Module for a temperature management system

Abstract

The invention relates to a module (10) for a temperature management system, in particular for a vehicle, comprising: a housing (20) which forms a first chamber (30) for receiving a compressor (31); a second chamber (40) for receiving a motor, in particular an electric motor; and a plurality of channels (101-109), which are located at least partly on the periphery of at least the first chamber (30) and which form a refrigerant flow path for circulating a refrigerant.

Description

[0001] title

[0002] Module for a temperature management system

[0003] The invention relates to a module for a temperature management system, in particular a modular housing concept with an integrated refrigerant circuit.

[0004] State of the art

[0005] Many vehicles, especially road-bound passenger vehicles and commercial vehicles (cars and trucks), require systems and circuits for temperature management, for example, of a passenger compartment, an engine, a vehicle battery, as well as parts of the vehicle electronics and the drive train. The tasks of the temperature management system can include both cooling and heating tasks, allowing the system to operate in various modes.

[0006] For efficiency reasons, the principle of a heat pump is often used. This involves extracting heat energy from an environment that may need to be cooled via a heat exchanger and supplying it to an environment that may need to be heated via a heat exchanger. The heat energy is transported via a refrigerant, which evaporates at low pressure while absorbing ambient heat and is liquefied at high pressure to release the heat energy. Other components of a heat pump that are familiar to those skilled in the art include the refrigerant compressor, expansion valve, pressure sensors, and electronic control unit.

[0007] Current solutions for such temperature management systems are typically assembled by the vehicle manufacturer from individual components for refrigeration and coolant circuits, including pumps, valves, heat exchangers, and fluid lines. These temperature management systems are installed by the vehicle manufacturer in addition to, and structurally separate from, the vehicle engine, vehicle battery, and electronic control system components.

[0008] Technical challenges of known systems include the high efficiency and fast control time of the temperature management system used, particularly in electrically powered vehicles with corresponding high-performance batteries.

[0009] Further challenges for temperature management systems in vehicles relate to the refrigerant used, which in the current state of the art is often selected from the group of per- and polyfluoroalkyl compounds (PFAS). Since there are efforts to restrict the use of PFAS by law, alternative solutions for temperature management systems are being developed that use, for example, carbon dioxide (CO2) or propane as the refrigerant in a heat pump. Since certain components in conventional temperature management systems for cars and trucks, such as heat exchangers and associated fluid lines, are largely unprotected and located in the vehicle's crash zone, the high flammability of propane represents a disadvantage in this context.

[0010] There are also legal restrictions on the use of copper pipes commonly used in conjunction with propane in vehicle engine compartments.

[0011] It is an object of the invention to provide alternative or improved solutions for a temperature management system.

[0012] Disclosure of the invention

[0013] The object of the invention is achieved by means of a module for a temperature management system according to claim 1. Advantageous developments, additional features and / or advantages of the invention emerge from the dependent claims and the following description. According to a first aspect, the present disclosure discloses a module for a temperature management system, in particular for a vehicle, comprising: a housing forming: a first chamber for accommodating a compressor; a second chamber for accommodating a motor, in particular an electric motor; and, at least partially arranged on a periphery of at least the first chamber, a plurality of channels forming a refrigerant flow path for circulating a refrigerant.

[0014] The motor may be a vehicle electric motor, in particular an electric motor in a vehicle.

[0015] The housing may have at least one outer wall that closes off the housing to the outside, and at least one first inner wall for defining the first chamber; and the plurality of channels may be formed at least partially by the at least one outer wall and the first inner wall.

[0016] The refrigerant flow path for guiding refrigerant may be fluidly connected to the first chamber.

[0017] The refrigerant flow path can connect a plurality of refrigerant openings arranged in the housing, which are designed to guide the refrigerant via at least one first heat exchanger, preferably via a first and a second heat exchanger.

[0018] In the housing, an expansion chamber may be formed in the refrigerant flow path; and a first expansion valve for regulating a refrigerant flow through the expansion chamber may be arranged at least partially within the expansion chamber.

