Heat pump system for an electrically operated vehicle, and method for operating same

Abstract

The invention relates to a heat pump system W, wherein the coolant side (2) has a first flow section (10) with a first heat source (12), a second flow section (20) with a second heat source (22), a third flow section (30) with a first heat exchanger (32), a fourth flow section (40) for bypassing the first heat exchanger (32) in terms of flow, a fifth flow section (50) with a second heat exchanger (52), a sixth flow section (60) with a vehicle battery (62), a coolant pump system K, and a valve system V with at least two valves V1, V2, wherein the heat pump system W has at least one device for controlling the flow rate of a first coolant flow through the first heat source (12) and for controlling the flow rate of a second coolant flow through the second heat source (22), and, in a first operating state, the first flow section (10) and / or the second flow section (20) can be connected to the third flow section (30), and the fifth flow section (50) can be connected to the sixth flow section (60).

Description

[0001] Heat pump system for an electrically powered vehicle and method for its operation

[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 and a method for operating a heat pump system.

[0004] Such heat pump systems for electrically powered vehicles and methods for their operation are already known from the prior 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, fluidically separated from the coolant side, for circulating a refrigerant. The coolant side and the refrigerant side are in heat transfer communication, and the coolant side comprises a first flow section for the coolant with a first heat source, a second flow section for the coolant with a second heat source, a third flow section for the coolant with a first heat exchanger, a fourth flow section for the coolant for fluidically bypassing the first heat exchanger, a fifth flow section for the coolant with a second heat exchanger,a sixth flow section with a vehicle battery for supplying electrical energy to an electric drive train of the vehicle, a coolant pump system K and a valve system V with at least two valves V1, V2 each having a valve body, each with a first and a second valve body flow path for the coolant-side distribution of the coolant.

[0005] This is where the present invention comes in. The present invention is based on the object of improving a heat pump system for an electrically powered vehicle and a method for operating a heat pump system for an electrically powered vehicle.

[0006] 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 has at least one device for flow rate control of a first coolant flow through the first heat source and a second coolant flow through the second heat source and is designed such that in a first operating state of the heat pump system W, on the one hand, the first flow section and / or the second flow section can be connected in a flow-conducting manner to the third flow section by means of the first valve body flow paths of the valves V1, V2 and the device for flow rate control such that the first heat source and / or the second heat source can be cooled as required by means of the first heat exchanger, and on the other hand, the fifth flow section can be cooled by means of the second valve body flow paths of the valves V1,V2 is connectable to the sixth flow section such that the vehicle battery can be cooled by means of the second heat exchanger, and that in a second operating state of the heat pump system W, on the one hand, the first flow section and / or the second flow section can be connected to the sixth flow section by means of the first valve body flow paths of the valves V1, V2 and the device for flow rate control, so that the vehicle battery can be heated as needed by means of the first heat source and / or by means of the second heat source, and on the other hand, the third flow section can be connected to the fifth flow section by means of the second valve body flow paths of the valves V1, V2,so that heat can be exchanged between the first heat exchanger and the second heat exchanger. The first and second valve body flow paths of the valves V1 and V2 are each structurally defined flow paths of the respective valve body of the valves V1 and V2, wherein the respective valve body flow path can be designed in any conceivable and suitable manner. Furthermore, this object is achieved by a method for operating a heat pump system W with the features of patent claim 10. The subclaims relate to advantageous developments of the invention.

