Heat pump system for an electrically operated vehicle

Abstract

The invention relates to a heat pump system W for an electrically operated vehicle, comprising a coolant side and a refrigerant side, wherein the coolant side has a first flow section (10) with a first heat exchanger (12), a second flow section (20) with a second heat exchanger (22), a bypass flow section (25) for bypassing the second heat exchanger (22) in terms of flow, a third flow section (30) with a third heat exchanger (32), a fourth flow section (40), a coolant pump system K and a valve system V, wherein, in a first operating state, a coolant flow flows through the first flow section (10) with the first heat exchanger (12), then through the bypass flow section (25) and / or through the second flow section (20) with the second heat exchanger (22), and then through the fourth flow section (40), and, in a second operating state, a coolant flow flows through the first flow section (10), then through the bypass flow section (25) and / or through the second flow section (20) and then through the third flow section (30) with the third heat exchanger (32).

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 state of the art in numerous design variants.The known heat pump systems for electric vehicles comprise a coolant side for circulating a coolant and a refrigerant side, which is fluidically separated from the coolant side, for circulating a refrigerant, wherein the coolant side and the refrigerant side are in a heat transfer connection, and wherein the coolant side has a first flow section for the coolant with a first heat exchanger, a second flow section for the coolant with a second heat exchanger, a bypass flow section for the coolant, which is arranged fluidically parallel to the second flow section, for fluidly bypassing the second heat exchanger, a third flow section for the coolant with a third heat exchanger, a fourth flow section for the coolant, a coolant pump system K and a valve system V for distributing the coolant on the coolant side.

[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 for an electrically powered vehicle having the features of claim 1, which is characterized in that the heat pump system W is designed such that, in a first operating state of the heat pump system W, a coolant flow flows through the first flow section with the first heat exchanger, then through the bypass flow section and / or through the second flow section with the second heat exchanger and then through the fourth flow section, and that, in a second operating state of the heat pump system W, a coolant flow flows through the first flow section with the first heat exchanger, then through the bypass flow section and / or through the second flow section with the second heat exchanger and then through the third flow section with the third heat exchanger. The subclaims relate to advantageous developments of the invention.

[0008] A key 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 the 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, in a third operating state of the heat pump system W, a coolant flow flows through the first flow section with the first heat exchanger, then through the bypass flow section and / or through the second flow section with the second heat exchanger, and then, on the one hand, through the third flow section with the third heat exchanger and, on the other hand, through the fourth flow section. In this way, the aforementioned advantages of the invention are further enhanced.

[0010] A particularly advantageous development of the heat pump system W according to the invention provides that the first heat exchanger is a chiller for transferring heat from the coolant to the refrigerant. The chiller enables heat transfer between the coolant system on the one hand and the refrigerant system on the other. Of paramount importance is the ability to combine a wide variety of heat sources to operate the heat pump. This requires the corresponding heat flows to be directed through the chiller.

[0011] A further advantageous development of the heat pump system W according to the invention provides that the second heat exchanger is designed such that air can be cooled by means of the second heat exchanger and the coolant flowing therein, preferably such that vehicle cabin air in a vehicle cabin of the vehicle can be cooled by means of the second heat exchanger. This makes it possible to cool air in the vehicle. The preferred embodiment of the present development represents a particularly advantageous application possibility.

[0012] Another advantageous development of the heat pump system W according to the invention provides that the third heat exchanger is designed such that, by means of the third heat exchanger, heat exchange is enabled between ambient air of a free environment and the coolant. Preferably, the third heat exchanger is designed as a front radiator of the vehicle. In this way, heat transfer between the vehicle on the one side and the free environment on the other side is also enabled. The preferred embodiment of the present development represents a particularly advantageous embodiment.

[0013] A further advantageous development of the heat pump system W according to the invention provides that the valve system V has a valve unit V1, wherein the valve unit V1 is connected in a flow-conducting manner directly to the bypass flow section, directly to the second flow section, directly to the third flow section, and directly to the fourth flow section; preferably, the valve unit V1 is designed as a 4-way valve. This provides a very flexible design of the heat pump system W according to the invention, which thus enables a plurality of desired flow states in the heat pump system W according to the invention. Furthermore, this can be realized by means of the preferred embodiment of this development in a very simple manner in terms of design, manufacturing technology, and circuitry. The term "direct" is synonymous here and below with "immediately."Accordingly, this wording here and below indicates that the components mentioned in each case, for example the valve unit V1 and the bypass flow section, are fluidically connected to one another in this case without the fluidic interposition of another component.

[0014] An advantageous development of the aforementioned development of the heat pump system W according to the invention further provides that the valve system V additionally has a valve unit V2 and a valve unit V3, preferably that the valve unit V2 is designed as a 6-way valve and / or that the valve unit V3 is designed as a 4-way valve. In this way, the aforementioned flexibility for realizing desired switching states during operation of the heat pump system W according to the invention is further increased. By means of the preferred embodiment of this development, a very simple type of implementation is specified in terms of design, manufacturing technology, and circuitry.

[0015] As already explained above, the heat pump system W according to the invention can be freely selected within wide suitable limits. It is expediently provided that the coolant system additionally comprises at least one component, namely: an electric motor and power electronics for the electric motor to drive the vehicle and / or a vehicle battery of the vehicle for supplying the electric motor and the power electronics with electrical energy and / or an interior radiator for heating vehicle cabin air of a vehicle cabin of the vehicle and / or a coolant-cooled condenser for cooling the coolant and / or a coolant tank for storing the coolant, wherein, depending on a switching state of the valve system V, the first heat exchanger and / or the second heat exchanger and / or the third heat exchanger can be fluidically connected to at least one of the aforementioned components of the coolant system.The aforementioned components are each very important components of a heat pump system, so that the heat pump system W according to the invention can be adapted to the respective individual case of application of the invention by means of a sensible and suitable circuit combination of the components mentioned here.