[0019] The refrigerant flow path may include a bypass path between the first chamber and the expansion chamber and a second expansion valve arranged in the bypass path, wherein the bypass path is arranged such that refrigerant can optionally be circulated at least partially bypassing the first heat exchanger.

[0020] The second expansion valve can be arranged at least partially within the expansion chamber or protrude into the expansion chamber. The plurality of channels can form at least one first, preferably a first and a second, coolant flow path separate from the refrigerant flow path for guiding a coolant, wherein each coolant flow path has two coolant openings arranged in the housing for guiding the coolant via an associated heat exchanger.

[0021] Each coolant flow path may additionally have a pair of inlet and outlet openings arranged in the housing for integrating the respective coolant flow path into an associated coolant circuit extending partially outside the module.

[0022] The plurality of channels may form the refrigerant flow path and the coolant flow path(s) as closed flow paths between the plurality of refrigerant openings or coolant openings and inlet and outlet openings.

[0023] The housing can be closed on a first side and a second side with a housing cap, wherein a first housing cap forms at least part of the inner wall of the first chamber and a second housing cap forms at least part of the inner wall of the second chamber.

[0024] A portion of the refrigerant flow path may be formed in the first housing cap.

[0025] The refrigerant can be a chemical substance from the group of substances including propane, carbon dioxide, and per- and polyfluorinated alkyl compounds (PFAS).

[0026] The first chamber and the second chamber may be arranged one behind the other along a first axis of the module.

[0027] The module may comprise a compressor, in particular a rotary compressor, arranged in the first chamber for compressing the refrigerant.

[0028] The module may comprise a motor, in particular an electric motor, arranged in the second chamber.

[0029] The motor may be a vehicle electric motor, in particular an electric motor in a vehicle. The module may comprise at least one heat exchanger integrated into the refrigerant flow path and the coolant flow path.

[0030] Short description of the characters

[0031] The invention is explained in more detail below using exemplary embodiments with reference to the attached schematic drawings, which are not to scale. The figures (Fig.) of the drawings, which are merely exemplary, show:

[0032] Fig. 1 is a perspective view of an embodiment of a module for a temperature management system;

[0033] Fig. 2 is a perspective view of an embodiment of a module for a temperature management system;

[0034] Fig. 3 is a perspective view of an embodiment of a module for a temperature management system;

[0035] Fig. 4 is a schematic representation of the interaction of the components of the module for the temperature management system in a vehicle;

[0036] Fig. 5 is a front view of an embodiment of a module for a temperature management system, with a schematic representation of flow paths;

[0037] Fig. 6 is a perspective view of an embodiment of a module for a temperature management system, with a schematic representation of flow paths;

[0038] Fig. 7 is a perspective view of an embodiment of a module for a temperature management system, with a schematic representation of flow paths; Fig. 8 is a perspective view of an embodiment of a module for a temperature management system, and an associated sectional view;

[0039] Fig. 9 is a perspective view of an embodiment of a module for a temperature management system, with a schematic representation of flow paths;

[0040] Fig. 10 is a perspective view of an embodiment of a module for a temperature management system, with a schematic representation of flow paths;

[0041] Fig. 11 is a spatial view of an embodiment of a module for a temperature management system, with a schematic representation of flow paths; and

[0042] Fig. 12 is a front view of an embodiment of a module for a temperature management system, with a schematic representation of flow paths.

[0043] The following schematically describes the structure and function of a module for a temperature management system using Figures 1 to 12. In the figures, a refrigerant flow is indicated by arrows or dashed lines K1, and a coolant flow is indicated by arrows or dashed lines K2.

[0044] Figure 1 shows a module 10 for a temperature management system, such as can be used in a vehicle, such as an electrically powered motor vehicle. Depending on the embodiment, the module 10 can comprise certain or all components of a heat pump in an integrated form. "Integrated" here means that the relevant components are assigned to a common housing, with the housing preferably being constructed in one piece.

