponding distribution is achieved between these basic positions.

[0047] Apart from this difference noted above, temperature adjustment circuit 401 corresponds to temperature adjustment circuit 301, and reference is made to the description thereof to avoid repetition.

[0048] Figures 6 to 16 show various operating conditions that apply to all of the above embodiments. In Figures 6 to 16, coolant flows through the coolant lines shown in solid lines, i.e., the coolant is moving relative to the lines. In contrast, there is no flow through the coolant lines shown in dashed lines, i.e., the coolant is stationary within the lines relative to the lines.

[0049] In FIG. 6, a first operating state of the thermoregulation circuit 201 is shown. In this operating state, the first valve arrangement 5 is in its first switching position, the second valve arrangement 8 is in its first switching position, the prime mover circuit pump 9 is in operation, and the battery pump 22 is in operation. The condenser 18 and the drive parallel circuit are thus connected in parallel with each other. This condenser-drive parallel circuit is in series with the first valve arrangement 5, the battery pump 22 and the bypass-battery parallel circuit. The chiller 21 is bypassed. On the downstream side, the second valve arrangement 8 and the prime mover circuit pump 9 are connected in series. The battery line 19 is in a blocked state at the first valve arrangement 5. The flow through the return conduit 28, the second radiator bypass 32 and the radiator 6 is also in a blocked state.

[0050] This operating state can be used, for example, in a warm-up phase to warm up the drive motors 10, 11 to operating temperature using waste heat (e.g. after a steady-state charging process) of the traction battery 24. This operating state can also be used to heat the traction battery 24 when the outside temperature is low using waste heat (during driving) of the drive motors 10, 11 and / or the condenser 18. If necessary, the flow ratio through the traction battery 24 and the battery bypass 25 can then be set via the battery valve 23.

[0051] Fig. 7 shows a second operating state of the temperature control circuit 1. This operating state differs from that of Fig. 7 only in that in the second operating state, the condenser line 17 is blocked. As a result, the temperature control circuit 1 does not exchange heat with the cooling circuit 2, neither by the chiller 21 nor by the condenser 18.

[0052] 8 shows a third operating state of the temperature control circuit 201. In this operating state, the first valve arrangement 5 is in its first switching position, the second valve arrangement 8 is in its third switching position, the prime mover circuit pump 9 is in operation and the battery pump 22 is in operation. This results in the condenser 18 and the drive parallel circuit being connected in parallel to each other. This condenser-drive parallel circuit is in series with the prime mover circuit pump 9 and the second radiator bypass 32 and flows through them in one closed circuit. The flow through the radiator 6 is blocked.

[0053] Separately from this, the battery circuit 33 is formed so that there is no substantial exchange of coolant with the prime mover circuit 3, i.e. at the first and second connections 4, 7 the battery circuit 33 is separated from the prime mover circuit 3. At the third connection 29 there is substantially no exchange of coolant.

[0054] This operating state can be utilized in the warm-up phase in order to warm up the drive motors 10, 11 as quickly as possible using their own heat and the thermal energy from the condenser 18. By bypassing the radiator 6, the thermal energy is prevented from being released to the environment and remains in the motor circuit 3.

[0055] In the battery circuit 33, separate from this, the traction battery can be heated at the same time by an electric heater 20 or thermal energy for heating the vehicle passenger compartment via the cooling circuit 2 can be supplied to the cooling circuit 2 via a chiller 21.

[0056] 9 shows a fourth operating state of the temperature control circuit 1. In this operating state, the first valve device 5 is in its first switching position, the second valve device 8 is in its second switching position, the prime mover circuit pump 9 is in operation and the battery pump 22 is in operation. The condenser 18 and the parallel drive circuit are thus connected in parallel to each other. This condenser-drive parallel circuit is in series with the prime mover circuit pump 9 and the radiator 6 and flows through them in one closed circuit. The flow through the second radiator bypass 32 is blocked.

[0057] Separately from this, the battery circuit 33 is formed so that there is no substantial exchange of coolant with the prime mover circuit 3, i.e. at the first and second connections 4, 7 the battery circuit 33 is separated from the prime mover circuit 3. At the third connection 29 there is substantially no exchange of coolant.

[0058] This operating state can be utilized, for example, to cool the drive motors 10, 11 via the radiator 6 when waste heat needs to be rejected to the surroundings.

