Thermal management system for a heat pump arrangement of an electric vehicle
The thermal management system addresses inefficiencies in electric vehicles by using a novel coolant line configuration and valve arrangement for flexible heat-transfer, improving efficiency and reducing costs through simplified thermal management.
Patent Information
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- HELLA GMBH & CO KGAA
- Filing Date
- 2025-10-20
- Publication Date
- 2026-06-04
Smart Images
Figure EP2025080165_04062026_PF_FP_ABST
Abstract
Description
[0001]
[0002] Thermal management system for a heat pump assembly of an electric vehicle
[0003] Description
[0004] The present invention relates to a thermal management system for a heat pump arrangement of an electric vehicle of the type mentioned in the preamble of claim 1.
[0005] Such thermal management systems for a heat pump arrangement of an electric vehicle are already known in the prior art in numerous embodiments. The known thermal management systems comprise: a first coolant valve and a second coolant valve, each with at least a first inlet and a second inlet and at least a first outlet and a second outlet, and a first to sixth coolant line section, wherein the thermal management system is designed and configured such that it can be operated in a first and a second state.
[0006] This is where the present invention comes in.
[0007] The present invention is based on the objective of improving a thermal management system for a heat pump arrangement of an electric vehicle.
[0008] This problem is solved by a thermal management system for a heat pump arrangement of an electric vehicle with the features of claim 1, characterized in that the first coolant line section is flow-conductingly connected to the first inlet of the first coolant valve and the second coolant line section is flow-conductingly connected to the second inlet of the first coolant valve, and that the third coolant line section is connected to the first outlet of the first coolant valve and that the first outlet of the second coolant valve is flow-conducting, that the fourth coolant line section is flow-conducting to the first inlet of the second coolant valve and the fifth coolant line section is flow-conducting to the second inlet of the second coolant valve, that the sixth coolant line section is flow-conducting to both the second outlet of the first coolant valve and the second outlet of the second coolant valve, wherein in the first state of the thermal management system both the first coolant valve and the second coolant valve allow proportional mixing of the coolant from the first and second inlets, and wherein the coolant subsequently flows from the first outlet of the first coolant valve and from the second outlet of the second coolant valve, and,that in the second state of the thermal management system, both the first coolant valve and the second coolant valve enable proportional mixing of the coolant from the first and second inlets, the coolant subsequently flowing from the second outlet of the first coolant valve and from the first outlet of the second coolant valve. The dependent claims relate to advantageous embodiments of the invention.
[0009] A significant advantage of the invention lies particularly in the fact that a thermal management system for a heat pump assembly of an electric vehicle is improved. Due to the inventive design of the thermal management system, the efficiency of thermal management in an electrically powered vehicle is significantly improved in a circuit-technically simple manner. This is because the inventive thermal management system enables a highly flexible heat-transfer coupling between the heat sources and heat sinks of the thermal management system. Accordingly, even inherently complex thermal management tasks for electrically powered vehicles can be solved much more easily and therefore more cost-effectively. ibH & Co. KGaA P09132WO
[0010] In principle, the thermal management system according to the invention can be freely selected within wide suitable limits with regard to its type, function, components, material, and dimensions. For example, the thermal management system according to the invention is advantageously applicable to both purely electric vehicles and so-called hybrid vehicles, i.e., vehicles that have both an internal combustion engine and an electric motor for propulsion. Land vehicles, such as road vehicles, are particularly relevant here. However, the invention can also be used in other types of vehicles.The term "coolant side" is to be understood generally here and thus includes, in particular, embodiments and operating states, or simply states, of the thermal management system according to the invention in which the coolant flows through certain components of the coolant side, for example, a coolant circuit or several independent coolant circuits, as required. The respective coolant circuit is therefore not to be considered static. The respective coolant circuit is thus not identical to the coolant system as a whole, namely the coolant side of the heat pump arrangement.
[0011] An advantageous further development of the thermal management system according to the invention provides that the first coolant line section includes a coolant-flowing component of the thermal management system, preferably that this component is designed as a liquid-cooled condenser for absorbing heat from the refrigerant side of the heat pump arrangement. This makes it possible not only to establish a desired flow-conducting connection by means of the first coolant line section, but also to cool a component of the thermal management system according to the invention that requires cooling. The preferred embodiment specifies a component that is very important for practical application.
