Thermal management system for a heat pump assembly of an electric vehicle

Abstract

The invention relates to a thermal management system for a heat pump assembly of an electric vehicle, having a coolant side and a refrigerant side. The thermal management system comprises: a first coolant valve (1) having a first (10), second (20), third (30), and fourth inlet (40), a first (50), second (60), and third (70) outlet, and a first (100), second (200), third (300), fourth (400), fifth (500), sixth (600), and seventh coolant line portion (700). The thermal management system is designed such that the thermal management system can be operated in a first state and in a second state. In the first state of the thermal management system, the first inlet is fluidically connected to the third outlet and the second inlet and / or the third inlet is fluidically connected to the first outlet, and in the second state of the thermal management system, the second inlet and / or the third inlet is fluidically connected to the first outlet and the fourth inlet is fluidically connected to the third outlet.

Description

[0001]

[0002] &

[0003] Thermal management system for a heat pump assembly of an electric vehicle

[0004] Description

[0005] 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.

[0006] 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, with a first, second, third and fourth inlet on one side and a first, second and third outlet on the other, and a first, second, third, fourth, fifth, sixth and seventh coolant line section, wherein the thermal management system is designed such that it can be operated in a first and a second state.

[0007] This is where the present invention comes in.

[0008] The present invention is based on the objective of improving a thermal management system for a heat pump arrangement of an electric vehicle.

[0009] 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 in the first state of the thermal management system the first inlet is connected to the third outlet and the second inlet and / or the third inlet to the first outlet in a flow-conducting manner, and that in the second state of the thermal management system the second and / or the third inlet is connected to the first outlet and the fourth inlet. [H & Co. KGaA P09193WO]

[0010] are connected to the third outlet in a flow-conducting manner. The dependent claims relate to advantageous embodiments of the invention.

[0011] A significant advantage of the invention lies particularly in the improved thermal management system for a heat pump assembly of an electric vehicle. Due to the inventive design of the thermal management system, the efficiency of thermal management in an electric 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. Consequently, even inherently complex thermal management tasks for electric vehicles can be solved much more easily and therefore more cost-effectively.

[0012] 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.

[0013]

[0014] &

[0015] An advantageous further development of the thermal management system according to the invention provides that the first coolant line section has a coolant-flowing component, preferably that this component is designed as a radiator, which enables heat flow between the coolant and a free environment. In this way, it is possible not only to establish a desired flow-conducting connection by means of the first coolant line section, but also to cool or heat a component of the thermal management system according to the invention as required. The preferred embodiment specifies a component that is very important for practical application.

[0016] Similarly, a further advantageous embodiment of the thermal management system according to the invention provides that the second coolant line section has a coolant-flowing component, preferably that this component is designed as a chiller for transferring heat to the refrigerant side of the heat pump assembly. 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 assembly.

[0017] An advantageous further development of the latter embodiment of the thermal management system according to the invention provides that the third coolant line section is designed as a bypass for flow-related circumvention of the chiller. This, analogous to the above, further increases the operational flexibility of the thermal management system according to the invention.

[0018] Another advantageous embodiment of the thermal management system according to the invention provides that the fourth coolant line section is designed such that a flow-conducting connection between a drive battery of the vehicle and the fourth coolant line section is established.

[0019]

[0020] &

[0021] which can be manufactured from the first valve. See the advantages explained above with regard to claims 2 and 3.

[0022] A further advantageous embodiment of the thermal management system according to the invention provides that the fifth coolant line section has a coolant-flowing component, preferably that this component is designed as a traction battery of the vehicle. See the advantages explained above relating to claims 2, 3 and 5.

[0023] Furthermore, an advantageous embodiment of the thermal management system according to the invention provides that the sixth coolant line section is designed such that a flow-conducting connection between the first valve and a radiator of the vehicle can be established by means of the sixth coolant line section. In this way, the flexibility in the operation of the thermal management system according to the invention is further increased.

[0024] In accordance with the above, another advantageous embodiment of the thermal management system according to the invention provides that the seventh coolant line section has at least one coolant-flowing component, preferably that this at least one component is configured as the vehicle's power electronics and / or the vehicle's electric motor for driving the vehicle. See the advantages mentioned in relation to the embodiments according to claims 2, 3, 5, and 6. In particular, the power electronics and / or the electric motor of the electric vehicle's drivetrain are core components of the electric vehicle and thus also of the thermal management system according to the invention for such a vehicle.

