Heat pump system for an electrically operated vehicle

Abstract

The invention relates to a heat pump system for an electrically operated vehicle, comprising a coolant side for circulating a coolant and a refrigerant side, which is separate in terms of flow from the coolant side, for circulating a refrigerant, wherein the coolant side and the refrigerant side are heat-transmittingly connected, and wherein the coolant side has four flow sections (10, 20, 30, 40) for the coolant, a valve system for distributing the coolant, and two coolant branches (Z1, Z2), wherein the heat pump system is designed in such a manner that, in a first operating state, a coolant flow (1A) flows through the flow section (10), the flow section (20), through the coolant branch (Z1), through the coolant branch (Z2) and through the flow section (40), while a coolant flow (1B) flows through the flow section (30), and that, in a second operating state, a coolant flow (2A) flows through the flow section (10), through the coolant branch (Z2) and through the flow section (40), while a coolant flow (2B) flows through the flow section (20), through the coolant branch (Z1) and through the flow section (30).

Description

[0001] Heat pump system for an electrically powered vehicle

[0002] Description

[0003] The present invention relates to a heat pump system for an electrically powered vehicle of the type mentioned in the preamble of claim 1.

[0004] Such heat pump systems for electrically powered vehicles are already known from the prior art in numerous design variants. The known heat pump systems W comprise a coolant side for circulating a coolant and a refrigerant side, fluidically separated from the coolant side, for circulating a refrigerant. The coolant side and the refrigerant side are in heat transfer communication, and the coolant side has a first flow section for the coolant, a second flow section for the coolant, a third flow section for the coolant, a fourth flow section for the coolant, a valve system V for distributing the coolant on the coolant side, and two coolant branches.

[0005] This is where the present invention comes in.

[0006] The present invention is based on the object of improving a heat pump system for an electrically powered vehicle.

[0007] This object is achieved by a heat pump system W having the features of claim 1, which is characterized in that in a first operating state of the heat pump system W, a coolant flow 1A of the coolant flows through the first flow section, then through the second flow section, then through the coolant branch Z1, then through the coolant branch Z2 and then through the fourth flow section, while at the same time the third flow section thereof is separately flowed through by a coolant flow 1B of the coolant, and that in a second operating state of the heat pump system W, a coolant flow 2A of the coolant flows through the first flow section, then through the coolant branch Z2 and then through the fourth flow section, while at the same time a coolant flow 2B of the coolant flows separately through the second flow section,then flows through the coolant branch Z1 and then through the third flow section. The subclaims relate to advantageous developments of the invention.

[0008] A significant advantage of the invention lies in particular in the fact that a heat pump system for an electrically powered vehicle is improved. Due to the inventive design of the heat pump system W, it is possible to significantly improve the efficiency of the heat pump system W and thus of a thermal management system of an electrically powered vehicle equipped therewith in a circuit-technically simple manner. This is because the heat pump system W according to the invention enables a very flexible heat-transfer coupling between heat sources of the heat pump system W and heat sinks of the heat pump system W. Accordingly, even inherently complex thermal management tasks for electrically powered vehicles can be solved much more simply and thus more cost-effectively.

[0009] 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 dimensions. For example, the heat pump system W according to the invention can be advantageously used for an electrically powered vehicle, both for purely electric vehicles and for so-called hybrid vehicles, i.e., vehicles that 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 can also be used for other types of vehicles.An 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 3A flows through the first flow section, then through the coolant branch Z2, then through the coolant branch Z1, and then through the third flow section. In this way, the aforementioned advantages of the invention are further enhanced.

[0010] A further advantageous development of the heat pump system W according to the invention provides that the heat pump system W has a fifth flow section for the coolant, wherein the fifth flow section can be connected to the third flow section and / or the fourth flow section by means of the valve system V. This further improves the flexibility and efficiency of the heat pump system W according to the invention.

[0011] In this regard, see, for example, an advantageous development of the last-mentioned embodiment of the heat pump system W according to the invention, which provides that the heat pump system W is designed such that in a fourth operating state of the heat pump system W, a coolant flow 4A of the coolant flows through the first flow section, then through the coolant branch Z2, then through the fourth flow section and then through the fifth flow section, while at the same time the third flow section thereof is separately flowed through by a coolant flow 4B of the coolant.

[0012] Another 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 fifth operating state of the heat pump system W, a coolant flow 5A of the coolant flows through the first flow section, then through the coolant branch Z2, then through the coolant branch Z1, and then through the third flow section, while simultaneously a coolant flow 5B of the coolant flows through the second flow section, then through the coolant branch Z1, and then through the third flow section. In this way, the heat pump system W according to the invention is designed to be even more flexible and efficient, alternatively or in addition to the aforementioned developments of the invention.

[0013] 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 sixth operating state of the heat pump system W, on the one hand, a coolant flow 6A of the coolant flows through the first flow section, then through the coolant branch Z2 and then through the fourth flow section and / or, on the other hand, a coolant flow 6B of the coolant flows through the first flow section, then through the coolant branch Z2, then through the coolant branch Z1 and then through the third flow section. This provides a further alternative or additional development of the heat pump system W according to the invention for increasing the flexibility and efficiency of the heat pump system W according to the invention.

[0014] Another 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 seventh operating state of the heat pump system W, on the one hand, a coolant flow 7A of the coolant flows through the first flow section, then through the coolant branch Z2 and then through the fourth flow section and / or on the other hand, a coolant flow 7B of the coolant flows through the first flow section, then through the coolant branch Z2, then through the coolant branch Z1 and then through the third flow section and, in addition to the coolant flow 7A and / or the coolant flow 7B, a coolant flow 7C flows through the second flow section, then through the coolant branch Z1 and then through the third flow section.In this way, the flexibility and efficiency of the heat pump system W according to the invention are increased in another alternative or additional way. In a further advantageous development of the heat pump system W according to the invention, it is provided that the heat pump system W has a sixth flow section for the coolant, wherein the sixth flow section can be fluidly connected upstream to the third flow section by means of the valve system V. This further enhances the aforementioned advantages.

[0015] The same applies to another development of the heat pump system W according to the invention, according to which the heat pump system W has a seventh flow section for the coolant, wherein the seventh flow section is arranged fluidically parallel to the first flow section and downstream of the second flow section such that a coolant flow of the coolant downstream of the second flow section can be divided into the first flow section and the seventh flow section by means of the valve system V.

[0016] Furthermore, a particularly advantageous development of the heat pump system W according to the invention provides that the coolant branch Z1 and the coolant branch Z2 are directly and immediately connected to one another in a fluid-conducting manner. The coolant branches Z1 and Z2 are thus fluid-conductingly connected to one another without the need for additional components, such as valves or the like. In this way, the structural, manufacturing, and circuitry design of the heat pump system W according to the invention is significantly simplified.