[0045] The module 10 shown in Figure 1 comprises a housing 20 which has a first chamber 30 for accommodating a compressor 31 for refrigerant. The compressor 31 shown in Figure 1, which in some embodiments is part of the module 10, is designed as a rotary compressor. As can be seen in Figures 3a and 3b, the housing 20 further comprises a second chamber 40 for accommodating a motor, in particular an electric motor. In the embodiments shown in Figures 1 and 3, the first chamber 30 and the second chamber 40 are arranged one behind the other along a first axis X of the module 10 and are connected to one another via an opening 19. The motor and the compressor 31 can be connected to one another via a common drive shaft through the opening 19.

[0046] At a periphery of the first chamber 30 and the second chamber 40, a plurality of channels 101, 102, 103, 104, 105, 106, 107, 108, 109 are arranged, forming a refrigerant flow path for circulating a refrigerant of the heat pump, as well as two coolant paths. Further parts of the refrigerant flow path can be formed by additional components, optionally arranged externally on the housing 20, as will be described later. When the plurality of channels is mentioned below in relation to the refrigerant paths, the reference numerals 101-105 are used. If, however, the plurality of channels is mentioned in relation to the coolant paths, the reference numerals 106-109 are used. It should be noted, however, that the term "plurality of channels" can generally include both refrigerant and coolant channels.

[0047] Those skilled in the art will recognize that the module 10 is suitable for providing at least parts of the temperature management system in an integrated manner in the housing 20 without the need to connect a plurality of external and isolated components to fluid lines.

[0048] This results in advantages, among other things, in terms of the installation space required and the thermal efficiency of the temperature management system, as well as in terms of assembly effort and quality assurance when installing it in a vehicle.

[0049] Further advantages relate to the selection of the coolant: It is known in the prior art that the coolant used to cool, for example, the electric motor flows around parts of the motor, such as the stator winding, i.e., is in direct contact with these parts. Depending on the substance used as the coolant, this solution is associated with an increased risk of ignition if, for example, a spark occurs at the stator winding. Because the coolant is guided in the majority of the channels 101-105 in the module 10 disclosed here and does not come into direct contact with components of the motor, as is known in the prior art, the risk of ignition of the coolant is drastically reduced, allowing the coolant to be selected more freely and according to other criteria. This point will be discussed later.

[0050] In particular, in embodiments of the invention, the refrigerant is a refrigerant from the group of substances comprising propane, carbon dioxide, and per- and polyfluorinated alkyl compounds (PFAS).

[0051] The housing 20 shown in Figure 1 has outer walls 22, 24, 26, and 28 which close off the housing 20 to the outside, as well as a first inner wall 32 for defining the first chamber 30 and a second inner wall 42 for defining the second chamber 40. The first inner wall 32 and the second inner wall 42 are cylindrical in the embodiments shown with regard to the shape of the rotary compressor 31 and the electric motor (not shown in the figures).

[0052] The plurality of channels 101-109 are formed at least partially by the outer walls 22, 24, 26, and 28, as well as by the first inner wall 32 and the second inner wall 42. In alternative embodiments not shown, the plurality of channels 101-109 may also be formed by the outer walls 22, 24, 26, and 28, as well as by the first inner wall 32, for example, by arranging the plurality of channels 101-109 such that they do not extend along a periphery of the second chamber 40. In the embodiment shown in Figure 1, the plurality of channels 101-109 extend along the cylindrical periphery of both the first chamber 30 and the second chamber 40.

[0053] In embodiments of the module 10, the housing 20 can also have a cylindrical shape, so that the plurality of channels 101-109 are formed by only one outer wall, namely the cylinder surface, and the first inner wall 32 or the first inner wall 32 and the second inner wall 42. Those skilled in the art will recognize that the module 10 shown in Figure 1 has significant advantages over prior art solutions for temperature management systems due to the integrated formation of the plurality of channels 101-109, which are defined at least partially by the outer walls 22, 24, 26, and 28 as well as by the first inner wall 32 and the second inner wall 42 of its housing 20. Thus, when the module 10 is used in a temperature management system, a multitude of assembly steps for fluid lines are eliminated, and the installation space for the temperature management system is considerably more compact and manageable.The robustness of the fluid lines with regard to possible leaks and damage is also increased compared to known solutions for temperature management systems, which also improves the quality assurance of the temperature management system and operational reliability.