[0007] A significant advantage of the invention lies in particular in the fact that a heat pump system for an electrically powered vehicle and a method for operating a heat pump system for an electrically powered vehicle are improved. Due to the inventive design of the heat pump system W and the inventive method, it is possible to significantly improve the efficiency of the heat pump system W and thus of a thermal management system of an electrically powered vehicle equipped therewith in a circuit-technically simple manner. This is because, by means of the heat pump system W according to the invention, for example, very efficient cooling of the first heat source on the one hand and the second heat source of the heat pump system W on the other hand can be achieved in a very simple manner in terms of design, manufacturing technology and circuit technology.On the one hand, demand-based cooling of the first heat source and the second heat source is enabled by means of the aforementioned flow rate control device, wherein the respective coolant flow through the first and second flow sections is preferably between 0% and 100% of the coolant available for cooling the first and second heat sources. Accordingly, a value pairing for these two coolant flows, based on the available coolant, results between, on the one hand, 0% through the first flow section and 100% through the second flow section, and, on the other hand, 100% through the first flow section and 0% through the second flow section.The respective coolant flow can thus be adjusted between 0%, i.e., no coolant flow through the respective flow section, and 100%, i.e., the flow of the entire available coolant through the respective flow section. The two coolant flows always add up to the total available coolant quantity. Furthermore, the coolant flowing through the first flow section with the first heat source and / or the second flow section with the second heat source does not first flow through the other of these two heat sources. This makes even complex thermal management tasks for electrically powered vehicles simpler, more flexible, and more efficient.

[0008] In principle, the heat pump system W according to the invention can be freely selected in terms of type, mode of operation, components, material, and dimensions within wide, suitable limits. 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. In accordance with the aforementioned explanations, the method according to the invention can also be freely selected within wide, suitable limits.The first and second valve body flow paths of the valves V1 and V2 can be designed, for example, as flow channels penetrating the respective valve body or as recesses formed on an edge of the respective valve body. Preferably, only the first and second valve body flow paths are formed in the respective valve body, thus enabling, for example, a design that is both structurally and technically simple and, at the same time, very compact and thus space-saving. Furthermore, however, embodiments of the invention are also conceivable in which more than the two aforementioned valve body flow paths are formed in the respective valve body.

[0009] A particularly advantageous development of the heat pump system W according to the invention provides that the at least one device for flow rate control is designed as an integral component of one of the two valves V1, V2, preferably that at least one of the at least one device for flow rate control is designed by means of two flow paths into the corresponding valve or out of the corresponding valve, particularly preferably that the two aforementioned flow paths are each assigned to an inlet opening of this valve or to an outlet opening of this valve and / or that the two aforementioned flow paths lead directly next to one another into the valve or out of the valve. As a result, the at least one device for flow rate control can be implemented in a very simple manner in terms of design, manufacturing technology and circuitry.This applies particularly to the preferred and, in particular, to the particularly preferred embodiment of this refinement. The phrase "directly adjacent" here means that the two flow paths are structurally arranged directly adjacent to each other, except for the unavoidable and essential fluidic separation between them. The phrase "control" is to be understood generally here and thus also includes control systems.

[0010] An advantageous development of the aforementioned development of the heat pump system according to the invention provides that the at least one flow rate control device is designed as a total of two flow rate control devices, wherein one flow rate control device is designed as an integral component of the valve V1 / V2 for regulating the first and second coolant flows, and the other flow rate control device is designed as an integral component of the valve V2 / V1 for regulating a flow through the first heat exchanger. In this way, the number of at least one flow rate control device is limited to a level that is advantageous from a design, manufacturing, and circuitry perspective.On the other hand, the two flow rate control devices not only enable demand-based cooling of the first and second heat sources, but also control of the coolant flow through the first heat exchanger. Analogous to the above statements regarding the at least one flow rate control device, it is thus possible to control the coolant flow through the first heat exchanger within a value range from 0%, i.e., no coolant flow through the first heat exchanger, to 100%, i.e., the entire available coolant flow through the first heat exchanger.

[0011] A further advantageous development of the heat pump system according to the invention provides that the valve V1 and / or the valve V2 are / is designed as a 5-way valve. This, on the one hand, reduces the number of valves in the valve system V to a favorable level and, on the other hand, enables great circuit flexibility, so that a variety of fluidic circuit configurations can be implemented despite a relatively simple design and manufacturing structure of the coolant system.