[0017] As already explained above, the heat pump system W according to the invention can be freely selected within wide, suitable limits. This applies in particular to the type and number of components arranged in the respective flow section.

[0018] A further advantageous development of the inventive

[0019] The heat pump system W provides that a heat source is arranged in the first flow section and / or that a heat exchanger for exchanging heat between the coolant and a free environment is arranged in the second flow section and / or that a heat exchanger for cooling the coolant using the refrigerant is arranged in the third flow section. This specifies components particularly suitable for the function of the heat pump system W according to the invention for the respective aforementioned flow section.

[0020] The same applies to the advantageous further training courses listed below.

[0021] An advantageous development of the heat pump system W according to one of claims 3 to 11 provides that a vehicle battery of the vehicle is arranged in the fifth flow section. The vehicle battery is designed, in particular, to drive an electric motor for driving the vehicle.

[0022] An advantageous development of the heat pump system W according to the invention according to one of claims 8 to 12 provides that a heat exchanger for cooling air in a vehicle interior of the vehicle is arranged in the sixth flow section.

[0023] Furthermore, an advantageous development of the heat pump system W according to the invention according to one of claims 9 to 13 provides that a heat exchanger for transferring heat to the coolant is arranged in the seventh flow section and / or that a further heat exchanger for transferring heat to air in a vehicle interior of the vehicle is arranged in the seventh flow section.

[0024] The invention is explained in more detail below with reference to the attached, roughly schematic drawing. Fig. 1 shows an embodiment of the heat pump system according to the invention according to a first operating state in a process diagram.

[0025] Fig. 2 shows the embodiment of the heat pump system according to the invention according to a second operating state in a process diagram,

[0026] Fig. 3 shows the embodiment of the heat pump system according to the invention according to a third operating state in a process diagram,

[0027] Fig. 4 shows the embodiment of the heat pump system according to the invention according to a fourth operating state in a process diagram,

[0028] Fig. 5 shows the embodiment of the heat pump system according to the invention according to a fifth operating state in a process diagram,

[0029] Fig. 6 shows the embodiment of the heat pump system according to the invention according to a sixth operating state in a process diagram and Fig. 7 shows the embodiment of the heat pump system according to the invention according to a seventh operating state in a process diagram.

[0030] In Figs. 1 to 7, an embodiment of the heat pump system W according to the invention for an electrically powered vehicle is shown purely by way of example.

[0031] The vehicle, which is designed as a purely electric vehicle for road traffic, is not shown in detail.

[0032] For thermal management purposes, the vehicle has a heat pump system W. The heat pump system W comprises a coolant side for circulating a coolant (not shown) and a refrigerant side, fluidically separated from the coolant side, for circulating a refrigerant (likewise 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, a second flow section 20 for the coolant, a third flow section 30 for the coolant, a fourth flow section 40 for the coolant, a valve system V for distributing the coolant on the coolant side, a coolant branch Z1 and a coolant branch Z2.

[0033] Furthermore, the heat pump system W of the present exemplary embodiment has a fifth flow section 50 for the coolant, a sixth flow section 60 for the coolant, and a seventh flow section 70 for the coolant, wherein the fifth flow section 50 is connectable to the third flow section 30 and / or the fourth flow section 40 by means of the valve system V, and wherein the sixth flow section 60 is fluidly connectable upstream to the third flow section 30 by means of the valve system V, and wherein the seventh flow section 70 is arranged fluidically parallel to the first flow section 10 and downstream of the second flow section 20 such that a coolant flow of the coolant downstream of the second flow section 20 can be divided between the first flow section 10 and the seventh flow section 70 by means of the valve system V.

[0034] In addition, the heat pump system W also has the following features:

[0035] The coolant branch Z1 and the coolant branch Z2 are immediately and directly connected to each other in a flow-conducting manner.

[0036] In the first flow section 10, a heat source, namely power electronics 12 and an electric motor 14 for driving the vehicle, is arranged, and in the second flow section 20, a heat exchanger, namely a front radiator 22, is arranged for exchanging heat between the coolant and a free environment, and in the third flow section 30, a heat exchanger, namely a chiller 32, is arranged for cooling the coolant by means of the refrigerant, and in the fifth flow section 50, a vehicle battery 52 of the vehicle for the electric motor 14 is arranged, and in the sixth flow section 60, a heat exchanger, namely an interior cooler 62, is arranged for cooling air (not shown) in a vehicle interior (likewise not shown), and in the seventh flow section 70, a heat exchanger, namely a liquid-cooled condenser 72, is arranged,for transferring heat to the coolant, and, on the other hand, another heat exchanger, namely an interior heater 74, for transferring heat to the air in the vehicle interior. The vehicle interior is also referred to below as the vehicle cabin.

[0037] The valve system V here includes, among other things, valves V1, V2, and V3. Valve V1 is designed as a 4-way valve, valve V2 as a 3-way valve, and valve V3 as a 5-way valve. Furthermore, the heat pump system W of the exemplary embodiment also has the following components: refrigerant compressor K, expansion valve E, coolant pumps P1, P2, and P3, and a coolant tank T, which also serves as an expansion vessel.

[0038] According to the invention, the heat pump system W is designed such that in a first operating state of the heat pump system W, a coolant flow 1A of the coolant flows through the first flow section 10, then through the second flow section 20, then through the coolant branch Z1, then through the coolant branch Z2 and then through the fourth flow section 40, while at the same time the third flow section 30 thereof is separately flowed through by a coolant flow 1B of the coolant, and that in a second operating state of the heat pump system W, a coolant flow 2A of the coolant flows through the first flow section 10, then through the coolant branch Z2 and then through the fourth flow section 40, while at the same time a coolant flow 2B of the coolant flows separately through the second flow section 20,then flows through the coolant branch Z1 and then through the third flow section 30. See Fig. 1 and Fig. 2.