[0016] Accordingly, further advantageous developments of the heat pump system W according to the invention according to claim 7 or 8 or only according to claim 8 provide that the valve unit V1 is fluidically connected directly to the valve unit V2 by means of the fourth flow section; and / or that the valve unit V2 is fluidically connected directly to the vehicle battery, preferably that the vehicle battery is fluidically connected directly only to the valve unit V2; and / or that the valve unit V2 is fluidically connected directly, with the exception of a pump of the coolant pump system K arranged between the valve unit V2 and the drive train, to the drive train and / or directly to the coolant-cooled condenser and / or the interior radiator and / or directly to the valve unit V3;and / or that the valve unit V3 is fluidically connected directly to the air heater and / or the coolant-cooled condenser and / or directly to the drive train and / or directly to the third heat exchanger and / or directly to the valve unit V2; and / or that the coolant pump system K has a pump K1, a pump K2 and a pump K3, preferably that the pump K1 is fluidically connected directly to the valve unit V2 and / or directly to the drive train, and / or that the pump K2 is fluidically connected directly to the coolant-cooled condenser and / or to the air heater and / or directly to the drive train and / or directly to the pump K1, and / or that the pump K3 is fluidically connected directly to the valve unit V2 and / or directly to the valve unit V3 and / or directly to the first heat exchanger and / or directly to the third heat exchanger.;

[0017] The invention is explained in more detail below using the attached, roughly schematic drawing. It shows:

[0018] Fig. 1 a shows an embodiment of the heat pump system W according to the invention based on a process diagram, with the heat pump system W in a first variant of a first operating state,

[0019] Fig. 1 b shows the embodiment in an analogous representation to Fig. 1 a in a second variant of the first operating state,

[0020] Fig. 1 c shows the embodiment in an analogous representation to Fig. 1 a in a third variant of the first operating state,

[0021] Fig. 2a shows the embodiment in an analogous representation to Fig. 1 a in a first variant of a second operating state,

[0022] Fig. 2b shows the embodiment in an analogous representation to Fig. 1 a in a second variant of the second operating state,

[0023] Fig. 3a shows the embodiment in a representation analogous to Fig. 1a in a first variant of a third operating state and Fig. 3b shows the embodiment in a representation analogous to Fig. 1a in a second variant of the third operating state.

[0024] In Figs. 1 a to 3b, an embodiment of the heat pump system W according to the invention is shown purely by way of example.

[0025] The heat pump system W for an electrically powered vehicle, namely a purely electrically powered car (not shown in detail), comprises a coolant side for circulating a coolant (not shown) and a refrigerant side, fluidically separated from the coolant side, for circulating a refrigerant (not shown), wherein the coolant side and the refrigerant side are in heat transfer communication, and wherein the coolant side comprises a first flow section 10 for the coolant with a first heat exchanger 12, a second flow section 20 for the coolant with a second heat exchanger 22, a bypass flow section 25 for the coolant, fluidically arranged parallel to the second flow section 20, for fluidically bypassing the second heat exchanger 22, a third flow section 30 for the coolant with a third heat exchanger 32,a fourth flow section 40 for the coolant, a coolant pump system K and a valve system V for the coolant-side distribution of the coolant.

[0026] According to the invention, the heat pump system W is designed such that, in a first operating state of the heat pump system W shown in three variants in Figs. 1a to 1c, a coolant flow flows through the first flow section 10 with the first heat exchanger 12, then through the bypass flow section 25 and / or through the second flow section 20 with the second heat exchanger 22 and then through the fourth flow section 40, and that in a second operating state of the heat pump system W shown in two variants in Figs. 2a and 2b, a coolant flow flows through the first flow section 10 with the first heat exchanger 12, then through the bypass flow section 25 and / or through the second flow section 20 with the second heat exchanger 22 and then through the third flow section 30 with the third heat exchanger 32.

[0027] Furthermore, the heat pump system W is designed here such that in a third operating state of the heat pump system W shown in two variants in Figs. 3a and 3b, a coolant flow flows through the first flow section 10 with the first heat exchanger 12, then through the bypass flow section 25 and / or through the second flow section 20 with the second heat exchanger 22 and then on the one hand through the third flow section 30 with the third heat exchanger 32 and on the other hand through the fourth flow section 40.

[0028] In other embodiments of the invention, a third variant is also conceivable with regard to the second and third operating states, analogous to the first operating state of the present embodiment. Thus, in this case, the coolant flow could be directed only through the second flow section with the second heat exchanger.

[0029] In the present embodiment, the individual components of the heat pump system W are designed as follows:

[0030] The first heat exchanger 12 is designed as a chiller for transferring heat from the coolant to the refrigerant. The second heat exchanger 22 is designed such that air (not shown) can be cooled by means of the second heat exchanger 22 and the coolant flowing therein, wherein vehicle cabin air in a vehicle cabin (not shown) of the vehicle can be cooled by means of the second heat exchanger 22. The third heat exchanger 32 is further designed such that, by means of the third heat exchanger 32, heat exchange is enabled between ambient air (not shown) of a free environment and the coolant, wherein the third heat exchanger 32 is designed here as a front radiator of the vehicle.The valve system V has a valve unit V1 designed as a 4-way valve, wherein the valve unit V1 is flow-conductingly connected directly to the bypass flow section 25, directly to the second flow section 20, directly to the third flow section 30, and directly to the fourth flow section 40. In addition, the valve system V additionally has a valve unit V2 designed as a 6-way valve and a valve unit V3 designed as a 4-way valve. In the present exemplary embodiment, the coolant pump system K comprises a pump K1, a pump K2, and a pump K3. See, for example, Fig. 1a.

[0031] In addition, the heat pump system W includes the following components:

[0032] A drive train 50 with an electric motor 52 and power electronics 54 for the electric motor 52 to drive the vehicle and a battery train 60 with a vehicle battery 62 of the vehicle for supplying the electric motor 52 and the power electronics 54 with electrical energy and a coolant train, referred to as train 70 for short, arranged fluidically parallel to the drive train 50, with an interior radiator 72 for heating the vehicle cabin air of the vehicle cabin and a coolant-cooled condenser 74 for cooling the coolant and a coolant train, referred to as train 80 for short, with a coolant tank 82 for storing the coolant, wherein, depending on a switching state of the valve system V, the first heat exchanger 12 and / or the second heat exchanger 22 and / or the third heat exchanger 32 can be fluidly connected to at least one of the aforementioned components of the coolant system. See Fig. 1a to Fig.3b in summary.