[0012] An advantageous further development of the aforementioned further development of the thermal management system according to the invention provides that the second coolant line section is designed as a bypass, i.e., as an alternative route. the liquid-cooled condenser. In this way, the flexibility in the operation of the thermal management system according to the invention is further increased.
[0013] Another advantageous embodiment of the thermal management system according to the invention provides that the third coolant line section includes a coolant-flowing component of the thermal management system, preferably designed as a radiator which enables heat flow between the coolant and a free environment. Analogous to the above, the third coolant line section not only establishes a desired flow-conducting connection, but also simultaneously cools a component of the thermal management system according to the invention. The preferred embodiment specifies a component that is very important for practical application.
[0014] The same applies to a further advantageous embodiment of the thermal management system according to the invention, which provides that the fourth coolant line section has a coolant-flowing component of the thermal management system, preferably that this component is designed as a chiller for transferring heat to the refrigerant side of the heat pump arrangement. A chiller is a particularly important component of a thermal management system for heat exchange between, on the one hand, the coolant side and, on the other hand, the refrigerant side of a heat pump arrangement.
[0015] An advantageous further development of the latter embodiment of the thermal management system according to the invention provides that the fifth coolant line section is designed as a bypass to the chiller. This, analogous to the above, further increases the operational flexibility of the thermal management system according to the invention.
[0016] A further advantageous embodiment of the thermal management system according to the invention provides that the sixth coolant line section includes a coolant-flowing component of the thermal management system, preferably that this component is designed as a battery for supplying energy to a powertrain of the electric vehicle. See the advantages explained above relating to claims 2, 4 and 5.
[0017] Furthermore, an advantageous embodiment of the thermal management system according to the invention provides that the thermal management system has a seventh coolant line section, which is flow-conductingly connected to both the first and the second coolant line sections. This further increases the operational flexibility of the thermal management system according to the invention.
[0018] As described above, an advantageous further development of the aforementioned embodiment of the thermal management system according to the invention provides that the seventh coolant line section includes a coolant-flowing component of the thermal management system, preferably that this component is designed as power electronics and / or an electric motor of a powertrain of the electric vehicle. See the advantages mentioned in relation to the further developments according to claims 2, 4, 5 and 7. In particular, the power electronics and / or the electric motor of the powertrain of the electric vehicle are core components of the electric vehicle and thus also of the thermal management system according to the invention for such a vehicle.
[0019] An advantageous further development of one of the two aforementioned further developments of the thermal management system according to the invention provides that a flow-conducting connection of the thermal management system is formed between the sixth coolant line section and the seventh coolant line section, which enables pressure equalization between the two aforementioned coolant line sections, preferably that this flow-conducting
[0020] The connection is arranged downstream of the coolant-carrying component in the sixth coolant line section. This allows the pressure equalization required in the thermal management system according to the invention to be implemented in a very simple manner in terms of design, manufacturing, and circuitry. The preferred embodiment of this further development specifies a particularly suitable positioning of this flow-conducting connection for pressure equalization.
[0021] An advantageous further development of the aforementioned further development of the thermal management system according to the invention provides that, downstream of the aforementioned flow-conducting connection between the sixth coolant line section and the seventh coolant line section, and upstream of the coolant-flowing component in the seventh coolant line section, a flow-conducting connection of the thermal management system is formed between the seventh coolant line section and a coolant tank of the thermal management system. In this way, the coolant tank required for the coolant side is arranged particularly advantageously in the circuit design of the thermal management system according to the invention.
[0022] An advantageous further development of the thermal management system according to any one of claims 4 to 11 provides that the thermal management system has an eighth coolant line section, which is designed as a bypass to the radiator. This, analogous to the above, further increases the operational flexibility of the thermal management system according to the invention.