[0012] Another advantageous development of the heat pump system according to the invention provides that the valve system V has only two valves V1, V2. In this way, the coolant system is advantageously reduced in terms of its structural and manufacturing complexity to a level necessary for the required circuit flexibility.

[0013] Furthermore, a further advantageous development of the heat pump system according to the invention provides that the first heat source is designed as a component of the drive train of the electrically powered vehicle, preferably that the first heat source comprises a power electronics system of this vehicle and / or an electric motor of this vehicle. This provides at least one component to be cooled that is very important for a heat pump system of an electrically powered vehicle, wherein this at least one component can be cooled efficiently and as needed by means of the invention according to the present development in a simple manner in terms of design, manufacturing technology, and circuitry.

[0014] Accordingly, an advantageous development of the heat pump system according to the invention, alternative to or additional to the aforementioned development, provides that the second heat source is designed as a condenser, which transfers heat from the refrigerant system to the coolant system. A condenser of a heat pump system for an electrically powered vehicle is also a very important component to be cooled, and this component can be cooled efficiently and as needed by means of the invention, analogous to the aforementioned development, according to the present development, in a simple manner in terms of design, manufacturing technology, and circuitry.

[0015] A further advantageous development of the heat pump system according to the invention provides that the first heat exchanger is designed as a radiator for exchanging heat between the coolant and the outside environment. By means of a radiator, preferably a front radiator, it is possible to remove heat from the heat pump system, namely to release it into the ambient air of the outside environment.

[0016] Finally, another advantageous development of the heat pump system according to the invention provides that the second heat exchanger is designed as a chiller for transferring heat from the coolant to the refrigerant. A chiller enables highly effective heat transfer between the coolant system on one side and the refrigerant system on the other side of the heat pump system according to the invention.

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

[0018] Fig. 1 shows a first embodiment of the heat pump system according to the invention in a process diagram,

[0019] Fig. 2 shows a second embodiment of the heat pump system according to the invention in an analogous representation to Fig. 1,

[0020] Fig. 3 shows the first embodiment in a first operating state, in a representation analogous to Fig. 1, Fig. 4 shows the first embodiment in a second operating state, in a representation analogous to Fig. 1 and

[0021] Fig. 5 to 10 show the first embodiment in a third to eighth operating state, in a representation analogous to Fig. 1.

[0022] In Figs. 1 to 10, two embodiments of the heat pump system W according to the invention for carrying out the method according to the invention are shown purely by way of example, wherein the first to eighth operating states are explained in more detail only with reference to the first embodiment and Figs. 3 to 10. Each of the eight operating states is assigned to Figs. 3 to 10.

[0023] While all reference numerals are present in Figs. 1 and 2, they have been reduced in Figs. 3 to 10 for the sake of clarity. However, the reference numerals not present in Figs. 3 to 10 can be determined from a comparison of the respective Figs. 3 to 10 with Fig. 1.