[0039] Furthermore, the heat pump system W is designed such that, in a third operating state of the heat pump system W, a coolant flow 3A flows through the first flow section 10, then through the coolant branch Z2, then through the coolant branch Z1, and then through the third flow section 30. See Fig. 3; and, in a fourth operating state of the heat pump system W, a coolant flow 4A of the coolant flows through the first flow section 10, then through the coolant branch Z2, then through the fourth flow section 40, and then through the fifth flow section 50, while simultaneously, a coolant flow 4B of the coolant flows separately through the third flow section 30. See Fig.4; and that in a fifth operating state of the heat pump system W, a coolant flow 5A of the coolant flows through the first flow section 10, then through the coolant branch Z2, then through the coolant branch Z1 and then through the third flow section 30, while at the same time a coolant flow 5B of the coolant flows through the second flow section 20, then through the coolant branch Z1 and then through the third flow section 30.Accordingly, the coolant flow 5A connects the heat source 12, 14 in the first flow section 10 with the heat exchanger 32 in the third flow section 30 in series, and at the same time, the coolant flow 5B connects the heat exchanger 22 in the second flow section 20 with the heat exchanger 32 in the third flow section 30, also in series, wherein the heat source 12, 14 in the first flow section 10 and the heat exchanger 22 in the second flow section 20 are arranged parallel to each other. See Fig.5; and that in a sixth operating state of the heat pump system W, on the one hand, a coolant flow 6A of the coolant flows through the first flow section 10, then through the coolant branch Z2, and then through the fourth flow section 40, and on the other hand, a coolant flow 6B of the coolant flows through the first flow section 10, then through the coolant branch Z2, then through the coolant branch Z1, and then through the third flow section 30. See Fig.6; and, in a seventh operating state of the heat pump system W, on the one hand, a coolant flow 7A of the coolant flows through the first flow section 10, then through the coolant branch Z2, and then through the fourth flow section 40, and on the other hand, a coolant flow 7B of the coolant flows through the first flow section 10, then through the coolant branch Z2, then through the coolant branch Z1, and then through the third flow section 30, and in addition to the coolant flow 7A and the coolant flow 7B, a coolant flow 7C flows through the second flow section 20, then through the coolant branch Z1, and then through the third flow section 30. See Fig. 7.

[0040] The heat pump system W is explained in more detail below using Figs. 1 to 7. Coolant lines through which coolant flows, in particular flow sections 10 to 70, are marked with thick solid lines. Coolant lines through which no flow occurs in the respective operating state of the heat pump system W, in particular flow sections 10 to 70, are shown in Figs. 1 to 7 with thin solid lines. The refrigerant-side lines are shown with dashed lines. Flow arrows indicate the flow direction of the coolant and the refrigerant.

[0041] The first operating state according to Fig. 1 , also referred to as operating state 1 .1: The drive train formed from the power electronics 12 and the electric motor 14 is cooled via the front radiator 22. The valve V1 directs the heated coolant flow from the drive train 12, 14 to the front radiator 22. Downstream of the front radiator 22, the coolant is returned to the drive train 12, 14 via the valve V3. The liquid-cooled condenser 72, or LCC 72 for short, is cooled via the front radiator 22, or radiator 22 for short. The valve V1 directs the heated coolant flow from the LCC 72 to the radiator 22. Downstream of the radiator 22, the coolant is returned via the valve V3.The seventh flow section 70 to the valve V1, which is fluidically parallel to the drive train 12, 14, enables parallel flow through the LCC 72 and the drive train 12, 14 with respect to the radiator 22, so that the aforementioned components can be cooled with the cool coolant from the radiator 22. This improves the system efficiency compared to a serial arrangement of the aforementioned components, in which the LCC 72 must be cooled with the warm coolant from the drive train 12, 14. The valve V1 enables proportional distribution of the coolant flow between the drive train 12, 14 and the LCC 72. This allows cooling to be adjusted as needed for the refrigerant system, namely the LCC 72. The term refrigerant system represents the refrigerant side of the heat pump system W; the same applies to the term coolant system and the coolant side of the heat pump system W.The vehicle battery 52, or battery 52 for short, is cooled by chiller 32. The interior cooler 62, designed as an interior radiator, is also cooled by chiller 32. The coolant flow for both of the aforementioned components is divided via valve V2 and / or valve 3.

[0042] The second operating state according to Fig. 2, also referred to as operating state 2.1: The battery 52 is thermally separated from the rest of the thermal management system, i.e., the rest of the heat pump system W. The drive train 12, 14 is connected to itself via the valves V1 and V3 and is heated by its own lost heat. The chiller 32 is connected to the radiator 22 and supplies it with subcooled coolant, so that ambient air flowing through the radiator 22 releases heat to the coolant. This heat is then transferred from the chiller 32 to the refrigerant system of the heat pump system W. The LCC 72 releases heat to the seventh flow section 70, so that heat is stored therein or, if necessary, transferred to the vehicle cabin via the interior heater 74, which is designed as an interior radiator. The interior cooler 62, which is also designed as an interior radiator, is cooled by the chiller 32 if necessary.This case is not shown in Fig. 2. The coolant flow is divided via valve V2.

[0043] The third operating state according to Fig. 3, also referred to as operating state 3.1: The battery 52 is thermally separated from the rest of the thermal management system. The chiller 32 is connected to the drive train 12, 14 and supplies it with subcooled coolant, so that the drive train 12, 14 releases heat to the coolant. The corresponding heat is then transferred from the chiller 32 to the refrigerant system of the heat pump system W. The LCC 72 releases heat to the seventh flow section 70, so that heat is stored therein or, if necessary, transferred to the vehicle cabin via the heater 74 designed as an interior radiator. The interior radiator 62 is cooled via the chiller 32 if necessary. This case is not shown in Fig. 3. The coolant flow is divided via the valve V2.

[0044] The fourth operating state according to Fig. 4, also referred to as operating state 5.1: The drive train 12, 14 is connected to the battery 52 via the valves V1 and V3 and heats it using its own lost heat. The chiller 32 is connected to the radiator 22 and supplies it with subcooled coolant, so that the ambient air flowing through the radiator 22 releases heat to the coolant. This heat is then transferred from the chiller 32 to the refrigerant system of the heat pump system W. The LCC 72 releases heat to the seventh flow section 70, so that heat is stored therein or, if necessary, transferred to the vehicle cabin via the interior radiator 74. The interior radiator 62 is cooled via the chiller 32 if necessary. This case is not shown in Fig. 4. The coolant flow is divided via the valve V2.

[0045] The fifth operating state according to Fig. 5, also referred to as operating state 3.3: The battery 52 is thermally separated from the rest of the thermal management system. The chiller 32 is connected to the drive train 12, 14 and supplies it with subcooled coolant, so that the drive train 12, 14 releases heat to the coolant. This heat is then transferred from the chiller 32 to the refrigerant system of the heat pump system W. The chiller 32 is also connected to the radiator 22 and supplies it with subcooled coolant, so that the ambient air flowing through the radiator 22 releases heat to the coolant. This heat is then transferred from the chiller 32 to the refrigerant system of the heat pump system W. The coolant flow is divided via the valve V2.The LCC 72 transfers heat to the seventh flow section 70 so that heat is stored therein or, if necessary, transferred to the vehicle cabin via the interior radiator 74.