[0023] Furthermore, an advantageous further development of the latter embodiment of the thermal management system according to the invention provides that the thermal management system has a third coolant valve, wherein the third coolant valve is designed such that it has direct flow-conducting connections to the third, fifth, sixth, seventh and eighth
[0024] The coolant line section is thus significantly increased. This increases the number of switching states, i.e., the number of possible flow-conducting connections between individual coolant line sections of the thermal management system according to the invention. Accordingly, an even higher degree of complexity can be achieved in the thermal management system according to the invention.
[0025] The invention is explained in more detail below with reference to the attached, roughly schematic drawing. This drawing shows:
[0026] Fig. 1 shows an embodiment of the thermal management system according to the invention in a process circuit diagram, in the first state, in a serial mode,
[0027] Fig. 2 shows the embodiment in a representation analogous to Fig. 1, in the first state, in a parallel mode and
[0028] Fig. 3 shows the embodiment in analogous representation to Fig. 1, in the second state.
[0029] Figures 1 to 3 show an exemplary embodiment of the thermal management system according to the invention for a heat pump arrangement of an electric vehicle. The vehicle and the heat pump arrangement are not shown in detail.
[0030] The thermal management system for the heat pump assembly of the electric vehicle, comprising a coolant side and a refrigerant side, includes: a first coolant valve 100 and a second coolant valve 200, each with at least a first inlet 110, 210 and a second inlet 120, 220 and at least a first outlet 130, 230 and a second outlet 140, 240, and a first to sixth coolant line section 10, 20, 30, 40, 50, 60, wherein the thermal management system is designed and configured such that the
[0031] The thermal management system can be operated in a first and a second state. The coolant is not shown in Figures 1 to 3.
[0032] According to the invention, the first coolant line section 10 is flow-conductingly connected to the first inlet 110 of the first coolant valve 100 and the second coolant line section 20 to the second inlet 120 of the first coolant valve 100, the third coolant line section 30 is flow-conductingly connected to the first outlet 130 of the first coolant valve 100 and the first outlet 230 of the second coolant valve 200, the fourth coolant line section 40 is flow-conductingly connected to the first inlet 210 of the second coolant valve 200 and the fifth coolant line section 50 is flow-conductingly connected to the second inlet 220 of the second coolant valve 200, the sixth coolant line section 60 is flow-conductingly connected to both the second outlet 140 of the first coolant valve 100 and the second outlet 240 of the second coolant valve 200.In the first state of the thermal management system, both the first coolant valve 100 and the second coolant valve 200 allow proportional mixing of the coolant from the first and second inlets 110, 120; 210, 220, with the coolant subsequently flowing from the first outlet 130 of the first coolant valve 100 and from the second outlet 240 of the second coolant valve 200. In the second state of the thermal management system, both the first coolant valve 100 and the second coolant valve 200 allow proportional mixing of the coolant from the first and second inlets 110, 120; 210, 220, with the coolant subsequently flowing from the second outlet 140 of the first coolant valve 100 and from the first outlet 230 of the second coolant valve 200. The first state, i.e., the first operating state, of the thermal management system is shown in the figures.Figures 1 and 2 are shown; the second state, i.e., the second operating state, of the thermal management system is shown in Figure 3. Furthermore, Figure 1 shows a serial mode of the first state and Figure 2 a parallel mode of the first state. In the serial mode, the drive train 75 and the battery 65, and optionally also the radiator 35, are in a common coolant circuit. In the parallel mode, they are... The powertrain 75 and the battery 65 each have separate coolant circuits. The term "proportional mixing" here means, in particular, that the coolant flows supplying the respective coolant valves 100 and 200 can be mixed with each other in any ratio by means of these coolant valves 100 and 200.
[0033] The first coolant line section 10 includes a coolant-flowing component of the thermal management system, which here is designed as a liquid-cooled condenser 15, abbreviated WCC for Water Cooled Condenser, for absorbing heat from the refrigerant side of the heat pump arrangement (not shown in detail). Furthermore, the second coolant line section 20 in the present embodiment is designed as a bypass to the liquid-cooled condenser 15, abbreviated WCC.
[0034] The third coolant line section 30 also has a coolant-flowing component of the thermal management system, whereby this component is designed here as a radiator, namely as a so-called Low Temperature Radiator 35, abbreviated LTR, which allows a heat flow between the coolant and a free environment.