[0024] The heat pump system W for an electrically powered vehicle (not shown in detail) comprises a coolant side 2 for circulating a coolant (not shown) and a refrigerant side, fluidically separated from the coolant side 2, for circulating a refrigerant (not shown), wherein the coolant side 2 and the refrigerant side are in a heat transfer connection, and wherein the coolant side 2 comprises a first flow section 10 for the coolant with a first heat source 12, a second flow section 20 for the coolant with a second heat source 22, a third flow section 30 for the coolant with a first heat exchanger 32, a fourth flow section 40 for the coolant for fluidically bypassing the first heat exchanger 32, a fifth flow section 50 for the coolant with a second heat exchanger 52,a sixth flow section 60 with a vehicle battery 62 for supplying electrical energy to an electric drive train of the vehicle, a coolant pump system K with two coolant pumps K1 and K2, and a valve system V with a total of two valves V1 and V2, each having a valve body (not shown), each with a first and a second valve body flow path for distributing the coolant on the coolant side. The first and second valve body flow paths of the valves V1 and V2 are each structurally defined flow paths of the respective valve body of the valves V1 and V2.The respective valve body flow path can be designed in any conceivable and suitable manner. The first and second valve body flow paths of the valves V1 and V2 can, for example, be designed as flow channels penetrating the respective valve body or as recesses formed on an edge of the respective valve body. Furthermore, the first heat source 12 is designed as a component of the drive train of the electrically powered vehicle, wherein the first heat source 12 here comprises a power electronics unit 14 of this vehicle and an electric motor 16 of this vehicle. The second heat source 22 is designed here as a condenser, namely a liquid-cooled condenser, or LCC for short, which transfers heat from the refrigerant system to the coolant system 2. Furthermore, the first heat exchanger 32 is designed as a radiator, namely a front radiator.designed to exchange heat between the coolant and a free environment, namely ambient air, whereas the second heat exchanger 52 is designed as a chiller for transferring heat from the coolant to the refrigerant.

[0025] According to the invention, the heat pump system W has at least one device for flow rate control of a first coolant flow through the first heat source 12 and a second coolant flow through the second heat source 22, wherein the heat pump system W is designed such that in a first operating state of the heat pump system W shown for example in Fig. 3, based on the first operating state shown in Fig.1, on the one hand, the first flow section 10 and / or the second flow section 20 can be connected in a flow-conducting manner to the third flow section 30 by means of the first valve body flow paths of the valves V1, V2 and the device for flow rate control in such a way that the first heat source 12 and / or the second heat source 22 can be cooled as needed by means of the first heat exchanger 32, and on the other hand, the fifth flow section 50 can be connected to the sixth flow section 60 by means of the second valve body flow paths of the valves V1, V2 in such a way that the vehicle battery 62 can be cooled by means of the second heat exchanger 50, and that in a second operating state of the heat pump system W shown in Fig. 4, based on the device shown in Fig.1, on the one hand, the first flow section 10 and / or the second flow section 20 can be connected to the sixth flow section 60 by means of the first valve body flow paths of the valves V1, V2 and the device for flow rate control, so that the vehicle battery 62 can be heated as needed by means of the first heat source 12 and / or by means of the second heat source 22, and on the other hand, the third flow section 30 can be connected to the fifth flow section 50 by means of the second valve body flow paths of the valves V1, V2, so that heat can be exchanged between the first heat exchanger 32 and the second heat exchanger 52. In the first embodiment according to Fig. 1, the valves V1 and V2 are each designed as a 5-way valve. The same applies to the second embodiment according to Fig. 2.

[0026] 1 and 2, the at least one device for flow rate regulation is designed as an integral component of one of the two valves V1, V2, wherein at least one of the at least one device for flow rate regulation is designed by means of two flow paths into the corresponding valve, according to Fig. 1 the valve V1, or out of the corresponding valve, according to Fig. 2 the valve V2, namely in such a way that the two aforementioned flow paths are each assigned to an inlet opening of this valve V1, according to Fig. 1, or to an outlet opening of this valve V2, according to Fig. 2, and / or that the two aforementioned flow paths lead into or out of the valve directly next to one another.1, in the first exemplary embodiment, the aforementioned flow paths are designed as two directly adjacent flow paths of the valve V1, wherein these two flow paths are fluidically connected to two inlet openings of the valve V1, i.e., are assigned to these two inlet openings. In contrast, as can be seen from Fig. 2, in the second exemplary embodiment, the aforementioned flow paths are designed as two directly adjacent flow paths of the valve V2, i.e., are fluidically connected to two outlet openings of the valve V2, i.e., are assigned to these two outlet openings.