[0033] For this purpose, the valve unit V1 is fluidically connected directly to the valve unit V2 by means of the fourth flow section 40. Furthermore, the valve unit V2 is fluidically connected directly to the vehicle battery 62, whereby the vehicle battery 62 is fluidically connected directly only to the valve unit V2 in the present exemplary embodiment. Furthermore, the valve unit V2 is fluidically connected directly to the drive train 50, and directly to the coolant-cooled condenser 74, which is fluidically followed by the interior radiator 72, and directly to the third valve unit V3, except for a pump K1 of the coolant pump system K arranged between the valve unit V2 and the drive train 50. This direct connection to the third valve unit V3 is established in the present exemplary embodiment by means of a bypass line to the interior radiator 72 and the coolant-cooled condenser 74.In addition, the valve unit V3 is fluidically connected directly to the interior radiator 72, which is downstream of the coolant-cooled condenser 74 in the flow direction, and directly to the drive train 50 and directly to the third heat exchanger 32 and directly to the valve unit V2. The pump K1 is fluidically connected directly to the valve unit V2 and directly to the drive train 50; the pump K2 is fluidically connected directly to the coolant-cooled condenser 74, which is fluidically connected upstream of the interior radiator 72, and directly to the drive train 50 and directly to the pump K1; and the pump K3 is fluidically connected directly to the valve unit V2 and directly to the valve unit V3 and directly to the first heat exchanger 12 and directly to the third heat exchanger 32.Furthermore, in the present embodiment, the heat pump system W has a bypass line to the third heat exchanger 32, which is also fluidly connected to the valve V3.

[0034] In the following, the functioning of the heat pump system W according to the invention according to the present embodiment is explained in more detail with reference to Figs. 1 a to 3b.

[0035] The heat pump system W enables a variety of operating states. Several states are explained below by way of example. However, this list is not exhaustive. Accordingly, other sensible and suitable operating states are also conceivable, with or without variants. Coolant lines through which flow occurs are marked by thick solid lines. Otherwise, the coolant lines are shown with thin solid lines. The refrigerant system, shown in Figs. 1a to 3b with dashed lines, is active in every state, i.e., heat is extracted from the coolant in the chiller 12 and, in return, the corresponding heat is released back into the coolant via the liquid-cooled condenser 74, or LCC for short.

[0036] Of paramount importance here is the combination of various heat sources to operate the heat pump system W. For this purpose, the corresponding heat flows must be passed through the chiller 12.

[0037] In the first variant of the first operating state, the vehicle battery 62, or battery for short, is thermally separated from the heat pump system W. The chiller 12 is connected to the drive train 50 and supplies it with subcooled coolant, so that the drive train 50 releases heat to the coolant. The corresponding heat is then transferred from the chiller 12 to the refrigerant system of the heat pump system W. The LCC 74 releases heat to the train 70, so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 72. There is no flow through the interior radiator 22. See Fig. 1a.

[0038] In the second variant of the first operating state, the battery 62 is thermally separated from the heat pump system W. The chiller 12 is connected to the drive train 50 and supplies it with subcooled coolant, so that the drive train 50 releases heat to the coolant. The corresponding heat is then transferred from the chiller 50 to the refrigerant system of the heat pump system W. The LCC 74 releases heat to the train 70, so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 72. The second heat exchanger 22, which is also designed as an interior radiator, is cooled by the chiller 12. The coolant flow is divided between the bypass flow section 25 and the second flow section 20 via the valve unit V1. See Fig. 1 b.

[0039] In the third variant of the first operating state, the drive train 50 is connected in series with the front radiator 32 so that the waste heat from the drive train 50 can be transferred to the outside environment. The battery 62 is thermally separated from the heat pump system W. The heat exchanger 22, which is also designed as an interior radiator, is cooled by the chiller 12. The LCC 74 transfers heat to the line 70 so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 72. In addition, a portion of the heat, namely the excess heat, from the line 70 is also supplied proportionally to the front radiator 32 via the valve unit V3. The bypass flow section 25 is not flowed through. See Fig. 1 c.

[0040] In the first and second variants of the second operating state of the heat pump system W, the battery 62 is thermally separated from the heat pump system W. The drive train 50 is connected to itself via the valve unit V2, V3 and is heated by its own lost heat. The chiller 12 is connected to the front radiator 32 and supplies it with subcooled coolant, so that the ambient air flowing through the front radiator 32 releases heat to the coolant. The corresponding heat is then transferred from the chiller 12 to the refrigerant system of the heat pump system W. The LCC 74 releases heat to the train 70, so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 72. The interior radiator 22 is cooled by the chiller 12 as needed. The coolant flow is divided between the bypass flow section 25 and the second flow section 20 via the valve unit V1.See Fig. 2a, where only the bypass flow section 25 is flowed through, and 2b.

[0041] In a first variant of the third operating state of the heat pump system W, the battery 62 is thermally separated from the heat pump system W. The chiller 12 is connected to the drive train 50 and supplies it with subcooled coolant, so that the drive train 50 releases heat to the coolant. The corresponding heat is then transferred from the chiller 12 to the refrigerant system of the heat pump system W. The chiller 12 is also connected to the front radiator 32 and supplies it with subcooled coolant, so that the ambient air flowing through the front radiator 32 releases heat to the coolant. The corresponding heat is then transferred from the chiller 12 to the refrigerant system of the heat pump system W. The coolant flow is distributed via the ratio of the pump outputs of the pumps K1, K3.The LCC 74 transfers heat to the line 70, so that heat is stored there or transferred to the vehicle cabin via the interior radiator 72. No air flow passes through the interior radiator 22. See Fig. 3a.