[0035] The fourth coolant line section 40 also includes a coolant-flowing component of the thermal management system, which in this case is designed as a chiller 45 for transferring heat to the refrigerant side of the heat pump assembly. In the present embodiment, the fifth coolant line section 50 is designed as a bypass to the chiller 45.
[0036] The sixth coolant line section 60 also includes a coolant-flowing component of the thermal management system, this component being designed here as a battery 65 for supplying energy to a powertrain 75 of the electric vehicle. Furthermore, the thermal management system additionally includes a seventh coolant line section 70, which is flow-conductingly connected to both the first and the second coolant line sections 10, 20. The seventh coolant line section 70 also has a coolant-flowing component of the thermal management system, this component being designed as power electronics and an electric motor of the aforementioned powertrain 75 of the electric vehicle.
[0037] In the present embodiment, a flow-conducting connection 90 of the thermal management system is formed between the sixth coolant line section 60 and the seventh coolant line section 70. This connection allows pressure equalization between the two aforementioned coolant line sections 60 and 70, and is located downstream of the coolant-carrying component in the sixth coolant line section 60, namely the battery 65. The aforementioned flow-conducting connection 90 is shown as a thin dashed line in Figures 1 to 3, regardless of whether coolant is flowing through it.
[0038] Downstream of the aforementioned flow-conducting connection 90 between the sixth coolant line section 60 and the seventh coolant line section 70, and upstream of the coolant-flowing component in the seventh coolant line section 70, namely the power electronics and the electric motor of the drive train 75, a flow-conducting connection 92 of the thermal management system is formed between the seventh coolant line section 70 and a coolant tank 95 of the thermal management system. The aforementioned flow-conducting connection 92 is also shown as a thin dashed line in Figures 1 to 3, regardless of whether coolant is flowing through it.
[0039] Furthermore, the thermal management system has an eighth coolant line section 80, which is designed as a bypass to the radiator 35. In addition to the two aforementioned coolant valves 100, 200, the thermal management system in the present embodiment has a third coolant valve 300, wherein the third coolant valve 300 is designed as follows: The feature is that it has direct flow-conducting connections to the third, fifth, sixth, seventh, and eighth coolant line sections 30, 50, 60, 70, and 80. The third coolant valve 300 is therefore directly connected to the aforementioned coolant line sections.
[0040] Coolant line sections 10, 20, 30, 40, 50, 60, 70, and 80 through which coolant flows are generally represented by bold solid lines, while inactive coolant lines, which do not carry coolant in the respective operating state, are generally represented by dashed lines. Exceptions to this general representation are explained in detail in the text. Figures 1 and 2, which each represent the first state of the thermal management system, serve as examples. Figure 1 illustrates the flow through the eighth coolant line section 80, while Figure 2 shows the flow through the third coolant line section 30.
[0041] The efficiency of the overall system, i.e., the heat pump arrangement, can be increased, in particular, by flexibly coupling the chiller 45 with the available heat sources in the vehicle, such as the battery 65 and / or the powertrain 75 and / or the radiator 35, to utilize ambient heat. This makes it possible to supply available waste heat in various driving situations of the vehicle, via the chiller 45 and thus the refrigerant circuit (i.e., the refrigerant side), to an interior area of the vehicle (not shown) for efficient heating, the so-called heat pump function. For this purpose, the thermal management system also includes an interior heater 17. The various coolant pumps and check valves of the thermal management system according to the present embodiment are shown graphically in Figures 1 to 3 and are not described or explained in detail.
[0042] In particular, the heat pump functions of the refrigerant system, i.e., the refrigerant side of the heat pump arrangement, increase the overall system complexity. and the associated overall system costs are significant. The invention, according to the present embodiment, provides a remedy here. The thermal management system can be implemented cost-effectively and simultaneously enables efficient heat pump operation. The invention, and thus the present embodiment, is based on a minimal refrigerant system, which comprises at least one compressor (not shown), one expansion valve (also not shown), and two refrigerant-coolant heat exchangers, namely the WCC 15 and the chiller 45. Through appropriate thermal connections to the coolant system, i.e., the coolant side, the refrigerant system provides all the necessary functions for temperature control of the interior and battery 65. The coolant valves 100, 200, and 300 ensure the distribution of heat flows in the respective operating state of the thermal management system.