[0025] A further advantageous embodiment of the thermal management system according to the invention provides that the thermal management system is designed such that the thermal management system can additionally be operated in a third state, wherein in the third state of the thermal management system the first inlet is connected to the first outlet, the second inlet to the second outlet. ibH & Co. KGaA P09193WO

[0026] and the fourth inlet is flow-conductingly connected to the third outlet. This significantly 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.

[0027] Similarly, a further advantageous embodiment of the thermal management system according to the invention provides that the thermal management system is designed such that it can additionally be operated in a fourth state, wherein in the fourth state of the thermal management system, on the one hand, the first inlet and the second inlet are each connected to the first outlet and the second outlet, and on the other hand, the fourth inlet is connected to the third outlet in a flow-conducting manner. See the advantages listed for this latter embodiment of the thermal management system according to the invention.

[0028] The invention is explained in more detail below with reference to the attached, roughly schematic drawing. This drawing shows:

[0029] Fig. 1a shows an embodiment of the thermal management system according to the invention in a process circuit diagram, in the first state,

[0030] Fig. 1b shows a variant of the embodiment, in the first state,

[0031] Fig. 2a shows the embodiment of the thermal management system according to the invention in a representation analogous to Fig. 1a, in the second state,

[0032] Fig. 2b shows the variant of the embodiment in the second state,

[0033] Fig. 3a shows the embodiment of the thermal management system according to the invention in a representation analogous to Fig. 1a, in the third state,

[0034]

[0035] &

[0036] Fig. 3b shows the variant of the embodiment in the third state,

[0037] Fig. 4a shows the embodiment of the thermal management system according to the invention in a representation analogous to Fig. 1a, in the fourth state and

[0038] Fig. 4b shows the variant of the embodiment in the fourth state.

[0039] Figures 1a to 4b 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.

[0040] The thermal management system for the heat pump assembly of the electric vehicle, with a coolant side and a refrigerant side, comprises: a first coolant valve 1, with a first inlet 10, second 20, third 30, and fourth 40, and a first outlet 50, second 60, and third 70, and a first coolant line section 100, second 200, third 300, fourth 400, fifth 500, sixth 600, and seventh 700, wherein the thermal management system is designed such that it can be operated in a first and a second state. See Figures 1a to 4b, which show the flow-conducting connections of the individual coolant line sections 100 to 700 with the respective inlets 10 to 40 and outlets 50 to 70 of the first coolant valve 1. The first coolant valve 1 is therefore designed as a 7-way valve.

[0041] According to the invention, in the first state of the thermal management system shown in Figures 1a and 1b, the first inlet 10 is connected to the third outlet 70, and the second inlet 20 and / or the third inlet 30 are connected to the first outlet 50 in a flow-conducting manner. Furthermore, in the second state of the thermal management system shown in Figures 2a and 2b, the second inlet 20 and / or the third inlet 30 are connected to the first outlet 50, and the fourth inlet 40 is connected to the third outlet 70 in a flow-conducting manner. Figures 1a to 4b are

[0042]

[0043] &

[0044] Coolant lines through which coolant flows are shown with thick solid lines, and inactive coolant lines, which do not carry coolant in the respective operating state, are shown with thin solid lines. The flow-conducting connections in the coolant valve 1 are partially shown with dashed lines; this indicates that these flow-conducting connections exist, for example, between more than one inlet 10 to 40 and one outlet 50 to 70, optionally only from one of these inlets 10 to 40 or from several of the multiple inlets 10 to 40 to the outlet 50 to 70.

[0045] The first coolant line section 100 has a coolant-flow component, which here is designed as a radiator 110 that allows heat flow between the coolant (not shown) and a free environment. The second coolant line section 200 also has a coolant-flow component, which here is designed as a chiller 210 for transferring heat to the refrigerant side of the heat pump assembly. In the present embodiment, the third coolant line section 300 is designed as a bypass for flow-related circumvention of the chiller 210. Furthermore, the fifth coolant line section 500 has a coolant-flow component, which is designed as a traction battery 510 of the vehicle.The fourth coolant line section 400 is configured such that a flow-conducting connection between the aforementioned drive battery 510 of the vehicle and the first coolant valve 1 can be established by means of the fourth coolant line section 400. In the present embodiment, the sixth coolant line section 600 is configured such that a flow-conducting connection between the first coolant valve 1 and the aforementioned radiator 110 of the vehicle can be established by means of the sixth coolant line section 600. Finally, the seventh coolant line section 700 comprises, on the one hand, a component configured as the vehicle's power electronics and, on the other hand, an electric motor for propelling the vehicle. The two aforementioned components of the vehicle's drive system, i.e., the...