[0046] The sixth operating state according to Fig. 6, also referred to as operating state 4.1: The chiller 32 is connected to the battery 52 and the drive train 12, 14 and supplies them with subcooled coolant, so that the battery 52 and the drive train 12, 14 release heat to the coolant. This heat is then transferred from the chiller 32 to the refrigerant system of the heat pump system W. Using valve V3, it is possible to adjust which portion of the coolant flow from the first flow section 10 is passed through the chiller 32 and which portion bypasses the chiller 32. This allows the amount of heat to the chiller 32 to be controlled as needed. The LCC 72 releases heat to the seventh flow section 70, so that heat is stored there or, if necessary, transferred to the vehicle cabin via the interior radiator 74. The interior radiator 62 is cooled by the chiller 32 if necessary. This case is shown in Fig.6 not shown. The coolant flow is divided via valve V2.

[0047] The seventh operating state according to Fig. 7, also referred to as operating state 4.3: The chiller 32 is connected to the battery 52 and the drive train 12, 14 and supplies them with subcooled coolant, so that the battery 52 and the drive train 12, 14 release heat to the coolant. This heat is then transferred from the chiller 32 to the refrigerant system of the heat pump system W. Using the valve V3, it is possible to adjust which portion of the coolant flow from the first flow section 10 is passed through the chiller 32 and which portion bypasses the chiller 32. This allows the amount of heat supplied to the chiller 32 to be controlled as needed. The chiller 32 is also connected to the radiator 22 and supplies it with subcooled coolant, so that the ambient air flowing through the radiator 22 releases heat to the coolant. This heat is then transferred from the chiller 32 to the refrigerant system of the heat pump system W.The coolant flow is divided via valve V2. The LCC 72 transfers heat to the seventh flow section 70, so that heat is stored there or, if necessary, transferred to the vehicle cabin via the interior radiator 74.

[0048] In addition to the seven operating states mentioned above, the following additional operating states can be realized using the heat pump system W, whereby the numbering of the individual operating states indicates the proximity to one of the aforementioned operating states. For example, operating state 1.2 is similar to operating state 1.1. Accordingly, a match in the first digit in the name of the operating state indicates very similar operating states, while the second digit in the name of the operating state represents a variant designation. In addition, the relevant differences between the respective operating state mentioned and the closest aforementioned operating state are pointed out, whereby otherwise reference can essentially be made to this aforementioned operating state.

[0049] Operating state 1.2: The drive train 12, 14 is cooled via the radiator 22. Valve V1 directs the heated coolant flow from the drive train 12, 14 to the radiator 22. After the radiator 22, the coolant is returned to the drive train 12, 14 via valve V3. The LCC 72 releases heat to the seventh flow section 70, so that heat is stored therein or, if necessary, transferred to the vehicle cabin via the interior radiator 74. The battery 52 is cooled via the chiller 32. The interior radiator 62 is also cooled via the chiller 32. The coolant flow for both of the aforementioned components is divided via valves V2 and V3. In contrast to the first operating state, namely operating state 1.1, the coolant is circulated through the LCC 72 and the interior radiator 74 by means of the pump P2 and is not introduced into the flow section 20 by means of the valve V1.

[0050] Operating state 2.2: The battery 52 is thermally separated from the rest of the thermal management system. The drive train 12, 14 is connected to itself via valves V1 and V3 and is heated by its own waste heat. The chiller 32 is connected to the radiator 22 and supplies it with subcooled coolant, so that the ambient air flowing through the radiator 22 releases heat to the coolant. This heat is then transferred from the chiller 32 to the refrigerant system of the heat pump system W. The LCC 72 releases heat to the seventh flow section 70, so that heat is stored therein or, if necessary, transferred to the vehicle cabin via the interior radiator 74. In addition, a portion of the heat from the seventh flow section 70 is proportionally supplied to the chiller 32 via valve V1, so that this heat is transferred again to the refrigerant system.The cooled coolant then flows back into the seventh flow section 70 via valve V3. This generates additional heat loss in the refrigerant compressor K, or compressor K for short, which is available as additional heating power in the seventh flow section 70. Valve V3 can be used to adjust which portion of the coolant flow from the seventh flow section 70 and / or first flow section 10 is passed through the chiller 32 and which portion bypasses the chiller 32. This allows the amount of heat delivered to the chiller 32 to be controlled as needed. Optionally, pumps P2 and P3 can be controlled in such a way that the volume flow of coolant through the drive train 12, 14 is reduced to a minimum. This makes it possible to reduce the influence of the thermal mass of the drive train 12, 14 during a warm-up phase and thus the time required to heat the seventh flow section 70.The interior radiator 62 is cooled, if necessary, via the chiller 32. The coolant flow is divided via the valve V2. In contrast to the second operating state, namely operating state 2.1, the coolant is only partially circulated through the LCC 72 and the interior radiator 74 by means of the pump P2. The remainder of the aforementioned coolant flow is forwarded to the coolant branch Z2 by means of the valve V1. From there, the coolant also flows to the coolant branch Z1. Furthermore, the coolant is divided downstream of the chiller 32 between the valve V2 and the valve V3, so that this coolant flows through the front radiator 22 on the one hand and connects to the coolant flow flowing to the pump P3 on the other.

[0051] Operating state 2.3: The battery 52 is thermally separated from the rest of the thermal management system. The drive train 12, 14 is connected to itself via valves V1 and V3 and is heated by its own waste heat. The LCC 72 transfers heat to the seventh flow section 70, so that heat is stored therein or, if necessary, transferred to the vehicle cabin via the interior radiator 74. In addition, a portion of the heat from the seventh flow section 70 is proportionally fed to the chiller 32 via valve V1, so that this heat is transferred again to the refrigerant system. The cooled coolant then flows back into the seventh flow section 70 via valve V3. This generates additional waste heat in the compressor K, which is available as additional heating power in the seventh flow section 70.Using valve V3, it is possible to adjust which portion of the coolant flow from the seventh flow section 70 and / or first flow section 10 is directed via the chiller 32 and which portion bypasses the chiller 32. This allows the amount of heat delivered to the chiller 32 to be controlled as needed. Optionally, the pumps P2 and P3 can be controlled in such a way that the volume flow through the drive train 12, 14 is reduced to a minimum. This makes it possible to reduce the influence of the thermal mass of the drive train 12, 14 during a warm-up phase and thus the time required to heat the seventh flow section 70. The interior radiator 62 is cooled via the chiller 32 if necessary. The coolant flow is divided via valve V2. In contrast to the aforementioned operating state 2.2, here the coolant is not divided between valves V2 and V3 downstream of the chiller 32.Instead, the coolant downstream of the chiller 32 is simply passed to valve V3. Accordingly, there is no flow through the front radiator 22. Instead, this coolant connects to the coolant flow flowing to the pump P3 via valve V3.