[0054] By appropriately selecting the material of the first inner wall 32 and the second inner wall 42 with regard to their thermal conductivity, a desired degree of heat transfer between the second chamber 40 and the coolant circulating in the plurality of channels 101-105 can also be achieved. This enables, among other things, highly efficient and fast-acting cooling of an electric motor arranged in the second chamber 40.

[0055] The refrigerant flow path, defined by the plurality of channels 101-105, is fluidly connected to the first chamber 30 for conducting refrigerant, so that refrigerant circulating in the refrigerant flow path can be compressed by a compressor 31 arranged in the first chamber 30. In embodiments of the module 10, a section of the refrigerant flow path for connecting to the first chamber 30 is formed in a first housing cap (not shown in the figures), which closes off the housing 20 on a first side 12, which faces the viewer in Figure 1. The first housing cap can form part of the inner wall of the first chamber 30.

[0056] Similarly, the housing 20 is closed on a second side 14 with a second housing cap, wherein the second housing cap can form part of the inner wall of the second chamber 40. The module 10 has receptacles 200 for fastening means for fastening the first and second housing caps to the housing 20. As can be seen, for example, from Figures 1 and 2a, the receptacles 200 can be designed as sleeves with an internal thread, via which the housing caps can be fastened with screws or bolts. In the figures, the receptacles 200 are only partially shown in some places for the sake of clarity. Figures 1 and 2a show the receptacles 200 at the locations provided for this purpose in the embodiment shown.

[0057] As can further be seen in Figure 1, the module 10 can have one or more heat exchangers that are integrated into the refrigerant path. In the embodiment shown, the module comprises a first heat exchanger 50 and a second heat exchanger 60 arranged opposite the first heat exchanger 50 with respect to the X-axis. In embodiments of the module 10, the first heat exchanger 50 is a liquid-cooled condenser (LCC) that is configured to liquefy the refrigerant and release thermal energy to an environment of the first heat exchanger 50, and the second heat exchanger 60 is an evaporator that is configured to convert the refrigerant from the liquid to the gaseous state and in the process absorb thermal energy from an environment of the second heat exchanger 60.

[0058] As can be seen from Figure 1, for example, in conjunction with Figures 2a and 2b, the refrigerant flow path connects a plurality of refrigerant openings 51, 52, 61, 62 arranged in the housing 20, which are designed to guide the refrigerant via the first heat exchanger 50 and the second heat exchanger 60. A more detailed description of the flow path in this regard is provided further below.

[0059] Furthermore, an expansion chamber 70 is formed in the refrigerant flow path in the housing 20, which is illustrated, for example, in Figures 3a and 8a. A first electronically controlled expansion valve (EEV) 72 serves to regulate the refrigerant flow through the expansion chamber 70 and is at least partially arranged within the expansion chamber 70 or projects into it, as shown in Figure 8a. Those skilled in the art will recognize that the components described above are essentially suitable for operating the module 10 according to the principle of a heat pump. The individual relationships are specified below with reference to the schematic representation contained in Figure 4 and to further figures.

[0060] Figure 4 shows the interaction of the components of module 10 during temperature management in a vehicle. Shown are a refrigerant flow path formed by channels 101-105, a first coolant flow path formed by channels 106 and 107, and a second coolant flow path formed by channels 108 and 109. The refrigerant flow path and the coolant flow paths are thermally coupled to one another by the first heat exchanger 50 and the second heat exchanger 60, respectively. The refrigerant circuit comprises the refrigerant flow path, the compressor 31, the first EEV 72, a second EEV 74, and a first pressure sensor 82, which is arranged upstream of the compressor 31 in the direction of refrigerant flow, and a second pressure sensor 84, which is arranged downstream of the compressor 31 in the direction of refrigerant flow.An electronic control device, which can also be arranged in the housing 20 of the module 10 in an area identified by the reference number 300 in Figures 1, 2, 3a, and 8b, serves to control the compressor 31 and is electrically connected in a suitable manner to the first pressure sensor 82, the second pressure sensor 84, the first EEV 72, and the second EEV 74.