[0046]

[0047] &

[0048] The vehicle's drive train is summarized in Figs. 1a to 4b under reference numeral 710.

[0049] In addition to the first coolant valve 1 and the aforementioned components, the thermal management system according to the present embodiment also comprises the following components: a coolant tank 720, a first coolant pump 730, a water-cooled condenser 740, an interior heater 750 for heating the interior of the vehicle, a second coolant pump 760, a second coolant valve 2, a third coolant pump 220, an interior radiator 230 for cooling the aforementioned interior, a fourth coolant pump 310, and various check valves 3. The number and flow arrangement of the check valves 3 are purely exemplary and can optionally be omitted. The second coolant valve 2 is thus designed here as a 4-way valve. See again the figure.Figures 1a to 4b show the flow-conducting integration of the individual components, i.e., components of the present thermal management system. The refrigerant system is not substantially depicted in Figures 1a to 4b; only the water-cooled condenser 740 and the chiller 210 are shown, as these are also part of the coolant system, i.e., the present thermal management system. For the sake of clarity, not all components and coolant line sections of the described thermal management system are labeled with the corresponding reference numeral in each of Figures 1a to 4b. However, the missing designations can be understood by viewing Figures 1a to 4b together, particularly in conjunction with Figures 1a and 1b.

[0050] In the present embodiment of the thermal management system according to the invention, a third and a fourth state can be realized in addition to the first and second states. The third state is shown in Figures 3a and 3b, and the fourth state is shown in Figures 4a and 4b. The thermal management system is thus designed such that it can also be operated in a third state, wherein in the third state of the thermal management system the first inlet 10 is connected to the first outlet 50, the second inlet 20 to the second outlet 60, and the fourth inlet 40 to the third outlet 70 are flow-conductingly connected.Furthermore, the thermal management system is designed in such a way that the thermal management system can additionally be operated in a fourth state, wherein in the fourth state of the thermal management system, on the one hand, the first inlet 10 and the second inlet 20 are each connected to the first outlet 50 and the second outlet 60, and on the other hand, the fourth inlet 40 is connected to the third outlet 70 in a flow-conducting manner.

[0051] The functioning of the thermal management system according to the invention will now be explained in more detail in other words with reference to Figs. 1a to 4b.

[0052] The heat pump arrangement with the thermal management system according to the present embodiment is based on a minimal refrigerant system; this comprises at least one compressor, one expansion valve, and two refrigerant-coolant heat exchangers, namely the water-cooled condenser 740 and the chiller 210. This refrigerant system provides all the necessary functions for temperature control of the vehicle's interior and drive battery 510 through appropriate thermal couplings to the coolant system, i.e., the thermal management system of the embodiment. For this purpose, the coolant system has the first coolant valve 1 and the second coolant valve 2, which ensure the distribution of heat flows in the respective operating states of the present thermal management system.

[0053] In its first state, the thermal management system enables the temperature control of both the powertrain, i.e., the components 710, and the drive battery 510, as well as the interior of the vehicle (not shown).

[0054]

[0055] &

[0056] The thermal management system according to the present embodiment enables a variety of operating states. The following states of the thermal management system are explained below as examples.