[0052] Operating state 3.2: The battery 52 is thermally separated from the rest of the thermal management system. The chiller 32 is connected to the drive train 12, 14 and supplies it with subcooled coolant, so that the drive train 12, 14 releases heat to the coolant. This heat is then transferred from the chiller 32 to the refrigerant system of the heat pump system W. The LCC 72 releases heat to the seventh flow section 70, so that heat is stored therein or, if necessary, transferred to the vehicle cabin via the interior radiator 74. In addition, a portion of the heat from the seventh flow section 70 is proportionally supplied to the chiller 32 via the valve V1, so that this heat is transferred again to the refrigerant system. The cooled coolant then flows back into the seventh flow section 70 via the valve V3.This generates additional waste heat in the compressor K, which is available as additional heating power in the seventh flow section 70. Optionally, the pumps P2 and P3 can be controlled in such a way that the volume flow through the drive train 12, 14 is reduced to a minimum. This makes it possible to reduce the influence of the thermal mass of the drive train 12, 14 during a warm-up phase and thus the time required to heat the seventh flow section 70. The interior radiator 62 is cooled via the chiller 32 if necessary. The coolant flow is divided via the valve V2. In contrast to the third operating state, namely operating state 3.1, the coolant is only partially circulated through the LCC 72 and the interior radiator 74 by means of the pump P2. The remainder of the aforementioned coolant flow is forwarded to the coolant branch Z2 by means of the valve V1.From there, it flows, on the one hand, analogous to the third operating state, back into the first flow section 10 and, on the other hand, into the seventh flow section 70. Operating state 3.4: The battery 52 is thermally separated from the rest of the thermal management system. The chiller 32 is connected to the drive train 12, 14 and supplies it with subcooled coolant, so that the drive train 12, 14 releases heat to the coolant. This heat is then transferred from the chiller 32 to the refrigerant system of the heat pump system W. The chiller 32 is also connected to the radiator 22 and supplies it with subcooled coolant, so that the ambient air flowing through the radiator 22 releases heat to the coolant. This heat is then transferred from the chiller 32 to the refrigerant system of the heat pump system W. The coolant flow is divided via the valve V2.The LCC 72 transfers heat to the seventh flow section 70, so that heat is stored therein or, if necessary, transferred to the vehicle cabin via the interior radiator 74. Furthermore, a portion of the heat from the seventh flow section 70 is proportionally fed to the chiller 32 via the valve V1, so that this heat is transferred back to the refrigerant system. The cooled coolant then flows back into the seventh flow section 70 via the valve V3. This generates additional heat loss in the compressor K, which is available as additional heating power in the seventh flow section 70. Optionally, the pumps P2 and P3 can be controlled in such a way that the volume flow through the drive train 12, 14 is reduced to a minimum.This allows the influence of the thermal mass of the drive train 12, 14 and thus the time required to heat the seventh flow section 70 to be reduced during a warm-up phase. In contrast to the fifth operating state, namely operating state 3.3, the coolant is only partially circulated through the LCC 72 and the interior radiator 74 by means of the pump P2. The remainder of the aforementioned coolant flow is forwarded directly to the coolant branch Z2 by means of the valve V1. From there, it flows, analogous to the fifth operating state, back into the first flow section 10 and into the seventh flow section 70.

[0053] Operating state 4.2: The chiller 32 is connected to the battery 52 and the drive train 12, 14 and supplies them with subcooled coolant, so that first the battery 52 and then the drive train 12, 14 release heat to the coolant. This heat is then transferred from the chiller 32 to the refrigerant system of the heat pump system W. Using valve V3, it is possible to adjust which portion of the coolant flow from the first flow section 10 is directed via the chiller 32 and which portion bypasses the chiller 32. This allows the amount of heat delivered to the chiller 32 to be controlled as needed. The LCC 72 releases heat to the seventh flow section 70, so that heat is stored there or, if necessary, transferred to the vehicle cabin via the interior radiator 74.In addition, a portion of the heat from the seventh flow section 70 is proportionally fed to the chiller 32 via the valve V1, so that this heat is transferred back to the refrigerant system. The cooled coolant then flows back into the seventh flow section 70 via the valve V3. This generates additional heat loss in the compressor K, which is available as additional heating power in the seventh flow section 70. Optionally, the pumps P2 and P3 can be controlled in such a way that the volume flow through the drive train 12, 14 is reduced to a minimum. This makes it possible to reduce the influence of the thermal mass of the drive train 12, 14 during a warm-up phase and thus the time required to heat the seventh flow section 70. The interior radiator 62 is cooled via the chiller 32 if necessary. The coolant flow is divided via the valve V2.In contrast to the sixth operating state, namely operating state 4.1, the coolant is only partially circulated through the LCC 72 and the interior radiator 74 by means of the pump P2. The remainder of the aforementioned coolant flow is forwarded directly to the coolant branch Z2 by means of the valve V1. From there, it flows, analogous to the sixth operating state, back into the first flow section 10 and into the seventh flow section 70.

[0054] Operating state 4.4: The chiller 32 is connected to the battery 52 and the drive train 12, 14 and supplies them with subcooled coolant, so that the battery 52 and the drive train 12, 14 release heat to the coolant. This heat is then transferred from the chiller 32 to the refrigerant system of the heat pump system W. Using valve V3, it is possible to adjust which portion of the coolant flow from the first flow section 10 is passed through the chiller 32 and which portion bypasses the chiller 32. This allows the amount of heat supplied to the chiller 32 to be controlled as needed. The chiller 32 is also connected to the radiator 22 and supplies it with subcooled coolant, so that the ambient air flowing through the radiator 22 releases heat to the coolant. This heat is then transferred from the chiller 32 to the refrigerant system of the heat pump system W. The coolant flow is divided via valve V2.The LCC 72 transfers heat to the seventh flow section 70, so that heat is stored therein or, if necessary, transferred to the vehicle cabin via the interior radiator 74. Furthermore, a portion of the heat from the seventh flow section 70 is proportionally fed to the chiller 32 via the valve V1, so that this heat is transferred back to the refrigerant system. The cooled coolant then flows back into the seventh flow section 70 via the valve V3. This generates additional heat loss in the compressor K, which is available as additional heating power in the seventh flow section 70. Optionally, the pumps P2 and P3 can be controlled in such a way that the volume flow through the drive train 12, 14 is reduced to a minimum.This allows the influence of the thermal mass of the drive train 12, 14 and thus the time required to heat the seventh flow section 70 to be reduced during a warm-up phase. In contrast to the seventh operating state, namely operating state 4.3, the coolant is only partially circulated through the LCC 72 and the interior radiator 74 by means of the pump P2. The remainder of the aforementioned coolant flow is forwarded directly to the coolant branch Z2 by means of the valve V1. From there, it flows, analogous to the seventh operating state, back into the first flow section 10 and into the seventh flow section 70.