[0059] In the battery circuit 33, the traction battery can be heated simultaneously by the electric heater 20 separately from this.

[0060] Figure 10 shows a fifth operating state of the thermoregulating circuit 1. This operating state differs from that of Figure 8 only in that in the fifth operating state the first valve device 5 is in its second switching position and thus the condenser line 17 is blocked.

[0061] Figure 11 shows a sixth operating state of the thermoregulating circuit 1. This operating state differs from that of Figure 9 only in that in the fifth operating state the first valve device 5 is in its second switching position and thus the condenser line 17 is blocked.

[0062] 12 shows a seventh operating state of the thermoregulating circuit 1. In this operating state, the first valve device 5 is in its third switching position, the second valve device 8 is in its first switching position, the prime mover circuit pump 9 is in operation and the battery pump 22 is in operation. The condenser line 17 is thus in a blocked state. The drive parallel circuit, the battery line 19, the second valve device 8 and the prime mover circuit pump 9 are connected in series to form a closed circuit through which flow can pass.

[0063] Flow through the radiator 6, the second radiator bypass 32 and the return conduit 28 is blocked.

[0064] This operating state can be used, for example, to heat the traction battery 24 or the passenger compartment of the vehicle via the chiller 21 using the waste heat of the drive motor 10, for example during travel in cold ambient conditions.

[0065] Fig. 13 shows an eighth operating state of the temperature control circuit 1. This operating state differs from the operating state of Fig. 12 only in that in the eighth operating state, the first valve device 5 is in its fourth switching position, and therefore the condenser 18 and the drive unit parallel circuit are connected in parallel to each other. This condenser-drive unit parallel circuit is in series with the battery line 19 etc. as shown in Fig. 12.

[0066] 14 shows a ninth operating state of the temperature control circuit 1. In this operating state, the first valve device 5 is in its fourth switching position, the second valve device 8 is in its third switching position, the prime mover circuit pump 9 is in operation, and the battery pump 22 is not in operation. This results in the condenser 18 and the drive parallel circuit being connected in parallel to each other. The condenser-drive parallel circuit, the first valve device 5, the electric heater 20, the chiller 21, the third connection 29, the second radiator bypass 32, the second valve device 8 and the prime mover circuit pump 9 are connected in series to form a closed circuit. The flow through the bypass-battery parallel circuit, the radiator 6 and the return line 28 is blocked.

[0067] This operating state is primarily used when neither cooling nor heating of the traction battery 24 is required and the waste heat of the condenser 18 and / or drive motor 10 must be utilized to heat the vehicle passenger compartment (via the chiller 21). By using the second radiator bypass 32, the waste heat of the condenser-drive parallel circuit is kept within the thermoregulation circuit 1 and is not released to the surroundings.

[0068] 15 shows a tenth operating state of the thermoregulating circuit 1. In this operating state, the first valve device 5 is in its third switching position, the second valve device 8 is in its second switching position, the prime mover circuit pump 9 is in operation, and the battery pump 22 is not in operation. The condenser line 17 is thus in an interrupted state. The drive parallel circuit, the first valve device 5, the electric heater 20, the chiller 21, the third connection 29, the radiator 6, the second valve device 8 and the prime mover circuit pump 9 are connected in series and form a closed circuit. The flow through the second radiator bypass 32, the bypass-battery parallel circuit and the return line 28 is in an interrupted state.

[0069] 14 only in that in the operating state of FIG. 15 the flow is through the radiator 6 and the second radiator bypass 32 is not used. This operating state is therefore used when there is an excess of thermal energy in the temperature regulation circuit 1 and therefore the thermal energy has to be released to the surroundings via the radiator 6.

[0070] 16 shows an eleventh operating state of the temperature control circuit 1. In this operating state, the first valve device 5 is in its third switching position, the second valve device 8 is in its second switching position, the prime mover circuit pump 9 is in operation, and the battery pump 22 is in operation. As a result, the condenser line 17 is in a blocked state. The parallel drive circuit, the first valve device 5, the electric heater 20, the chiller 21, the third connection 29, the radiator 6, the second valve device 8 and the prime mover circuit pump 9 are connected in series to form a closed circuit. This circuit is connected to the battery circuit 33, which is formed at the same time, at the junction of the return line 28 and the third connection 29.