[0042] In a second variant of the third operating state of the heat pump system W, the battery 62 is thermally separated from the heat pump system W. The chiller 12 is connected to the drive train 50 and supplies it with subcooled coolant, so that the drive train 50 releases heat to the coolant. The corresponding heat is then transferred from the chiller 12 to the refrigerant system of the heat pump system W. The chiller 12 is also connected to the front radiator 32 and supplies it with subcooled coolant, so that the ambient air flowing through the front radiator 32 releases heat to the coolant. The corresponding heat is then transferred from the chiller 12 to the refrigerant system of the heat pump system W. The coolant flow is distributed via the ratio of the pump outputs of the pumps K1, K3.The LCC 72 transfers heat to the line 70, so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 72. The interior radiator 22 is cooled by the chiller 12. The coolant flow is divided between the bypass flow section 25 and the second flow section 20 via the valve unit V1. See Fig. 3b.

[0043] In addition to the aforementioned operating modes in the individual variants, further operating modes can be realized using the heat pump system W. These operating modes are not explicitly shown in the drawing. See the following examples:

[0044] In a first variant of a fourth operating state, the drive train 50 is cooled via the front radiator 32. The valve unit V3 directs the heated coolant flow from the drive train 50 to the front radiator 32. Downstream of the front radiator 32, the coolant is returned to the drive train 50 via the valve unit V2. The LCC 74 is cooled via the front radiator 32. The valve unit V3 directs the heated coolant flow from the LCC 74 to the front radiator 32. Downstream of the front radiator 32, the coolant is returned via the valve unit V2. The line 70 to the valve unit V3, which is separate from the drive train 50, enables a parallel arrangement of the LCC 74 and drive train 50 with respect to the front radiator 32, so that both components can be cooled with the cool coolant from the front radiator 32.This improves the system efficiency of the heat pump system W compared to a serial arrangement in which the LCC 74 must be cooled with the warm coolant from the drive train 50. The valve unit V3 enables a proportional distribution of the coolant flow between the drive train 50 and the LCC 74. This allows the cooling for the refrigerant system, namely the LCC 74, to be adjusted as needed. The battery 62 is cooled via the chiller 12. The interior radiator 22 is cooled via the chiller 12. The coolant flow is divided between the second flow section 20 through the second interior radiator 22 and the bypass flow section 25, which serves to bypass the interior radiator 22, via the valve unit V1.

[0045] In a second variant of the fourth operating state of the heat pump system W, the drive train 50 is cooled via the front radiator 32. The valve unit V3 directs the heated coolant flow from the drive train 50 to the front radiator 32. After the front radiator 32, the coolant is returned to the drive train 50 via the valve unit V2. The LCC 74 releases heat to the train 70, so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 72. The battery 62 is cooled via the chiller 12. The interior radiator 22 is cooled via the chiller 12. The coolant flow is divided between the bypass flow section 25 and the second flow section 20 via the valve unit V1.

[0046] In a first variant of a fifth operating state of the heat pump system W, the battery 62 is thermally separated from the heat pump system W. The chiller 12 is connected to the drive train 50 and supplies it with subcooled coolant, so that the drive train 50 releases heat to the coolant. The corresponding heat is then transferred from the chiller 12 to the refrigerant system of the heat pump system W. The chiller 12 is also connected to the front radiator 32 and supplies it with subcooled coolant, so that the ambient air flowing through the front radiator 32 releases heat to the coolant. The corresponding heat is then transferred from the chiller 12 to the refrigerant system of the heat pump system W. The coolant flow through the front radiator 32 and the drive train 50 is distributed via the ratio of the pump outputs of the pumps K1, K3.The LCC 74 transfers heat to the line 70, so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 72. In addition, a portion of the heat from the line 70 is proportionally fed to the chiller 12 via the valve unit V3, so that this heat is transferred again to the refrigerant system. The cooled coolant then flows back into the line 70 via the valve unit V2. This generates additional waste heat in a compressor of the refrigerant system, which is available as additional heating power in the line 70. Optionally, the pumps K1, K2 can be controlled in such a way that the volume flow through the drive train 50 is reduced to a minimum. This makes it possible to reduce the influence of the thermal mass of the drive train 50 during a warm-up phase and thus the time required to heat the line 70. The interior radiator 22 is cooled by the chiller 12.The coolant flow is divided via the valve unit V1 .

[0047] In a second variant of the fifth operating state of the heat pump system W, the battery 62 is thermally separated from the heat pump system W. The chiller 12 is connected to the drive train 50 and supplies it with subcooled coolant, so that the drive train 50 releases heat to the coolant. The corresponding heat is then transferred from the chiller 12 to the refrigerant system of the heat pump system W. The chiller 12 is also connected to the front radiator 32 and supplies it with subcooled coolant, so that the ambient air flowing through the front radiator 32 releases heat to the coolant. The corresponding heat is then transferred from the chiller 12 to the refrigerant system of the heat pump system W. The coolant flow is distributed via the ratio of the pump outputs of the pumps K1, K3.The LCC 74 transfers heat to the line 70, so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 72. In addition, a portion of the heat from the line 70 is proportionally fed to the chiller 12 via the valve unit V3, so that this heat is transferred again to the refrigerant system. The cooled coolant then flows back into the line 70 via the valve unit V2. This generates additional waste heat in the compressor, which is available as additional heating power in the line 70. Optionally, the pumps K1, K2 can be controlled in such a way that the volume flow through the drive train 50 is reduced to a minimum. This makes it possible to reduce the influence of the thermal mass of the drive train 50 during a warm-up phase and thus the time required to heat the line 70.

[0048] In a first variant of a sixth operating state of the heat pump system W, the battery 62 is thermally separated from the heat pump system W. The chiller 12 is connected to the drive train 50 and supplies it with subcooled coolant, so that the drive train 50 releases heat to the coolant. The corresponding heat is then transferred from the chiller 12 to the refrigerant system of the heat pump system W. The LCC 74 releases heat to the line 70, so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 72. In addition, a portion of the heat from the line 70 is proportionally supplied to the chiller 12 via the valve unit V3, so that this heat is transferred again to the refrigerant system. The cooled coolant then flows back into the line 70 via the valve unit V2.This generates additional heat loss in the compressor, which is available as additional heating power in line 70. Optionally, the pumps K1, K2 can be controlled in such a way that the volume flow through the drive train 50 is reduced to a minimum. This can reduce the influence of the thermal mass of the drive train 50 during a warm-up phase and thus the time required to heat the line 70. The interior radiator 22 is cooled by the chiller 12. The coolant flow is divided between the bypass flow section 25 and the second flow section 20 via the valve unit V1.