[0055] Operating state 5.2: The drive train 12, 14 is connected to the battery 52 via valves V1 and V3 and heats it using its own lost heat. The chiller 32 is connected to the radiator 22 and supplies it with subcooled coolant, so that the ambient air flowing through the radiator 22 releases heat to the coolant. This heat is then transferred from the chiller 32 to the refrigerant system of the heat pump system W. The LCC 72 releases heat to the seventh flow section 70, so that heat is stored therein or, if necessary, transferred to the vehicle cabin via the interior radiator 74. In addition, a portion of the heat from the seventh flow section 70 is also supplied proportionally to the battery 52 via valve V1, so that this heat heats the battery 52. ​​The cooled coolant then flows back into the seventh flow section 70 via valve V3.The valve V3 can be used to adjust which portion of the coolant flow from the seventh flow section 70 and / or first flow section 10 is directed through the battery 52 or via the chiller 32. This allows the amount of heat to the chiller 32 to be controlled as needed. Optionally, the pumps P2 and P3 can be controlled in such a way that the volume flow through the drive train 12, 14 is reduced to a minimum. This makes it possible to reduce the influence of the thermal mass of the drive train 12, 14 during a warm-up phase and thus the time required to heat the seventh flow section 70. In contrast to the fourth operating state, namely operating state 5.1, the coolant is only partially circulated through the LCC 72 and the interior radiator 74 by means of the pump P2. The remainder of the aforementioned coolant flow is passed on directly to the coolant branch Z2 by means of the valve V1.Furthermore, the coolant is divided downstream of the chiller 32 between the valve V2 and the valve V3, so that the coolant flows through the front radiator 22 on the one hand and connects with the coolant flow to the pump P3 on the other. From there, it flows back into the first flow section 10 on the one hand, analogous to the fourth operating state, and into the seventh flow section 70 on the other hand.

[0056] Operating state 5.3: The drive train 12, 14 is connected to the battery 52 via valves V1 and V3 and heats it using its own waste heat. The LCC 72 transfers heat to the seventh flow section 70, so that heat is stored therein or, if necessary, transferred to the vehicle cabin via the interior radiator 74. In addition, a portion of the heat from the seventh flow section 70 is also supplied proportionally to the battery 52 via valve V1, so that this heat heats the battery 52. ​​The cooled coolant then flows back into the seventh flow section 70 via valve V3. Valve V3 can be used to adjust which portion of the coolant flow from the seventh flow section 70 and / or first flow section 10 is directed through the battery 52 or via the chiller 32. This allows the amount of heat delivered to the chiller 32 to be controlled as needed.Optionally, pumps P2 and P3 can be controlled in such a way that the volume flow through the drive train 12, 14 is reduced to a minimum. This allows the influence of the thermal mass of the drive train 12, 14 and thus the time required to heat the seventh flow section 70 to be reduced during a warm-up phase. In contrast to the aforementioned operating state 5.2, the coolant flow downstream of the chiller 32 is only forwarded to the valve V3, where it combines with the coolant flow downstream of the battery 52 and flows further toward the pump P3. Therefore, no coolant flows through the front radiator 22.

[0057] Operating state 5.4: The drive train 12, 14 is connected to the battery 52 via valves V1 and V3 and heats it using its own waste heat. The chiller 32 is connected to the radiator 22 and supplies it with subcooled coolant, so that the ambient air flowing through the radiator 22 releases heat to the coolant. This heat is then transferred from the chiller 32 to the refrigerant system of the heat pump system W. The LCC 72 releases heat to the seventh flow section 70, so that heat is stored therein or, if necessary, transferred to the vehicle cabin via the interior radiator 74. In addition, a portion of the heat from the seventh flow section 70 is also supplied proportionally to the battery 52 via valve V1, so that this heat heats the battery 52. ​​The cooled coolant then flows back into the seventh flow section 70 via valve V3.Optionally, pumps P2 and P3 can be controlled in such a way that the volume flow through the drive train 12, 14 is reduced to a minimum. This allows the influence of the thermal mass of the drive train 12, 14 and thus the time required to heat the seventh flow section 70 to be reduced during a warm-up phase. In contrast to the fourth operating state, namely operating state 5.1, the coolant is only partially circulated through the LCC 72 and the interior radiator 74 by means of pump P2. The remainder of the aforementioned coolant flow is forwarded to the coolant branch Z2 by means of valve V1, like the coolant from the first flow section 10. From there, it flows, on the one hand, analogously to the fourth operating state, back into the first flow section 10 and, on the other hand, into the seventh flow section 70.

[0058] Operating state 6.1: The drive train 12, 14 is connected to itself via valves V1 and V3 and is heated by its own lost heat. The chiller 32 is connected to the battery 52 and supplies it with subcooled coolant, so that the battery 52 releases heat to the coolant. This heat is then transferred from the chiller 32 to the refrigerant system of the heat pump system W. The LCC 72 releases heat to the seventh flow section 70, so that heat is stored therein or, if necessary, transferred to the vehicle cabin via the interior radiator 74. The interior radiator 62 is cooled via the chiller 32 if necessary. The coolant flow is divided via valve V2.

[0059] Operating state 6.2: The drive train 12, 14 is connected to itself via valves V1 and V3 and is heated by its own lost heat. The chiller 32 is connected to the battery 52 and supplies it with subcooled coolant, so that the battery 52 releases heat to the coolant. This heat is then transferred from the chiller 32 to the refrigerant system of the heat pump system W. The LCC 72 releases heat to the seventh flow section 70, so that heat is stored therein or, if necessary, transferred to the vehicle cabin via the interior radiator 74. In addition, a portion of the heat from the seventh flow section 70 is proportionally supplied to the chiller 32 via valve V1, so that this heat is transferred again to the refrigerant system. The cooled coolant then flows back into the seventh flow section 70 via valve V3.This generates additional heat loss in the compressor K, which is available as additional heating power in the seventh flow section 70.