[0027] In addition, in the present exemplary embodiments, the at least one device for flow rate control is designed as a total of two devices for flow rate control, wherein, with reference to the first exemplary embodiment according to FIG. 1, one device for flow rate control is designed as an integral component of the valve V1 for controlling the first and second coolant flows and the other device for flow rate control is designed as an integral component of the valve V2 for controlling a flow through the first heat exchanger 32. With reference to the second exemplary embodiment according to FIG. 2, one device for flow rate control is designed as an integral component of the valve V2 for controlling the first and second coolant flows and the other device for flow rate control is designed as an integral component of the valve V1 for controlling a flow through the first heat exchanger 32.In Figs. 1 and 2, the first operating state of the heat pump system W is shown purely as an example for the respective embodiment.

[0028] Otherwise, only the first embodiment according to Fig. 1 will be explained in more detail with reference to Figs. 3 to 10 and the operating states apparent therefrom. The same applies to the second embodiment according to Fig. 2. Since the two embodiments differ from each other only in the aforementioned respects, the following explanations regarding the first embodiment also apply mutatis mutandis to the second embodiment.

[0029] The functioning of the heat pump system according to the invention and the method according to the invention according to the first exemplary embodiment will now be explained in more detail with reference to Figs. 1 and 3 to 10. In Figs. 1 to 10, thick solid lines of the coolant system 2 indicate flow sections through which coolant flows, while thin solid lines of the coolant system 2 indicate flow sections through which coolant does not flow in the respective operating state shown. The second flow section 20 with the second heat source 22 is shown in Figs. 1 and 2 by means of a thick dashed line to better distinguish the first and second flow sections 10, 20 from one another. According to the system shown in Fig.In the first exemplary embodiment shown in Fig. 1, this second flow section 20 branches off from the first flow section 10 downstream of the valve V2 and upstream of the first heat source 12 and is directly connected to the valve V1 downstream of the second heat source 22. In contrast, in the second exemplary embodiment shown in Fig. 2, the coolant flow flowing into the valve V2 is already separated by means of the valve V2 into the first and second flow sections 10, 20, wherein the two aforementioned

[0030] Flow sections 10, 20 downstream of their two heat sources 12, 22 recombine into a single coolant flow. In contrast, the flow paths and valve flow paths through which coolant flows in the valves V1, V2 of the valve system V are always drawn with thin solid or dashed lines. Flow arrows serve to indicate the respective flow direction of the coolant. As already explained above, the refrigerant side is not shown in detail in Figs. 1 to 10. Those skilled in the art are familiar with the basic structure and basic functioning of a refrigerant system of a heat pump system for an electrically powered vehicle.

[0031] The advantage of the invention according to the present embodiments is easily apparent from the first operating state shown in both Fig. 1 for the first embodiment and Fig. 2 for the second embodiment: The coolant flow cooled by the radiator 32 is transferred through the third flow section 30 into the valve V2. The coolant flow is then split between the first flow section 10 with the first heat source 12 and the second flow section 20 with the second heat source 22. As a result, cold coolant from the radiator 32 is provided for both the first and the second heat source 12, 22, so that both the first and the second heat source 12, 22 are cooled efficiently and as needed.The coolant therefore does not flow in an undesirable manner first through one of the two heat sources 12, 22 and then, heated by this heat source 12, 22, first flow through the other of the two heat sources 12, 22.