[0043] The thermal management system of the exemplary embodiment enables temperature control of both the powertrain 75 and the vehicle battery 65, as well as the vehicle interior. The thermal management system allows for a variety of operating states.
[0044] The following section explains in more detail the functioning of the thermal management system according to the present embodiment with reference to Figures 1 to 3.
[0045] See Fig. 1: The drive train 75 and the WCC 15 are cooled, for example, via the radiator 35. The first coolant valve 100 directs the heated coolant flow from the drive train 75 and the WCC 15 via the first inlet 110 and the first outlet 130 to the radiator 35. After the radiator 35, the coolant is directed by the third coolant valve 300 via a first inlet 310 and a first outlet 340 to the battery 65. Alternatively, part of the coolant flow from the drive train 75 can be diverted past the WCC 15 via the coolant line section 20 and the second inlet 120 and the first outlet 130. Furthermore, the coolant flow can be diverted past the radiator 35 via the eighth coolant line section 80 and a second
[0046] The coolant flow is directed through inlet 320 and first outlet 340 of the third coolant valve 300. A proportional distribution of the coolant flow between the aforementioned flow paths is also possible. In addition, coolant from the WCC 15 can flow through the interior heater 17. For this purpose, the coolant pump upstream of the interior heater 17 is activated. The battery 65 is cooled as needed by a coolant flow that flows either through the second inlet 220 and second outlet 240 of the second coolant valve 200 and / or through the chiller 45 and subsequently through the first inlet 210 and second outlet 240 of the second coolant valve 200. After the battery 65, the coolant flows through the third coolant valve 300 via a third inlet 330 and a second outlet 350 of the third coolant valve 300 to the coolant pump upstream of the drive train 75.Alternatively, the third coolant valve 300 can be replaced by a simplified coolant valve, so that the coolant is returned directly from the battery to the aforementioned coolant pump. In addition, coolant from the chiller 45 can also flow through an interior radiator 47. For this purpose, the coolant pump upstream of the interior radiator 47 is activated.
[0047] See Fig. 2: The drive train 75 and the WCC 15 are cooled via the radiator 35. The first coolant valve 100 directs the heated coolant flow from the drive train 75 and the WCC 15 via the first inlet 110 and the first outlet 130 to the radiator 35. After the radiator 35, the coolant is returned to the drive train 75 via the third coolant valve 300, through the first inlet 310 and the second outlet 350. Alternatively, a portion of the coolant flow from the drive train 75 can be diverted past the WCC 15 via the second coolant line section 20, through the second inlet 120 and the first outlet 130. Furthermore, the coolant flow can alternatively be diverted past the radiator 35 via the eighth coolant line section 80, through the second inlet 320 and the second outlet 350. In principle, a proportional distribution of the coolant flow between the aforementioned flow paths is also possible.In addition, one may also be added.
[0048] Coolant from the WCC 15 flows through the interior heater 17 to heat the interior. For this purpose, the coolant pump upstream of the interior heater 17 is activated. The battery 65 is cooled as needed by a coolant flow, which flows either through the second inlet 220 and the second outlet 240 of the second coolant valve 200 and / or through the chiller 45 and then through the first inlet 210 and the second outlet 240. After the battery 65, the coolant flows back through the third coolant valve 300 via the third inlet 330 and the first outlet 340. Alternatively, the third coolant valve 300 can be replaced by a simplified coolant valve, so that the coolant is returned from the battery directly to the coolant pump upstream of the chiller.Furthermore, coolant from the chiller 45 can be used to cool and / or dehumidify the interior, while simultaneously flowing coolant through the interior heater 17. For this purpose, the coolant pump is activated upstream of the interior cooler 47. The coolant tank 95 is located in the powertrain circuit 75 and can compensate for changes in the coolant volume. Downstream of the battery 65, an optional flow-conducting connection 90 between the battery circuit and the powertrain circuit is provided, so that volume changes in the battery circuit can also be compensated for by the coolant tank 95.