[0060] Using valve V3, it is possible to adjust which portion of the coolant flow from the seventh flow section 70 and / or first flow section 10 is directed via the chiller 32 and which portion bypasses the chiller 32. This allows the amount of heat delivered to the chiller 32 to be controlled as needed. Optionally, pumps P2 and P3 can be controlled in such a way that the volume flow through the drive train 12, 14 is reduced to a minimum. This makes it possible to reduce the influence of the thermal mass of the drive train 12, 14 during a warm-up phase and thus the time required to heat the seventh flow section 70. The interior radiator 62 is cooled via the chiller 32 if necessary. The coolant flow is divided via valve V2. In contrast to the aforementioned operating state 6.1, only part of the coolant is circulated through the LCC 72 and the interior radiator 74 by means of pump P2.The remainder of the aforementioned coolant flow is forwarded to the coolant branch Z2 via valve V1. From there, a portion of the coolant flows analogously to operating state 6.1, and the remainder of this coolant flows through the coolant branch Z1 and then, via valve V3 and pump P1, back into the first flow section 10 and the seventh flow section 70.

[0061] Operating state 6.3: The drive train 12, 14 is connected to itself via valves V1 and V3 and is heated by its own lost heat. The chiller 32 is connected to the battery 52 and supplies it with subcooled coolant, so that the battery 52 releases heat to the coolant. This heat is then transferred from the chiller 32 to the refrigerant system of the heat pump system W. The chiller 32 is also connected to the radiator 22 and supplies it with subcooled coolant, so that the ambient air flowing through the radiator 22 releases heat to the coolant. This heat is then transferred from the chiller 32 to the refrigerant system of the heat pump system W. The coolant flow is divided between the radiator 22 and the battery 52 via the valve V2 and / or the valve V3.The LCC 72 transfers heat to the seventh flow section 70, so that heat is stored therein or, if necessary, transferred to the vehicle cabin via the interior radiator 74. In contrast to operating state 6.1, the coolant flow downstream of the chiller 32 is divided between the valves V2 and V3, so that the front radiator 22 is also supplied with coolant.

[0062] Operating state 6.4: The drive train 12, 14 is connected to itself via valves V1 and V3 and is heated by its own lost heat. The chiller 32 is connected to the battery 52 and supplies it with subcooled coolant, so that the battery 52 releases heat to the coolant. This heat is then transferred from the chiller 32 to the refrigerant system of the heat pump system W. The chiller 32 is also connected to the radiator 22 and supplies it with subcooled coolant, so that the ambient air flowing through the radiator 22 releases heat to the coolant. This heat is then transferred from the chiller 32 to the refrigerant system of the heat pump system W. The coolant flow is divided between the radiator 22 and the battery 52 via the valve V2 and / or the valve V3.The LCC 72 transfers heat to the seventh flow section 70, so that heat is stored therein or, if necessary, transferred to the vehicle cabin via the interior radiator 74. In addition, a portion of the heat from the seventh flow section 70 is proportionally fed to the chiller 32 via the valve V1, so that this heat is transferred again to the refrigerant system. The cooled coolant then flows back into the seventh flow section 70 via the valve V3. This generates additional waste heat in the compressor K, which is available as additional heating power in the seventh flow section 70. Valve V3 can be used to adjust which portion of the coolant flow from the seventh flow section 70 and / or first flow section 10 is directed via the chiller 32 and which portion bypasses the chiller 32. This allows the amount of heat delivered to the chiller 32 to be controlled as needed.Optionally, pumps P2 and P3 can be controlled in such a way that the volume flow through the drive train 12, 14 is reduced to a minimum. This allows the influence of the thermal mass of the drive train 12, 14 and thus the time required to heat the seventh flow section 70 to be reduced during a warm-up phase. In contrast to the aforementioned operating state 6.3, only a portion of the coolant is circulated through the LCC 72 and the interior radiator 74 by means of pump P2. The remainder of the aforementioned coolant flow is forwarded to the coolant branch Z2 by means of valve V1. From there, the coolant also flows through the coolant branch Z1. Furthermore, a portion of the coolant forwarded to valve V3 downstream of the chiller 32 no longer flows through the battery 52, but directly toward the pump P3. The operating state 6.4 thus largely corresponds to the operating state 6.1 , however, in the operating state 6.1 the radiator 22 is also flowed through by coolant.

[0063] Operating state 7.1: The battery 52 and then the drive train 12, 14 are cooled via the radiator 22. After the radiator 22, the coolant is first returned to the battery 52 via the valve V3 and then again to the drive train 12, 14 via the valve V3. The LCC 72 is cooled via the radiator 22. The valve V1 directs the heated coolant flow from the LCC 72 to the radiator 22. After the radiator 22, the coolant is returned via the valve V3. The seventh flow section 70 to the valve V1, which is fluidically parallel to the drive train 12, 14, enables parallel flow through the LCC 72 and the drive train 12, 14 with respect to the radiator 22, so that the aforementioned components can be cooled with the cool coolant from the radiator 22. This improves the system efficiency compared to a serial arrangement in which the LCC 72 must be cooled with the warm coolant from the drive train 12, 14.The valve V1 enables a proportional distribution of the coolant flow between the drive train 12, 14 and the LCC 72. This allows the cooling for the refrigerant system, namely the LCC 72, to be adjusted as needed. The interior radiator 62 is cooled via the chiller 32 if necessary. In contrast to the fourth operating state, namely operating state 5.1, the coolant does not flow from the valve V1 directly to the coolant branch Z2, but rather this coolant first flows through the front radiator 22. Furthermore, a coolant flow circulates independently of this by means of the pump P1 between the chiller 32 and the interior radiator 62. The coolant is also only partially circulated through the LCC 72 and the interior radiator 74 by means of the pump P2.The remainder of the aforementioned coolant flow is combined with the coolant flow from the first flow section 10 by means of the valve V1 and forwarded to the coolant branch Z2 as explained above.

[0064] Operating state 7.2: The battery 52 and then the drive train 12, 14 are cooled via the radiator 22. After the radiator 22, the coolant is first directed via the valve V3 to the battery 52 and then again via the valve V3 to the drive train 12, 14. The LCC 72 releases heat to the seventh flow section 70, so that heat is stored therein or, if necessary, transferred to the vehicle cabin via the interior radiator 74. The interior radiator 62 is cooled via the chiller 32 if necessary. In contrast to the aforementioned operating state 7.1, the coolant flowing through the seventh flow section 70 is, analogous to the fourth operating state, only circulated through the LCC 72 and the interior radiator 74 by means of the pump P2.

[0065] The invention is not limited to the present embodiment.

[0066] For example, the invention can also be used advantageously in other vehicles.