[0057] In the aforementioned first state, the drive train with components 710 and the water-cooled condenser 740 are cooled via the radiator 110. The second coolant valve 2 directs the heated coolant flow from the drive train and the water-cooled condenser 740 to the radiator 110. After the radiator 110, the coolant is returned to the drive train via the first coolant valve 1 through the first inlet 10 and the third outlet 70. Alternatively, a portion of the coolant flow from the drive train can be diverted around the water-cooled condenser 740 by means of the second coolant valve 2. Furthermore, the coolant flow can alternatively be routed around the radiator 110 via a bypass. In addition, coolant from the water-cooled condenser 740 can be directed through the interior heater 750 to heat the interior; for this purpose, the coolant pump 760 is activated upstream of the interior heater 750.The traction battery 510 is cooled as needed by a coolant flow, which flows either through the third inlet 30 and the first outlet 50 of the first coolant valve 1 and / or through the chiller 210 and subsequently through the second inlet 20 and the first outlet 50 of the first coolant valve 1. After the traction battery 510, the coolant flows directly from the traction battery 510 to the coolant pump 310. In addition, coolant from the chiller 210 can also flow through the interior radiator 230 to cool and / or dehumidify the interior – while simultaneously circulating coolant through the interior heater 750. For this purpose, the coolant pump 220 is activated upstream of the interior radiator 230. The coolant tank 720 is located in the drivetrain circuit and can compensate for changes in the coolant volume. Volume changes in the battery circuit can also be compensated for by the coolant tank 720.This is done via the coolant line section, which connects the powertrain circuit and the battery circuit downstream of radiator 110.

[0058]

[0059] &

[0060] In the second state of the thermal management system, the drivetrain and the water-cooled condenser 740 are cooled via the radiator 110. The second coolant valve 2 directs the heated coolant flow from the drivetrain and the water-cooled condenser 740 to the radiator 110. After the radiator 110, the coolant is routed to the coolant pump 310 via the previously mentioned coolant line section. Alternatively, a portion of the coolant flow from the drivetrain can be diverted around the water-cooled condenser 740 via the second coolant valve 2. Furthermore, the coolant flow can alternatively be routed to the radiator 110 via the second coolant valve 2. Additionally, coolant from the water-cooled condenser 740 can be supplied to the interior heater 750; for this purpose, the coolant pump 760 is activated upstream of the interior heater 750.The drive battery 510 is cooled as needed by a coolant flow, which flows either through the third inlet 30 and the first outlet 50 of the first coolant valve 1 and / or through the chiller 210 and subsequently through the second inlet 20 and the first outlet 50 of the first coolant valve 1. After the drive battery 510, the coolant from the drive battery 510 flows via the first coolant valve 1 through the fourth inlet 40 and the third outlet 70 to the coolant pump 730. In addition, coolant from the chiller 210 can also flow through the interior radiator 230; for this purpose, the coolant pump 220 is activated upstream of the interior radiator 230.

[0061] In the third state of the thermal management system, the powertrain and the water-cooled condenser 740 are used to heat the traction battery 510. The second coolant valve 2 directs the heated coolant flow from the powertrain and the water-cooled condenser 740, via the first coolant valve 1, through the first inlet 10 and the first outlet 50 to the traction battery 510. After the traction battery 510, the coolant from the traction battery 510 flows through the first coolant valve 1, specifically through the fourth inlet 40 and the third outlet 70, to the coolant pump 730. Alternatively, a portion of the

[0062]

[0063] &

[0064] The coolant flow from the drive train is routed past the water-cooled condenser 740 via the second coolant valve 2. A proportional distribution of the coolant flow between the aforementioned flow paths is also possible. In addition, coolant from the water-cooled condenser 740 can flow through the interior heater 750; for this purpose, the coolant pump 760 is activated upstream of the interior heater 750. The radiator 110 is cooled as needed by a coolant flow; this serves to absorb heat for the heat pump arrangement, whereby the heat is transferred from the chiller 210 to the refrigerant system and subsequently released back to the coolant via the water-cooled condenser 740. In this process, the coolant flows through the chiller 210 and the second inlet 20 and the second outlet 40 of the first coolant valve 1.The coolant then flows back through the radiator 110 to the coolant pump 310. Additionally, coolant from the chiller 210 can flow through the interior radiator 230; for this purpose, the coolant pump 220 is activated upstream of the interior radiator 230.

[0065] In the third state, the chiller 210 is connected to the radiator 110, allowing it to absorb ambient heat. Simultaneously, the drive train, including components 710, is connected to the drive battery 510. In the second state, heat can be transferred from the drive train (components 710) and the drive battery 510 to the chiller 210. The fourth state combines these heat sources and thus represents an intermediate state between the second and third states.

[0066] The starting point is the third state: If the ambient heat transferred from the radiator 110 towards the chiller 210 is insufficient, in this intermediate state part of the volume flow from the first inlet 10 to the first outlet 50 is diverted through the second inlet 20 to the first outlet 50, so that additional heat is directed to the chiller 210.