[0049] See Fig. 3: The drive train 75 and the WCC 15 are used to heat the battery 65. The first coolant valve 100 directs the heated coolant flow from the drive train 75 and the WCC 15 via the first inlet 110 and the second outlet 140 to the battery 65. After the battery 65, the coolant is directed by the third coolant valve 300 via the third inlet 330 and the second outlet 350 to the coolant pump of the drive train 75. Alternatively, part of the coolant flow from the drive train 75 can be routed past the WCC 15 via the second inlet 120 and the second outlet 140. A proportional distribution of the coolant flow between the aforementioned flow paths is also possible. In addition, coolant from the ibH & Co. KGaA P09132WO can also be supplied to the interior heater 17.
[0050] WCC 15. For this purpose, the coolant pump upstream of the interior heater 17 is activated. Furthermore, the third coolant valve 300 can be replaced by a simplified valve, so that the coolant is returned directly from the battery to the aforementioned coolant pump. The radiator 35 is cooled as needed by a coolant flow that passes through the chiller 45 and via the second inlet 220 and the first outlet 230 of the second coolant valve 200, and then, after passing the radiator 35, returns to the coolant pump upstream of the chiller 45 via the first inlet 310 and the first outlet 340. This serves to absorb heat by the refrigerant system of the heat pump arrangement, which is transferred from the chiller 45 to the refrigerant system and then released back to the coolant via the WCC 15.Alternatively, the coolant flow can be routed past the radiator 35 via the eighth coolant line section 80 and through the second inlet 320 and the first outlet 340. In addition, coolant from the chiller 45 can also flow through the interior radiator 47. For this purpose, the coolant pump upstream of the interior radiator 47 is activated.
[0051] The check valves shown in Figures 1 to 3 are optional and can be partially or completely omitted, depending on the requirements of the individual case. The first and second coolant valves 100 and 200 are preferably each designed as 4-way valves. The third coolant valve 300 is preferably designed as a 5-way valve.
[0052] The invention is not limited to the present embodiment. See, for example, the relevant explanations in the introductory section of the description and the alternative or optional features in the described embodiment.
[0053] Reference symbol list
[0054] 10 First coolant line section
[0055] 15 Water-cooled condenser
[0056] 17 interior heaters
[0057] 20 Second coolant line section
[0058] 30 Third coolant line section
[0059] 35 Radiator
[0060] 40 Fourth coolant line section
[0061] 45 Chiller
[0062] 47 Interior radiators
[0063] 50 Fifth coolant line section
[0064] 60 Sixth coolant line section
[0065] 65 Battery
[0066] 70 Seventh coolant line section
[0067] 75 Powertrain
[0068] 80 Eighth coolant line section
[0069] 90 Flow-conducting connection
[0070] 92 Flow-conducting connection
[0071] 95 Coolant tank
[0072] 100 First coolant valve
[0073] 110 First inlet of the first coolant valve
[0074] 120 Second inlet of the first coolant valve
[0075] 130 First outlet of the first coolant valve
[0076] 140 Second outlet of the first coolant valve
[0077] Second coolant valve
[0078] First inlet of the second coolant valve
[0079] Second inlet of the second coolant valve
[0080] First outlet of the second coolant valve
[0081] Second outlet of the second coolant valve
[0082] Third coolant valve
[0083] First inlet of the third coolant valve
[0084] Second inlet of the third coolant valve
[0085] Third inlet of the third coolant valve
[0086] First outlet of the third coolant valve
[0087] Second outlet of the third coolant valve
Claims
Thermal management system for a heat pump assembly of an electric vehicle Patent claims 1. Thermal management system for a heat pump arrangement of an electric vehicle with a coolant side and a refrigerant side, comprising: a first coolant valve (100) and a second coolant valve (200), each with at least a first inlet (110, 210) and a second inlet (120, 220) and at least a first outlet (130, 230) and a second outlet (140, 240), and a first to sixth coolant line section (10, 20, 30, 40, 50, 60), wherein the thermal management system is designed and configured such that the thermal management system is operable in a first and a second state, characterized in that the first coolant line section (10) is flow-conductingly connected to the first inlet (110) of the first coolant valve (100) and the second coolant line section (20) is flow-conductingly connected to the second inlet (120) of the first coolant valve (100).that the third coolant line section (30) is flow-conductingly connected to the first outlet (130) of the first coolant valve (100) and the first outlet (230) of the second coolant valve (200), that the fourth coolant line section (40) is flow-conductingly