[0049] In a second variant of the sixth operating state of the heat pump system W, the battery 62 is thermally separated from the heat pump system W. The chiller 12 is connected to the drive train 50 and supplies it with subcooled coolant, so that the drive train 50 releases heat to the coolant. The corresponding heat is then transferred from the chiller 12 to the refrigerant system of the heat pump system W. The LCC 74 releases heat to the line 70, so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 72. In addition, a portion of the heat from the line 70 is proportionally supplied to the chiller 12 via the valve unit V3, so that this heat is transferred again to the refrigerant system. The cooled coolant then flows back into the line 70 via the valve unit V2.This generates additional heat loss in the compressor, which is available as additional heating power in line 70. Optionally, pumps K1, K2 can be controlled in such a way that the volume flow through the drive train 50 is reduced to a minimum. This can reduce the influence of the thermal mass of the drive train 50 during a warm-up phase and thus the time required to heat the line 70.

[0050] In a first variant of a seventh operating state of the heat pump system W, the chiller 12 is connected in series to the battery 62 and then to the drive train 50 and supplies them with subcooled coolant, so that the battery 62 and the drive train 50 release heat to the coolant. The corresponding heat is then transferred from the chiller 12 to the refrigerant system of the heat pump system W. Using the valve unit V2, it is possible to adjust which portion of the coolant flow is passed through the chiller 12 and then through the battery 62 and which portion bypasses the chiller 12 and goes directly to the battery 62. This allows the amount of heat to the chiller 12 to be controlled as needed. The chiller 12 is also connected to the front radiator 32 and supplies it with subcooled coolant, so that the ambient air flowing through the front radiator 32 releases heat to the coolant.The corresponding heat is then transferred from the chiller 12 to the refrigerant system of the heat pump system W. The coolant flow is divided via the ratio of the pumping outputs of the first and third pumps K1, K3. The LCC 74 releases heat to the branch 70, so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 72. In addition, a portion of the heat from the branch 70 is proportionally fed to the chiller 12 via the valve unit V3, so that this heat is transferred back to the refrigerant system. The cooled coolant then flows back to the battery 62 via the valve unit V2. This generates additional waste heat in the compressor, which is available as additional heating output in the branch 70. The interior radiator 22 is cooled by the chiller 12.The coolant flow is divided between the bypass flow section 25 and the second flow section 20 via the valve unit V1.

[0051] In a second variant of the seventh operating state of the heat pump system W, the chiller 12 is connected in series to the battery 62 and then to the drive train 50 and supplies them with subcooled coolant, so that the battery 62 and the drive train 50 release heat to the coolant. The corresponding heat is then transferred from the chiller 12 to the refrigerant system of the heat pump system W. Using the valve unit V2, it is possible to adjust which portion of the coolant flow is passed through the chiller 12 and then to the battery 62 and which portion bypasses the chiller 12 and goes directly to the battery 62. This allows the amount of heat to the chiller 12 to be controlled as needed. The chiller 12 is also connected to the front radiator 32 and supplies it with subcooled coolant, so that the ambient air flowing through the front radiator 32 releases heat to the coolant.The corresponding heat is then transferred from the chiller 12 to the refrigerant system of the heat pump system W. The coolant flow is divided via the ratio of the pump outputs of the pumps K1, K3. The LCC 74 releases heat to the line 70, so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 72. In addition, a portion of the heat from the line 70 is proportionally fed to the chiller 12 via the valve unit V3, so that this heat is transferred back to the refrigerant system. The cooled coolant then flows back to the battery 62 via the valve unit V2. This generates additional heat loss in the compressor, which is available as additional heating power in the line 70.

[0052] In a third variant of the seventh operating state of the heat pump system W, the chiller 12 is connected in series to the battery 62 and then to the drive train 50 and supplies them with subcooled coolant, so that the battery 62 and the drive train 50 release heat to the coolant. The corresponding heat is then transferred from the chiller 12 to the refrigerant system of the heat pump system W. Using the valve unit V2, it is possible to adjust which portion of the coolant flow is passed through the chiller 12 and then to the battery 62 and which portion bypasses the chiller 12 and goes directly to the battery 62. This allows the amount of heat to the chiller 12 to be controlled as needed. The chiller 12 is also connected to the front radiator 32 and supplies it with subcooled coolant, so that the ambient air flowing through the front radiator 32 releases heat to the coolant.The corresponding heat is then transferred from the chiller 12 to the refrigerant system of the heat pump system W. The coolant flow is divided via the ratio of the pump outputs of the pumps K1, K3. The LCC 72 transfers heat to the line 70, so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 72. The interior radiator 22 is cooled by the chiller 12. The coolant flow is divided between the bypass flow section 25 and the second flow section 20 via the valve unit V1.

[0053] In a fourth variant of the seventh operating state of the heat pump system W, the chiller 12 is connected in series to the battery 62 and then to the drive train 50 and supplies them with subcooled coolant, so that the battery 62 and the drive train 50 release heat to the coolant. The corresponding heat is then transferred from the chiller 12 to the refrigerant system of the heat pump system W. Using the valve unit V2, it is possible to adjust which portion of the coolant flow is passed through the chiller 12 and then to the battery 62 and which portion bypasses the chiller 12 and goes directly to the battery 62. This allows the amount of heat to the chiller 12 to be controlled as needed. The chiller 12 is also connected to the front radiator 32 and supplies it with subcooled coolant, so that the ambient air flowing through the front radiator 32 releases heat to the coolant.The corresponding heat is then transferred from the chiller 12 to the refrigerant system of the heat pump system W. The coolant flow is divided by the ratio of the pumping capacities of the pumps K1 and K3. The LCC 74 transfers heat to the line 70, so that heat is stored there or transferred to the vehicle cabin via the interior radiator 72.