[0032] The first operating state is, as already explained above, shown again in Fig. 3 for the first exemplary embodiment according to Fig. 1. In this first operating state, on the one hand, the first flow section 10 and / or the second flow section 20 are / are fluidly connected to the third flow section 30 by means of the first valve body flow paths of the valves V1, V2 and the one device for flow rate control in such a way that the first heat source 12 through which the first coolant flow flows and / or the second heat source 22 through which the second coolant flow flows is / is cooled as needed by means of the first heat exchanger 32, and on the other hand, the fifth flow section 50 is connected to the sixth flow section 60 by means of the second valve body flow paths of the valves V1, V2 in such a way that the vehicle battery 62 is cooled by means of the second heat exchanger 52.In the first operating state, the first flow section 10 and / or the second flow section 20, on the one hand, and the third flow section 30, on the other hand, are fluidly connected to one another; the flow sections 50 and 60 are fluidically separated from these and form their own coolant circuit. The coolant flow runs through the radiator 32 and is not guided past it by the flow section 40. In Figs. 1 to 10, both flow sections 10, 20 are shown purely by way of example with thick lines, i.e., with coolant flowing through them.It is clear, however, that the first and second coolant flows can be adjusted as desired, for example in stages, preferably continuously, by means of one flow rate control device, in the first embodiment by means of the valve V1, within a value range between 0% and 100% of the coolant available for cooling the first and second heat sources 12, 22. Accordingly, a value pairing for these two coolant flows, based on the available coolant, results between, on the one hand, 0% through the first flow section 10 and 100% through the second flow section 20, and, on the other hand, 100% through the first flow section 10 and 0% through the second flow section 20. The same applies to the flow through the radiator 32, which can also be adjusted between 0% and 100% by means of the other flow rate control device, in the first embodiment by means of the valve V2.The above also applies to the other operating states according to Fig. 4 to 10.

[0033] In the second operating state of the heat pump system W shown in Fig. 4, on the one hand the first flow section 10 and / or the second flow section 20 are / is connected to the sixth flow section 60 by means of the first valve body flow paths of the valves V1, V2 and the one device for flow rate control, so that the vehicle battery 62 is heated as needed by means of the first heat source 12 through which the first coolant flow flows and / or by means of the second heat source 22 through which the second coolant flow flows, and on the other hand the third flow section 30 is connected to the fifth flow section 50 by means of the second valve body flow paths of the valves V1, V2, so that heat is exchanged between the first heat exchanger 32 and the second heat exchanger 52.Here, the first and / or second flow sections 10, 20 are connected to the sixth flow section 60 to form a coolant circuit. The third and fifth flow sections 30 and 50 are separate from this and form their own coolant circuit. The coolant flow in the latter coolant circuit runs through the radiator 32.

[0034] The third operating state according to Fig. 5 is very similar to the first operating state according to Fig. 3, but the first and / or second flow sections 10, 20 are connected to the fourth flow section 40 to form a coolant circuit. The fifth and sixth flow sections 50 and 60 are fluidically separated from them and connected to form their own coolant circuit. In this case, the coolant flow does not flow through the radiator 32, but rather through the radiator bypass, namely the fourth flow section 40.

[0035] In the fourth operating state according to Fig. 6, the first and / or second flow sections 10, 20 are / are fluidly connected to the third, fifth, and sixth flow sections 30, 50, and 60 to form a coolant circuit. The coolant flow runs through the radiator 32 and not through the radiator bypass 40. The fifth operating state according to Fig. 7 is very similar to the fourth operating state, but the first and / or second flow sections 10, 20 are / are fluidly connected to the fourth, fifth, and sixth flow sections 40, 50, and 60 to form a coolant circuit. Thus, the coolant flow does not run through the radiator 32, but rather through the radiator bypass 40.

[0036] In the sixth operating state according to Fig. 8, the first and / or second flow sections 10, 20 are / are fluidly connected to the sixth, fifth, and third flow sections 60, 50, and 30 to form a coolant circuit. The coolant flow again runs through the radiator 32 and not through the radiator bypass 40. The seventh operating state according to Fig. 9 is very similar to the sixth operating state, but the first and / or second flow sections 10, 20 are / are fluidly connected to the sixth, fifth, and fourth flow sections 60, 50, and 40 to form a coolant circuit. Thus, the coolant flow does not run through the radiator 32, but rather through the radiator bypass 40.

[0037] The eighth operating state according to Fig. 10 is again very similar to the second operating state, but on the one hand, the first flow section 10 and / or the second flow section 20 are connected to the sixth flow section 60 to form a coolant circuit, and on the other hand, the fourth flow section 40 is connected to the fifth flow section 50 to form a separate coolant circuit. In this case, the coolant flow in the latter coolant circuit does not flow through the radiator 32, but rather through the radiator bypass 40.