connected to the first inlet (210) of the second coolant valve (200) and the fifth coolant line section (50) is flow-conductingly connected to the second inlet (220) of the second coolant valve (200), that the sixth coolant line section (60) is flow-conductingly connected to both the second outlet (140) of the first coolant valve (100) and the second outlet (240) of the second coolant valve (200), wherein in the first state of the thermal management system both the first coolant valve (100) and the second coolant valve (200) are open, enabling proportional mixing of the coolant from the first and second inlets (110, 120; 210, 220), and wherein the coolant subsequently flows from the first outlet (130) of the first coolant valve (100) and from the second outlet (240) of the second coolant valve (200), and that in the second state of the thermal management system both the first coolant valve (100) and the second coolant valve (200) enable proportional mixing of the coolant from the first and second inlets (110, 120; 210, 220), wherein the coolant subsequently flows from the second outlet (140) of the first coolant valve (100) and from the first outlet (230) of the second coolant valve (200).
2. Thermal management system according to claim 1, characterized in that the first coolant line section (10) has a coolant-flowing component of the thermal management system, preferably that this component is designed as a liquid-cooled condenser (15) for absorbing heat from the refrigerant side of the heat pump arrangement.
3. Thermal management system according to claim 2, characterized in that the second coolant line section (20) is designed as a bypass option to the liquid-cooled condenser (15).
4. Thermal management system according to one of claims 1 to 3, characterized in that the third coolant line section (30) has a coolant-flowing component of the thermal management system, preferably that this component is designed as a radiator (35) which has a Heat flow is enabled between the coolant and a free environment.
5. Thermal management system according to one of claims 1 to 4, characterized in that the fourth coolant line section (40) has a coolant-flowing component of the thermal management system, preferably that this component is designed as a chiller (45) for releasing heat to the refrigerant side of the heat pump arrangement.
6. Thermal management system according to claim 5, characterized in that the fifth coolant line section (50) is designed as a bypass option to the chiller (45).
7. Thermal management system according to one of claims 1 to 6, characterized in that the sixth coolant line section (60) has a coolant-flowing component of the thermal management system, preferably that this component is designed as a battery (65) for supplying energy to a powertrain (75) of the electric vehicle.
8. Thermal management system according to one of claims 1 to 7, characterized in that the thermal management system has a seventh coolant line section (70) which is flow-conductingly connected to both the first and the second coolant line section (10, 20).
9. Thermal management system according to claim 8, characterized in that the seventh coolant line section (70) has a coolant-flowing component of the thermal management system, preferably that this component is designed as a power electronics and / or an electric motor of a drive train (75) of the electric vehicle.
10. Thermal management system according to claim 8 or 9, characterized in that a flow-conducting connection (90) of the thermal management system is formed between the sixth coolant line section (60) and the seventh coolant line section (70), which enables pressure equalization between the two aforementioned coolant line sections (60, 70), preferably that this flow-conducting connection (90) is arranged downstream of the coolant-flowing component in the sixth coolant line section (60).
11. Thermal management system according to claim 10, characterized in that downstream of the aforementioned flow-conducting connection (90) between the sixth coolant line section (60) and the seventh coolant line section (70) and upstream of the coolant-flowing component in the seventh coolant line section (70) a flow-conducting connection (92) of the thermal management system is formed between the seventh coolant line section (70) and a coolant tank (95) of the thermal management system.
12. Thermal management system according to one of claims 4 to 11, characterized in that, that the thermal management system has an eighth coolant line section (80) which is designed as a bypass option to the radiator (35).
13. Thermal management system according to claim 12, characterized in that the thermal management system has a third coolant valve (300), wherein the third coolant valve (300) is designed such that it has direct flow-conducting connections to the third, fifth, sixth, seventh and eighth coolant line sections (30, 50, 60, 70, 80).