[0054] In a fifth variant of the seventh operating state of the heat pump system W, the chiller 12 is connected in series to the battery 62 and then to the drive train 50 and supplies them with subcooled coolant, so that the battery 62 and the drive train 50 release heat to the coolant. The corresponding heat is then transferred from the chiller 12 to the refrigerant system of the heat pump system W. Using the valve unit V2, it is possible to adjust which portion of the coolant flow is passed through the chiller 12 and then to the battery 62 and which portion bypasses the chiller 12 and goes directly to the battery 62. This allows the amount of heat to the chiller 12 to be controlled as needed. The LCC 74 releases heat to the line 70, so that heat is stored there or transferred to the vehicle cabin via the interior radiator 72. The interior radiator 22 is cooled by the chiller 12.The coolant flow is divided between the bypass flow section 25 and the second flow section 20 via the valve unit V1. In a sixth variant of the seventh operating state of the heat pump system W, the chiller 12 is connected in series to the battery 62 and then to the drive train 50 and supplies these with subcooled coolant, so that the battery 62 and the drive train 50 release heat to the coolant. The corresponding heat is then transferred from the chiller 12 to the refrigerant system of the heat pump system W. The valve unit V2 can be used to adjust which portion of the coolant flow is passed through the chiller 12 and then to the battery 62, and which portion bypasses the chiller 12 and goes directly to the battery 62. This allows the amount of heat delivered to the chiller 12 to be controlled as needed.The LCC 74 transfers heat to the strand 70 so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 72.

[0055] In the aforementioned variants of the seventh operating state of the heat pump system W, namely variants one to six, a relatively large amount of coolant cooled by the chiller 12 is mixed with warm coolant from the drive train 50 in the valve unit V2, so that, in total, coolant flows into the battery 62 that is cooler than the battery 62. The battery 62 is therefore the heat source for the coolant and transfers heat to the coolant.

[0056] In the subsequent variants of the seventh operating state of the heat pump system W, namely variants seven to twelve, less coolant cooled by the chiller 12 is mixed with warm coolant from the drive train 50 in the valve unit V2, so that, overall, coolant flows into the battery 62 that is warmer than the battery 62. The battery 62 thus acts as a heat sink for the coolant and absorbs heat from the coolant.

[0057] In a seventh variant of the seventh operating state of the heat pump system W, the battery 62 and drive train 50 are connected in series so that the waste heat from the drive train 50 heats the battery 62. The valve unit V2 can be used to adjust which portion of the coolant flow is optionally routed via the chiller 12 and then to the battery 62, and which portion bypasses the chiller 12 and goes directly to the battery 62. This allows the amount of heat to be controlled as needed by the chiller 12 and the battery 62. The chiller 12 is also connected to the front radiator 32 and supplies it with subcooled coolant so that the ambient air flowing through the front radiator 32 transfers heat to the coolant. The corresponding heat is then transferred from the chiller 12 to the refrigerant system of the heat pump system W. The coolant flow is distributed via the ratio of the pump outputs of the pumps K1, K3.The LCC 74 releases heat to the branch 70, so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 72. In addition, a portion of the heat from the branch 70 is proportionally fed to the chiller 12 via the valve unit V3, so that this heat is transferred again to the refrigerant system. The cooled coolant then flows back to the battery 62 via the valve unit V2. This generates additional waste heat in the compressor, which is available as additional heating power in the branch 70. The interior radiator 22 is cooled by the chiller 12. The coolant flow is divided between the bypass flow section 25 and the second flow section 20 via the valve unit V1.

[0058] In an eighth variant of the seventh operating state of the heat pump system W, the battery 62 and the drive train 50 are connected in series so that the waste heat from the drive train 50 heats the battery 62. The valve unit V2 can be used to adjust which portion of the coolant flow is optionally routed via the chiller 12 and then to the battery 62, and which portion bypasses the chiller 12 and goes directly to the battery 62. This allows the amount of heat to be controlled as needed by the chiller 12 and the battery 62. The chiller 12 is also connected to the front radiator 32 and supplies it with subcooled coolant so that the ambient air flowing through the front radiator 32 transfers heat to the coolant. The corresponding heat is then transferred from the chiller 12 to the refrigerant system of the heat pump system W. The coolant flow is distributed via the ratio of the pump outputs of the pumps K1, K3.The LCC 74 transfers heat to the line 70, so that heat is stored there or transferred to the vehicle cabin via the interior radiator 72. Furthermore, a portion of the heat from the line 70 is proportionally fed to the chiller 12 via the valve unit V3, so that this heat is transferred back to the refrigerant system. The cooled coolant then flows back to the battery 62 via the valve unit V2. This generates additional heat loss in the compressor, which is available as additional heating power in the line 70.

[0059] In a ninth variant of the seventh operating state of the heat pump system W, the battery 62 and the drive train 50 are connected in series so that the waste heat from the drive train 50 heats the battery 62. The valve unit V2 can be used to adjust which portion of the coolant flow is optionally routed via the chiller 12 and then to the battery 62, and which portion bypasses the chiller 12 and goes directly to the battery 62. This allows the amount of heat to be controlled as needed by the chiller 12 and the battery 62. The chiller 12 is also connected to the front radiator 32 and supplies it with subcooled coolant so that the ambient air flowing through the front radiator 32 transfers heat to the coolant. The corresponding heat is then transferred from the chiller 12 to the refrigerant system of the heat pump system W. The coolant flow is distributed via the ratio of the pump outputs of the pumps K1, K3.The LCC 74 transfers heat to the line 70, so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 72. The interior radiator 22 is cooled by the chiller 12. The coolant flow is divided between the bypass flow section 25 and the second flow section 20 via the valve unit V1.

[0060] In a tenth variant of the seventh operating state of the heat pump system W, the battery 62 and the drive train 50 are connected in series so that the waste heat from the drive train 50 heats the battery 62. The valve unit V2 can be used to adjust which portion of the coolant flow is optionally routed via the chiller 12 and then to the battery 62, and which portion bypasses the chiller 12 and goes directly to the battery 62. This allows the amount of heat to be controlled as needed by the chiller 12 and the battery 62. The chiller 12 is also connected to the front radiator 32 and supplies it with subcooled coolant so that the ambient air flowing through the front radiator 32 transfers heat to the coolant. The corresponding heat is then transferred from the chiller 12 to the refrigerant system of the heat pump system W. The coolant flow is distributed via the ratio of the pump outputs of the pumps K1, K3.The LCC 74 transfers heat to the strand 70 so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 72.