[0061] Coming from the compressor 31 and the first housing cap (not shown), gaseous refrigerant is fed under high pressure into the channel 101 and from there via a first refrigerant opening 51 to the first heat exchanger 50, which is also shown in Figures 5a and 5b.

[0062] Thermal energy is extracted from the refrigerant via the first heat exchanger 50 and fed to the environment of the first heat exchanger 50, causing the refrigerant to at least partially condense. In embodiments of the module 10, the first heat exchanger 50 can also be integrated into a coolant circuit, to which the thermal energy extracted from the refrigerant circuit is fed, as shown schematically in Figures 6a and 6b. For this purpose, parts of a coolant circuit are integrated into the housing 20 of the module 10. Channels 106-109 define a first and a second coolant flow path, separate from the refrigerant flow path, for guiding a coolant. As shown in Figure 6a, the first coolant flow path comprises a first coolant opening 53 arranged in the housing 20 and a second coolant opening 54 arranged in the housing 20 for guiding the coolant via the first heat exchanger 50.

[0063] As can be seen from Figures 7a, 7b, and 7c, the first coolant flow path comprises an inlet opening 55 arranged in the housing 20, which is connected to the first coolant opening 53 via a channel 107 arranged in the housing 20. Furthermore, the first coolant flow path comprises an outlet opening 56 arranged in the housing 20, which is connected to the second coolant opening 54 via a channel 106 also arranged in the housing 20. Via the inlet opening 55 and the outlet opening 56, the part of the first coolant flow path running through the housing 20 is integrated into an associated coolant circuit, some of which runs outside the module 10.

[0064] Coming from the first heat exchanger 50, the at least partially liquid refrigerant is passed through a second refrigerant opening 52 and the channel 102 into the expansion chamber 70, as shown in Figures 7a and 7b. The first EEV 72 allows the expansion of the refrigerant to be adjusted in a suitable manner, which is known to those skilled in the art. Downstream of the first EEV 72, the refrigerant is completely or to a desired extent in liquid form and is essentially expanded to a defined pressure level upstream of the compressor 31.

[0065] Figure 8a shows a sectional view of module 10. The section was made in plane AA as indicated in Figure 8b.

[0066] As can be seen in Figures 8a and 8b, the first EEV 72 is arranged in an opening 78 in a wall 75 that defines the expansion chamber 70 at the top and protrudes, like a needle valve, through the expansion chamber 70 into a further opening 77 that is arranged in a wall 76 that defines the expansion chamber 70 at the bottom. The opening 77 is arranged in the refrigerant flow path, and adjusting the needle of the expansion valve 72 along its axis releases a desired portion of the opening 77 for flow. The first EEV 72 is connected via the opening 78 to the control device arranged in the region 300.

[0067] In the embodiment shown in Figures 8a and 8b, the second electronic expansion valve 74 is arranged in an opening 79 in the wall 75 that delimits the expansion chamber 70 at the top. The second EEV 74 is connected via the opening 79 to the control device arranged in the region 300. In this embodiment, the refrigerant flow path comprises a bypass path 105 between the first chamber 30 and the expansion chamber 70. As can be seen, for example, in the synopsis of Figures 4, 7a, and 8, the bypass path 105 is arranged such that refrigerant can at least partially enter the expansion chamber 70 by selectively opening the second EEV 74, bypassing the first heat exchanger 50. In this case, the amount of heat that the refrigerant releases to the environment of the first heat exchanger 50 or to the coolant circuit can be reduced.This can be advantageous if the temperature management system takes over the task of heating a passenger compartment.

[0068] Behind the expansion chamber 70, the refrigerant is guided into the channel 103 via a channel arranged in the second housing cap, indicated by an arrow P in Figure 9a. From there, the refrigerant passes through the third refrigerant opening 61 into the second heat exchanger 60, which in the embodiment shown is designed as an evaporator. Thermal energy is extracted from the environment of the second heat exchanger 60 via the second heat exchanger 60. In the embodiment shown in Figure 10, the second heat exchanger 60 is integrated into a second coolant circuit for this purpose, which includes the second coolant flow path running within the housing 20. As shown in Figure 10a, the second coolant flow path includes a third coolant opening 63 arranged in the housing 20 and a fourth coolant opening 64 arranged in the housing 20 for guiding the coolant through the second heat exchanger 60.