[0071] Flow through the second radiator bypass 32 remains blocked.

[0072] While the invention has been illustrated and described in detail in the drawings and the foregoing description, this description is to be interpreted as illustrative rather than restrictive, and is not intended to limit the invention to the disclosed embodiment. The fact that certain features are recited in different dependent claims does not in any way indicate that a combination of these features cannot be used to advantage. [Explanation of symbols]

[0073] 1 Temperature control circuit 2 Cooling circuit 3. Prime Mover Circuit 4 First connection part 5. First valve device 6 Heatsink 7 Second connection part 8 Second valve device 9. Prime mover circulation pump 10 First driving motor 11 Second driving motor 12 First Power Electronics Department 13. Second Power Electronics Department 14 Fan 15 Adjustment tank line 16 Adjustment tank 17 Condenser Line 18 Condenser 19 Battery Line 20 Electric heater 21 Chiller 22 Battery pump 23 Battery Bypass Valve 24 Traction Battery 25 Battery Bypass 26 First one-way valve 27 Second one-way valve 28 Reflux conduit 29 Third connection part 30 Connecting conduit 31 First radiator bypass 32 Second radiator bypass 33 Battery cooling circuit 34 Temperature Sensor 35 Temperature Sensor 36 Temperature Sensor 37 One-way valve

Claims

1. A prime mover circulation path (3) is provided, in which at least one drive prime mover (10), a first connection part (4), a heat sink (6), a second connection part (7), and a prime mover circulation path pump (9) are arranged in series. A battery line (19) comprising a chiller (21) and a bypass battery parallel circuit having a traction battery (24) and a battery bypass (25) in parallel with the traction battery in series with the chiller, wherein the chiller (21) has a battery line through which the flow of the cooling circuit (2) can pass while being separated from the battery line (19), The first connection portion (4) in the prime mover circulation path (3) is located downstream of the drive prime mover (10) and upstream of the heat sink (6), and the first connection portion (4) allows for the selective introduction of coolant into the battery line (19) using the first valve device (5). The second connection portion (7) is located downstream of the heat sink (6) and upstream of the drive motor (10), and a second valve device (8; 408) is located at the second connection portion (7), and the chiller (21) and the traction battery (24) can be connected using the second valve device to selectively pass coolant toward the drive motor (10) and / or to form an annular battery circuit (33). A third connection point (29) is provided between the battery line (19) and the prime mover circulation path (3), and the chiller (21) is positioned in the battery line (19) between the first connection point (4) and the third connection point (29). The third connection portion (29), the battery bypass (25), and the second connection portion (7) can form the first heat sink bypass (31). In automotive thermal management systems, It has a second heat sink bypass (32), which branches off from the motor circulation path (3) downstream of the drive motor (10) and upstream of the heat sink (6), and connects to the motor circulation path (3) downstream of the heat sink (6) and upstream of the drive motor (10). A thermal management system characterized by the following features.

2. The thermal management system according to claim 1, wherein an electric heater (20) is provided in the battery line (19).

3. The thermal management system according to claim 1 or 2, wherein the second heat sink bypass (32) has no heat sink or heat source.

4. The thermal management system according to claim 1 or 2, wherein the second heat sink bypass (32) is connected to the second connection (7).

5. The thermal management system according to claim 1 or 2, wherein a battery pump (22) is further provided in the battery line (19).

6. The thermal management system according to claim 1 or 2, further comprising a condenser line (17) extending between the second connection part (7) and the first connection part (4), wherein the condenser line (17) comprises a condenser (18), and the flow of the cooling circuit (2) can pass through the condenser (18) while it is separated from the condenser line (17).

7. The second valve device (8) is equipped with at least three switching positions, In the first switching position, the battery line (19) is connected in series with the drive motor (10). In the second switching position, the chiller (21) and the bypass battery parallel circuit are connected to form a closed, ring-shaped battery circuit (33), and the second heat sink bypass (32) is disconnected. In the third switching position, the chiller (21) and the bypass battery parallel circuit are connected to form a closed, ring-shaped battery circuit (33), and the second heat sink bypass (32) is connected in series with the drive motor (10). The thermal management system according to claim 1 or 2.

8. An automobile having a thermal management system according to claim 1 or 2.

Images