[0038] Due to the inventive design of the heat pump system W and the inventive method according to the present exemplary embodiments, it is thus possible to significantly improve the efficiency of the heat pump system W and thus of a thermal management system of an electrically powered vehicle equipped therewith in a circuit-technically simple manner. This is because, for example, very efficient cooling of the first heat source 12 on the one hand and the second heat source 22 of the heat pump system W on the other hand can be achieved by means of the heat pump system W in a very simple manner in terms of design, manufacturing technology, and circuitry.On the one hand, demand-based cooling of the first heat source 12 and the second heat source 22 is enabled by means of the one flow rate control device, wherein the respective coolant flow through the first and second flow sections 10, 20 is preferably between 0% and 100% of the coolant available for cooling the first and second heat sources 12, 22. Accordingly, a value pairing for these two coolant flows, based on the available coolant, results between, on the one hand, 0% through the first flow section 10 and 100% through the second flow section 20, and, on the other hand, 100% through the first flow section 10 and 0% through the second flow section 20.Furthermore, the coolant flowing through the first flow section 10 with the first heat source 12 and / or the second flow section 20 with the second heat source 22 does not first flow through the other of these two heat sources. This allows even inherently complex thermal management tasks for electrically powered vehicles to be solved more simply, flexibly, and efficiently.

[0039] The invention is not limited to the present exemplary embodiments. 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 embodiments.

[0040] List of reference symbols

[0041] 2 Coolant side

[0042] 10 First flow section

[0043] 12 First heat source, designed as power electronics 14 and as electric motor 16

[0044] 14 Power electronics

[0045] 16 electric motor

[0046] 20 Second flow section

[0047] 22 Second heat source, designed as a condenser

[0048] 30 Third flow section

[0049] 32 First heat exchanger, designed as a radiator

[0050] 40 Fourth flow section, designed as a bypass to radiator 32

[0051] 50 Fifth flow section

[0052] 52 Second heat exchanger, designed as a chiller

[0053] 60 Sixth flow section

[0054] 62 vehicle battery

[0055] K Coolant pump system with coolant pumps K1 and K2

[0056] V valve system with valves V1 and V2

[0057] W heat pump system

Claims

Patent claims 1. Heat pump system W for an electrically powered vehicle, comprising a coolant side (2) for circulating a coolant and a refrigerant side, fluidically separated from the coolant side (2), for circulating a refrigerant, wherein the coolant side (2) and the refrigerant side are in heat transfer communication, and wherein the coolant side (2) has a first flow section (10) for the coolant with a first heat source (12), a second flow section (20) for the coolant with a second heat source (22), a third flow section (30) for the coolant with a first heat exchanger (32), a fourth flow section (40) for the coolant for fluidically bypassing the first heat exchanger (32), a fifth flow section (50) for the coolant with a second heat exchanger (52),a sixth flow section (60) with a vehicle battery (62) for supplying electrical energy to an electric drive train of the vehicle, a coolant pump system K and a valve system V with at least two valves V1, V2, each having a valve body, each with a first and a second valve body flow path for the coolant-side distribution of the coolant, characterized in that the heat pump system W has at least one device for flow rate control of a first coolant flow through the first heat source (12) and a second coolant flow through the second heat source (22) and is designed in such a way, - that in a first operating state of the heat pump system W, on the one hand, the first flow section (10) and / or the second flow section (20) by means of the first valve body flow paths of the valves V1, V2 and the device for flow rate control can be connected to the third flow section (30) in such a way that the first heat source (12) and / or the second heat source (22) can be cooled as needed by means of the first heat exchanger (32), and on the other hand, the fifth flow section (50) can be connected to the sixth flow section (60) by means of the second valve body flow paths of the valves V1, V2 in such a way that the vehicle battery (62) can be cooled by means of the second heat exchanger (52), and, - that in a second operating state of the heat pump system W, on the one hand the first flow section (10) and / or the second flow section (20) can be connected to the sixth flow section (60) by means of the first valve body flow paths of the valves V1, V2 and the device for flow rate control, so that the vehicle battery (62) can be heated as needed by means of the first heat source (12) and / or by means of the second heat source (22), and on the other hand the third flow section (30) can be connected to the fifth flow section (50) by means of the second valve body flow paths of the valves V1, V2, so that heat can be exchanged between the first heat exchanger (32) and the second heat exchanger (52).