[0069] Behind the second heat exchanger 60, the refrigerant flows through a fourth refrigerant opening 62 into the channel 104, as shown in Figure 11a. From the channel 104, the refrigerant passes through a fifth refrigerant opening 67 into the first chamber 30, where it is recompressed and circulated by the compressor 31.

[0070] As can be seen from Figures 9a and 11a, the second coolant flow path, similar to the structure of the first coolant flow path described above, comprises an inlet opening 65 arranged in the housing 20, which is connected to the third coolant opening 63 via a channel 109 arranged in the housing 20. Furthermore, the second coolant flow path comprises an outlet opening 66 arranged in the housing 20, which is connected to the fourth coolant opening 64 via a channel 108 also arranged in the housing 20. Via the inlet opening 65 and the outlet opening 66, the part of the second coolant flow path running through the housing 20 is integrated into an associated coolant circuit, which runs partially outside the module 10.

[0071] As can be seen, for example, from Figure 9a, the channel 108 extends, with reference to the cross-section of the second chamber 40 shown in Figure 9a, along a wide area of ​​its underside as well as along an area which, in Figure 9a, represents a lower right corner of the housing 20. The channel 107, through which coolant also flows, extends along an area which, in Figure 9a, can be referred to as the lower left corner of the housing 20. Thus, in the embodiment of the module 10 shown, a large part of the lower half of the second chamber 40 is surrounded by coolant, which can be used to transport away heat generated by the motor within the second chamber 40.

[0072] It can also be seen that a large part of the upper half of the second chamber 40 is enclosed by channels 102 and 103 and is thus surrounded by coolant, which is also available for heat dissipation. The engine can thus be cooled by the coolant or refrigerant circulating in the plurality of channels 101-109, eliminating the need for direct fluid circulation around the engine.

[0073] Thus, relative to a cross-section of the first chamber 30 or the second chamber 40, a substantial area of ​​the periphery of the respective chamber 30, 40 is surrounded by the plurality of channels 101-109. The portion k of the cross-sectional part Qk of the respective chamber 30, 40 that is surrounded by the plurality of channels 101-109 can be defined as a portion of the total cross-section Q g of the respective chamber 30, 40, in the form

[0074] , Qk k = — Q

[0075] In embodiments of the invention, k has a value k > 0.5; in some embodiments, k has a value k > 0.75; in some embodiments, k has a value k > 0.85.

[0076] As described above, the plurality of channels 101-105 forms the refrigerant flow path as a closed flow path between the refrigerant openings 51, 52, 61, and 62. This integration of the refrigerant flow path into the housing 20 of the module 10, in close structural proximity to the first chamber 30 for the compressor 31 and the second chamber 40 for the electric motor, results in a variety of technical advantages. Some of these advantages relate to the design freedom with regard to the installation space in a vehicle. Other advantages relate to the thermal efficiency of the temperature management as a result of the close thermal coupling of the plurality of channels 101-105 with the first chamber 30 and the second chamber 40 through the common walls of the housing 20. Further advantages relate to the high degree of prefabrication that the module 10 offers compared to conventional temperature management systems that are installed in the vehicle from individual components.Module 10 can be prefabricated separately from other parts of the vehicle and installed into the vehicle with comparatively few connections, which is advantageous not least from a quality assurance perspective.

[0077] Similarly, the plurality of channels 106-109 form the first and second coolant flow paths as closed flow paths between the coolant openings 53, 54, 63, and 64, as well as the inlet and outlet openings 55, 56, 65, and 66. The above-mentioned advantages apply here in an analogous manner.

[0078] The invention is not limited to the described and illustrated embodiments. Rather, it also encompasses all developments within the scope of the invention defined by the patent claims. In addition to the described and illustrated embodiments, further embodiments are conceivable, which may include further modifications and combinations of features.