[0061] In an eleventh variant of the seventh operating state of the heat pump system W, the battery 62 and the drive train 50 are connected in series so that the waste heat from the drive train 50 heats the battery 62. The valve unit V2 can be used to adjust which portion of the coolant flow is optionally routed via the chiller 12 and then to the battery 62 and which portion bypasses the chiller 12 and goes directly to the battery 62. This allows the amount of heat to the chiller 12 and the battery 62 to be controlled as needed. The LCC 74 releases heat to the line 70 so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 72. The interior radiator 22 is cooled by the chiller 12. The coolant flow is divided between the bypass flow section 25 and the second flow section 20 via the valve unit V1.

[0062] In a twelfth variant of the seventh operating state of the heat pump system W, the battery 62 and the drive train 50 are connected in series so that the waste heat from the drive train 50 heats the battery 62. The valve unit V2 can be used to adjust which portion of the coolant flow is optionally routed via the chiller 12 and then to the battery 62, and which portion bypasses the chiller 12 and goes directly to the battery 62. This allows the amount of heat to the chiller 12 and the battery 62 to be controlled as needed. The LCC 74 releases heat to the line 70 so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 72. In a first variant of an eighth operating state of the heat pump system W, the battery 62 and the drive train 50 are connected in series so that the waste heat from the drive train 50 heats the battery 62.The chiller 12 is connected to the front radiator 32 and supplies it with subcooled coolant, so that the ambient air flowing through the front radiator 32 gives off heat to the coolant. The corresponding heat is then transferred from the chiller 12 to the refrigerant system of the heat pump system W. The LCC 74 gives off heat to the branch 70, so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 72. In addition, a portion of the heat from the branch 70 is supplied proportionally to the battery 62 via the valve unit V3, so that the battery is heated by heat originating from the refrigerant system. The interior radiator 22 is cooled by the chiller 12. The coolant flow is divided between the bypass flow section 25 and the second flow section 20 via the valve unit V1.

[0063] In a second variant of the eighth operating state of the heat pump system W, the battery 62 and the drive train 50 are connected in series so that the waste heat from the drive train 50 heats the battery 62. The chiller 12 is connected to the front radiator 32 and supplies it with subcooled coolant so that the ambient air flowing through the front radiator 32 releases heat to the coolant. The corresponding heat is then transferred from the chiller 12 to the refrigerant system of the heat pump system W. The LCC 74 releases heat to the branch 70 so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 72. In addition, a portion of the heat from the branch 70 is proportionally supplied to the battery 62 via the valve unit V3 so that it is heated by heat originating from the refrigerant system.

[0064] In a third variant of the eighth operating state of the heat pump system W, the battery 62 and the drive train 50 are connected in series so that the waste heat from the drive train 50 heats the battery 62. The chiller 12 is connected to the front radiator 32 and supplies it with subcooled coolant so that the ambient air flowing through the front radiator 32 releases heat to the coolant. The corresponding heat is then transferred from the chiller 12 to the refrigerant system of the heat pump system W. The LCC 74 releases heat to the line 70 so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 72. The interior radiator 22 is cooled by the chiller 12. The coolant flow is divided between the bypass flow section 25 and the second flow section 20 via the valve unit V1.

[0065] In a fourth variant of the eighth operating state of the heat pump system W, the battery 62 and the drive train 50 are connected in series, so that the waste heat from the drive train 50 heats the battery 62. The chiller 12 is connected to the front radiator 32 and supplies it with subcooled coolant, so that the ambient air flowing through the front radiator 32 releases heat to the coolant. The corresponding heat is then transferred from the chiller 12 to the refrigerant system of the heat pump system W. The LCC 74 releases heat to the line 70, so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 72.

[0066] In a first variant of a ninth operating state of the heat pump system W, the battery 62 and the drive train 50 are connected in series, so that the waste heat from the drive train 50 heats the battery 62. The interior radiator 22 is cooled by the chiller 12. The LCC 74 releases heat to the line 70, so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 72. Furthermore, a portion of the heat from the line 70 is proportionally supplied to the battery 62 via the valve unit V3, so that the battery is heated by heat originating from the refrigerant system.

[0067] In a second variant of the ninth operating state of the heat pump system W, the battery 62 and the drive train 50 are connected in series, so that the waste heat from the drive train 50 heats the battery 62. The interior radiator 22 is cooled by the chiller 12. The LCC 74 transfers heat to the train 70, so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 72.

[0068] In a third variant of the ninth operating state of the heat pump system W, the battery 62 and the drive train 50 are connected in series with the front radiator 32, so that the waste heat from the battery 62 and the drive train 50 can be transferred to the outside environment. The interior radiator 22 is cooled by the chiller 12. The LCC 74 transfers heat to the line 70, so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 72. In addition, a portion of the heat, namely the excess heat, from the line 70 is also supplied proportionally to the front radiator 32 via the valve unit V3.

[0069] In a fourth variant of the ninth operating state of the heat pump system W, the battery 62 and the drive train 50 are connected in series with the front radiator 32, so that the waste heat from the battery 62 and the drive train 50 can be transferred to the outside environment. The interior radiator 22 is cooled by the chiller 12. The LCC 74 transfers heat to the train 70, so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 72.

[0070] In a tenth operating state of the heat pump system W, the drive train is connected in series with the front radiator 32, so that the waste heat from the drive train 50 can be transferred to the outside environment. The battery 62 is thermally separated from the heat pump system W. The interior radiator 22 is cooled by the chiller 12. The LCC 74 transfers heat to the train 70, so that heat is stored therein or transferred to the vehicle cabin via the interior radiator 72.

[0071] The invention is not limited to the present embodiment.