[0067] List of reference symbols

[0068] 10 First flow section

[0069] 12 electric motor

[0070] 14 Power electronics

[0071] 20 Second flow section

[0072] 22 heat exchangers, designed as front radiators

[0073] 30 Third flow section

[0074] 32 heat exchangers, designed as chillers

[0075] 40 Fourth flow section

[0076] 50 Fifth flow section

[0077] 52 Vehicle battery, short battery

[0078] 60 Sixth flow section

[0079] 62 heat exchangers, designed as interior coolers, namely as interior radiators

[0080] 70 Seventh flow section

[0081] 72 heat exchangers, designed as liquid-cooled condensers, LCC for short

[0082] 74 Additional heat exchanger, as interior heating, namely as

[0083] Interior radiator, trained

[0084] E Expansion valve

[0085] K Refrigerant compressor, short compressor

[0086] P1 pump

[0087] P2 pump

[0088] P3 pump

[0089] T Coolant tank, designed as an expansion tank

[0090] V Valve system V1 Valve, designed as a 4-way valve

[0091] V2 valve, designed as a 3-way valve

[0092] V3 valve, designed as a 5-way valve

[0093] W heat pump system

[0094] Z1 coolant branch

[0095] Z2 coolant branch

Claims

Heat pump system for an electrically powered vehicle Patent claims 1. Heat pump system W for an electrically powered vehicle, comprising a coolant side for circulating a coolant and a refrigerant side, fluidically separated from the coolant side, for circulating a refrigerant, wherein the coolant side and the refrigerant side are in heat transfer communication, and wherein the coolant side has a first flow section (10) for the coolant, a second flow section (20) for the coolant, a third flow section (30) for the coolant, a fourth flow section (40) for the coolant, a valve system V for distributing the coolant on the coolant side, and two coolant branches Z1 and Z2, characterized in that the heat pump system W is designed such that - that in a first operating state of the heat pump system W, a coolant flow 1 A of the coolant flows through the first flow section (10), then through the second flow section (20), then through the coolant branch Z1, then through the coolant branch Z2 and then through the fourth flow section (40), while at the same time the third flow section (30) thereof is separately flowed through by a coolant flow 1 B of the coolant, and, - that in a second operating state of the heat pump system W, a coolant flow 2A of the coolant flows through the first flow section (10), then through the coolant branch Z2 and then through the fourth flow section (40), while at the same time a coolant flow 2B of the coolant flows separately therefrom through the second flow section (20), then through the coolant branch Z1 and then through the third flow section (30).

2. Heat pump system W according to claim 1, characterized in that the heat pump system W is designed such that in a third operating state of the heat pump system W a coolant flow 3A flows through the first flow section (10), then through the coolant branch Z2, then through the coolant branch Z1 and then through the third flow section (30).

3. Heat pump system W according to claim 1 or 2, characterized in that the heat pump system W has a fifth flow section (50) for the coolant, wherein the fifth flow section (50) can be connected to the third flow section (30) and / or the fourth flow section (40) by means of the valve system V.

4. Heat pump system W according to claim 3, characterized in that the heat pump system W is designed such that in a fourth operating state of the heat pump system W, a coolant flow 4A of the coolant flows through the first flow section (10), then through the coolant branch Z2, then through the fourth flow section (40) and then through the fifth flow section (50), while at the same time the third flow section (30) thereof is separately flowed through by a coolant flow 4B of the coolant.

5. Heat pump system W according to one of claims 1 to 4, characterized in that the heat pump system W is designed such that in a fifth operating state of the heat pump system W a Coolant flow 5A of the coolant flows through the first flow section (10), then through the coolant branch Z2, then through the coolant branch Z1 and then through the third flow section (30), while at the same time a coolant flow 5B of the coolant flows through the second flow section (20), then through the coolant branch Z1 and then through the third flow section (30).

6. Heat pump system W according to one of claims 1 to 5, characterized in that the heat pump system W is designed such that in a sixth operating state of the heat pump system W, on the one hand, a coolant flow 6A of the coolant flows through the first flow section (10), then through the coolant branch Z2 and then through the fourth flow section (40) and / or on the other hand, a coolant flow 6B of the coolant flows through the first flow section (10), then through the coolant branch Z2, then through the coolant branch Z1 and then through the third flow section (30).

7. Heat pump system W according to one of claims 1 to 6, characterized in that the heat pump system W is designed such that in a seventh operating state of the heat pump system W, on the one hand, a coolant flow 7A of the coolant flows through the first flow section (10), then through the coolant branch Z2 and then through the fourth flow section (40) and / or on the other hand, a coolant flow 7B of the coolant flows through the first flow section (10), then through the coolant branch Z2, then through the coolant branch Z1 and then through the third flow section (30) and in addition to the coolant flow 7A and / or the Coolant flow 7B a coolant flow 7C flows through the second flow section (20), then through the coolant branch Z1 and then through the third flow section (30).

8. Heat pump system W according to one of claims 1 to 7, characterized in that the heat pump system W has a sixth flow section (60) for the coolant, wherein the sixth flow section (60) can be connected upstream by means of the valve system V to the third flow section (30) in a flow-conducting manner.

9. Heat pump system W according to one of claims 1 to 8, characterized in that the heat pump system W has a seventh flow section (70) for the coolant, wherein the seventh flow section (70) is arranged fluidically parallel to the first flow section (10) and downstream of the second flow section (20) such that a coolant flow of the coolant downstream of the second flow section (20) can be divided by means of the valve system V between the first flow section (10) and the seventh flow section (70).

10. Heat pump system W according to one of claims 1 to 9, characterized in that the coolant branch Z1 and the coolant branch Z2 are immediately and directly connected to one another in a flow-conducting manner. 11 . Heat pump system W according to one of claims 1 to 10, characterized in that a heat source (12, 14) is arranged in the first flow section (10) and / or that a A heat exchanger (22) is arranged for exchanging heat between the coolant and a free environment and / or that a heat exchanger (32) is arranged in the third flow section (30) for cooling the coolant by means of the refrigerant.

12. Heat pump system W according to one of claims 3 to 11, characterized in that a vehicle battery (52) of the vehicle is arranged in the fifth flow section (50).

13. Heat pump system W according to one of claims 8 to 12, characterized in that a heat exchanger (62) for cooling air in a vehicle interior of the vehicle is arranged in the sixth flow section (60).

14. Heat pump system W according to one of claims 9 to 13, characterized in that a heat exchanger (72) for transferring heat to the coolant is arranged in the seventh flow section (70) and / or that a further heat exchanger (74) for transferring heat to air in a vehicle interior of the vehicle is arranged in the seventh flow section (70).

Images