Claims

Claims 1. A module (10) for a temperature management system, in particular for a vehicle, comprising: a housing (20) forming: a first chamber (30) for accommodating a compressor (31); a second chamber (40) for accommodating a motor, in particular an electric motor; and, arranged at least partially on a periphery of at least the first chamber (30), a plurality of channels (101-109) forming a refrigerant flow path for circulating a refrigerant.

2. Module (10) according to claim 1, characterized in that the housing (20) has at least one outer wall (22, 24, 26, 28) which closes off the housing (20) to the outside, and at least one first inner wall (32) for defining the first chamber (30); and in that the plurality of channels (101-109) is formed at least partially by the at least one outer wall (22, 24, 26, 28) and the first inner wall (32).

3. Module (10) according to one of claims 1 and 2, characterized in that the refrigerant flow path for guiding refrigerant is fluidly connected to the first chamber (30).

4. Module (10) according to one of the preceding claims, characterized in that the refrigerant flow path connects a plurality of refrigerant openings (51, 52, 61, 62) arranged in the housing (20) to one another, which are designed to conduct the refrigerant via at least one first heat exchanger (50), preferably via a first (50) and a second heat exchanger (60).

5. Module (10) according to claim 4, characterized in that an expansion chamber (70) is formed in the refrigerant flow path in the housing (20); and that a first expansion valve (72) for regulating a refrigerant flow through the expansion chamber (70) is arranged at least partially within the expansion chamber (70).

6. Module (10) according to claim 5, characterized in that the refrigerant flow path has a bypass path (105) between the first chamber (30) and the expansion chamber (70) and a second expansion valve (74) arranged in the bypass path (105), wherein the bypass path (105) is arranged such that refrigerant can optionally be circulated at least partially bypassing the first heat exchanger (50).

7. Module (10) according to claim 6, characterized in that the second expansion valve (74) is arranged at least partially within the expansion chamber (70) or projects into the expansion chamber (70).

8. Module (10) according to one of claims 4 to 7, characterized in that the plurality of channels (101-109) forms at least a first, preferably a first and a second, coolant flow path separate from the refrigerant flow path for guiding a coolant, wherein each coolant flow path has two coolant openings (53, 54, 63, 64) arranged in the housing (20) for guiding the coolant via an associated heat exchanger (50, 60).

9. Module (10) according to claim 8, characterized in that each coolant flow path additionally has a pair of inlet and outlet openings (55, 56, 65, 66) arranged in the housing (20) for integrating the respective coolant flow path into an associated coolant circuit which runs partially outside the module (10).

10. Module (10) according to claim 9, characterized in that the plurality of channels (101-109) forms the refrigerant flow path and the coolant flow path(s) as closed flow paths between the plurality of refrigerant openings (51, 52, 61, 62) or coolant openings (53, 54, 63, 64) and inlet and outlet openings (55, 56, 65, 66).

11. Module (10) according to one of the preceding claims, characterized in that the housing (20) is closed on a first side (12) and a second side (14) each with a housing cap, wherein a first housing cap forms at least part of the first inner wall (32) of the first chamber (30) and a second housing cap forms at least part of a second inner wall (42) of the second chamber (40).

12. Module (10) according to claim 11, characterized in that a portion of the refrigerant flow path is formed in the first housing cap.

13. Module (10) according to one of the preceding claims, characterized in that the refrigerant is a chemical substance from the group of substances comprising propane, carbon dioxide, and per- and polyfluorinated alkyl compounds (PFAS).

14. Module (10) according to one of the preceding claims, characterized in that the first chamber (30) and the second chamber (40) are arranged one behind the other along a first axis of the module (10).

15. Module (10) according to one of the preceding claims, characterized in that the module (10) comprises a compressor (31), in particular a rotary compressor, arranged in the first chamber (30) for compressing the refrigerant.

16. Module (10) according to one of the preceding claims, characterized in that the module (10) comprises a motor, in particular an electric motor, arranged in the second chamber (40).

17. Module (10) according to one of the preceding claims, characterized in that the module (10) comprises at least one heat exchanger (50, 60) integrated into the refrigerant flow path and the coolant flow path.

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