[0072] For example, the invention can also be advantageously used in other vehicles. Furthermore, reference is made to the relevant statements in the introduction to the description as well as to the alternatives and options mentioned in the specific exemplary embodiment.

[0073] List of reference symbols

[0074] 10 First flow section

[0075] 12 First heat exchanger, designed as a chiller

[0076] 20 Second flow section

[0077] 22 Second heat exchanger, designed as an interior radiator

[0078] 25 Bypass flow section

[0079] 30 Third flow section

[0080] 32 Third heat exchanger, designed as a front radiator

[0081] 40 Fourth flow section

[0082] 50 Powertrain

[0083] 52 electric motor

[0084] 54 Power electronics

[0085] 60 battery string

[0086] 62 vehicle battery, short battery

[0087] 70 Coolant line, short line

[0088] 72 Interior radiator, designed as a heater

[0089] 74 Coolant-cooled condenser, LCC for short

[0090] 80 Coolant line, short line

[0091] 82 Coolant tank

[0092] K Coolant pump system with pumps K1, K2, K3

[0093] V valve system with the valve units V1, V2, V3

[0094] W heat pump system

Claims

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 with a first heat exchanger (12), a second flow section (20) for the coolant with a second heat exchanger (22), a bypass flow section (25) for the coolant, fluidically arranged parallel to the second flow section (20), for fluidically bypassing the second heat exchanger (22), a third flow section (30) for the coolant with a third heat exchanger (32), a fourth flow section (40) for the coolant,a coolant pump system K and a valve system V for the coolant-side distribution of the coolant, 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 flows through the first flow section (10) with the first heat exchanger (12), then through the bypass flow section (25) and / or through the second flow section (20) with the second heat exchanger (22) and then through the fourth flow section (40), and, - that in a second operating state of the heat pump system W, a coolant flow through the first flow section (10) with the first heat exchanger (12), then through the bypass flow section (25) and / or through the second Flow section (20) with the second heat exchanger (22) and then through the third flow section (30) with the third heat exchanger (32).

2. Heat pump system according to claim 1, characterized in that in a third operating state of the heat pump system W a coolant flow flows through the first flow section (10) with the first heat exchanger (12), then through the bypass flow section (25) and / or through the second flow section (20) with the second heat exchanger (22) and then on the one hand through the third flow section (30) with the third heat exchanger (32) and on the other hand through the fourth flow section (40).

3. Heat pump system according to claim 1 or 2, characterized in that the first heat exchanger (12) is a chiller for transferring heat from the coolant to the refrigerant.

4. Heat pump system according to one of claims 1 to 3, characterized in that the second heat exchanger (22) is designed such that air can be cooled by means of the second heat exchanger (22) and the coolant flowing therein, preferably that vehicle cabin air in a vehicle cabin of the vehicle can be cooled by means of the second heat exchanger (22).

5. Heat pump system according to one of claims 1 to 4, characterized in that the third heat exchanger (32) is designed such that by means of the third heat exchanger (32) a heat exchange between a Ambient air of a free environment and the coolant is enabled, preferably that the third heat exchanger (32) is designed as a front radiator of the vehicle.

6. Heat pump system according to one of claims 1 to 5, characterized in that the valve system V has a valve unit V1, wherein the valve unit V1 is connected in a flow-conducting manner directly to the bypass flow section (25), directly to the second flow section (20), directly to the third flow section (30) and directly to the fourth flow section (40), preferably that the valve unit V1 is designed as a 4-way valve.

7. Heat pump system according to claim 6, characterized in that the valve system V additionally has a valve unit V2 and a valve unit V3, preferably that the valve unit V2 is designed as a 6-way valve and / or that the valve unit V3 is designed as a 4-way valve.

8. Heat pump system according to one of claims 1 to 7, characterized in that the coolant system additionally comprises at least one component, namely: an electric motor (52) and power electronics (54) for the electric motor (52) for driving the vehicle and / or a Vehicle battery (62) of the vehicle for supplying the electric motor (50) and the power electronics (54) with electrical energy and / or an interior radiator (72) for heating a vehicle cabin air of a vehicle cabin of the vehicle and / or a coolant-cooled condenser (74) for cooling the coolant and / or a coolant tank (82) for storing the coolant, wherein depending on a Switching state of the valve system V, the first heat exchanger (12) and / or the second heat exchanger (22) and / or the third heat exchanger (32) is fluidically connectable to at least one of the aforementioned components of the coolant system.

9. Heat pump system according to claim 7 or 8, characterized in that the valve unit V1 is fluidically connected directly to the valve unit V2 by means of the fourth flow section (40).

10. Heat pump system according to claim 8 or 9, characterized in that the valve unit V2 is fluidically connected directly to the vehicle battery (62), preferably that the vehicle battery (62) is fluidically connected directly only to the valve unit V2.

11. Heat pump system according to one of claims 8 to 10, characterized in that the valve unit V2 is fluidically connected directly, with the exception of a pump (K1) of the coolant pump system K arranged between the valve unit V2 and the drive train, to the drive train (50) and / or directly, with the exception of a pump (K2) of the coolant pump system K arranged between the valve unit V2 and the condenser (74) and / or the interior radiator, to the coolant-cooled condenser (74) and / or the interior radiator and / or directly to the valve unit V3.

12. Heat pump system according to one of claims 8 to 11, characterized in that the valve unit V3 is fluidically connected directly to the interior radiator (72) and / or the coolant-cooled condenser and / or directly is connected to the drive train (50) and / or directly to the third heat exchanger (32) and / or directly to the valve unit V2.

13. Heat pump system according to one of claims 8 to 12, characterized in that the coolant pump system K has a pump K1, a pump K2 and a pump K3, preferably that the pump K1 is fluidically connected directly to the valve unit V2 and / or directly to the drive train (50), and / or that the pump K2 is fluidically connected directly to the coolant-cooled condenser (74) and / or to the interior radiator and / or directly to the drive train (50) and / or directly to the pump K1, and / or that the pump K3 is fluidically connected directly to the valve unit V2 and / or directly to the valve unit V3 and / or directly to the first heat exchanger (12) and / or directly to the third heat exchanger (32).

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