2. Heat pump system according to claim 1, characterized in that the at least one device for flow rate control is designed as an integral component of one of the two valves V1, V2, preferably that at least one of the at least one device for flow rate control is designed by means of two flow paths into the corresponding valve (V1, V2) or out of the corresponding valve (V1, V2), particularly preferably that the two the aforementioned flow paths are each assigned to an inlet opening of this valve (V1) or to an outlet opening of this valve (V2) and / or that the two aforementioned flow paths lead directly next to one another into the valve (V1, V2) or out of the valve (V1, V2).

3. Heat pump system according to claim 2, characterized in that the at least one device for flow rate control is designed as a total of two devices for flow rate control, wherein the one device for flow rate control is designed as an integral component of the valve V1 / V2 for controlling the first and the second coolant flow and the other device for flow rate control is designed as an integral component of the valve V2 / V1 for controlling a flow through the first heat exchanger (32).

4. Heat pump system according to one of claims 1 to 3, characterized in that the valve V1 and / or the valve V2 is / are designed as a 5-way valve.

5. Heat pump system according to one of claims 1 to 4, characterized in that the valve system V has only two valves V1, V2.

6. Heat pump system according to one of claims 1 to 5, characterized in that the first heat source (12) is designed as a component of the drive train of the electrically operated vehicle, preferably that the first heat source (12) comprises a power electronics unit (14) of this vehicle and / or an electric motor (16) of this vehicle.

7. Heat pump system according to one of claims 1 to 6, characterized in that the second heat source (22) is designed as a condenser which transfers heat from the refrigerant system to the coolant system (2).

8. Heat pump system according to one of claims 1 to 7, characterized in that the first heat exchanger (32) is designed as a radiator for exchanging heat between the coolant and a free environment.

9. Heat pump system according to one of claims 1 to 8, characterized in that the second heat exchanger (52) is designed as a chiller for transferring heat from the coolant to the refrigerant.

10. A method for operating a heat pump system W according to one of claims 1 to 9, according to which - in a first operating state of the heat pump system W, on the one hand, the first flow section (10) and / or the second flow section (20) are / is connected in a flow-conducting manner to the third flow section (30) by means of the first valve body flow paths of the valves V1, V2 and the device for flow rate control in such a way that the first heat source (12) through which the first coolant flow flows and / or the second heat source (22) through which the second coolant flow flows are / is cooled as required by means of the first heat exchanger (32), and on the other hand, the fifth flow section (50) is connected to the sixth flow section (60) by means of the second valve body flow paths of the valves V1, V2 in such a way that the Vehicle battery (62) is cooled by means of the second heat exchanger (52), and, - that in a second operating state of the heat pump system W, on the one hand the first flow section (10) and / or the second flow section (20) are / is connected to the sixth flow section (60) by means of the first valve body flow paths of the valves V1, V2 and the device for flow rate control, so that the vehicle battery (62) is heated as needed by means of the first heat source (12) through which the first coolant flow flows and / or by means of the second heat source (22) through which the second coolant flow flows, and on the other hand the third flow section (30) is connected to the fifth flow section (50) by means of the second valve body flow paths of the valves V1, V2, so that heat is exchanged between the first heat exchanger (32) and the second heat exchanger (52).

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