[0067] Figures 1b, 2b, 3b, and 4b each show a variant of the present thermal management system. The inlet to the sub-circuit desibH & Co. KGaA P09193WC is located here.

[0068] The water-cooled condenser 740 is located between the coolant pump 730 and the drive train with its components 710. This allows, for example, in Fig. 1b, the water-cooled condenser 740 to be cooled by cold coolant from the radiator 110 during cooling operation. This is more efficient than cooling with coolant preheated by the drive train. Compare this to Fig. 1a. Furthermore, both the coolant pump 730 and the coolant pump 760 pump in the same direction. This is advantageous compared to the first variant, in which the respective outlet and pressure sides of the coolant pump 730 and the coolant pump 760 are oriented opposite each other.

[0069] 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.

[0070]

[0071] Reference symbol list

[0072] First coolant valve

[0073] 2 Second coolant valve

[0074] 3 check valves

[0075] 10, 20, 30, 40 First to fourth entrance

[0076] 50, 60, 70 First to third exit

[0077] 100, 200, 300, 400, 500, 600, 700 First to seventh coolant line section 110 Radiator

[0078] 210 Chiller

[0079] 220 Third coolant pump

[0080] 230 interior radiator

[0081] 310 Fourth coolant pump

[0082] 510 drive battery

[0083] 710 Power electronics and electric motor

[0084] 720 Coolant tank

[0085] 730 First coolant pump

[0086] 740 Water-cooled condenser

[0087] 750 Interior heater

[0088] 760 Second coolant pump

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 (1), with on one side a first (10), second (20), third (30) and fourth inlet (40) and on the other side a first (50), second (60) and third (70) outlet, and a first (100), second (200), third (300), fourth (400), fifth (500), sixth (600) and seventh coolant line section (700), wherein the thermal management system is configured such that the thermal management system is operable in a first and in a second state, characterized by that in the first state of the thermal management system the first inlet (10) is connected to the third outlet (70) and the second inlet (20) and / or the third inlet (30) is connected to the first outlet (50) in a flow-conducting manner and that in the second state of the thermal management system the second (20) and / or the third inlet (30) is connected to the first outlet (50) and the fourth inlet (40) is connected to the third outlet (70) in a flow-conducting manner.

2. Thermal management system according to claim 1 , characterized by that the first coolant line section (100) has a coolant-flowing component, preferably that this component is designed as a radiator (110) which allows a heat flow between the coolant and a free environment.

3. Thermal management system according to claim 1 or 2, characterized by that the second coolant line section (200) has a coolant-flowing component, preferably that this component is designed as a chiller (210) for transferring heat to the refrigerant side of the heat pump arrangement.

4. Thermal management system according to claim 3, characterized by that the third coolant line section (300) is designed as a bypass option for the flow-technical bypass of the chiller (210).

5. Thermal management system according to one of claims 1 to 4, characterized in that, that the fourth coolant line section (400) is designed such that a flow-conducting connection between a drive battery (510) of the vehicle and the first valve (1) can be established by means of the fourth coolant line section (400).

6. Thermal management system according to one of claims 1 to 5, characterized in that, that the fifth coolant line section (500) has a coolant-flowing component, preferably that this component is designed as a traction battery (510) of the vehicle.

7. Thermal management system according to one of claims 1 to 6, characterized in that, that the sixth coolant line section (600) is designed such that a flow-conducting connection between the first valve (1) and a radiator (110) of the vehicle can be established by means of the sixth coolant line section (600).

8. Thermal management system according to one of claims 1 to 7, characterized in that, that the seventh coolant line section (700) has at least one coolant-flowing component, preferably that this at least one component is designed as a power electronics unit of the vehicle and / or an electric motor of the vehicle for propelling the vehicle.

9. Thermal management system according to one of claims 1 to 8, characterized in that, that the thermal management system is designed in such a way that the thermal management system can additionally be operated in a third state, wherein in the third state of the thermal management system the first inlet (10) is connected to the first outlet (50), the second inlet (20) to the second outlet (60) and the fourth inlet (40) to the third outlet (70) are flow-conductingly connected.

10. Thermal management system according to one of claims 1 to 9, characterized in that, that the thermal management system is designed in such a way that the thermal management system can additionally be operated in a fourth state, wherein in the fourth state of the thermal management system the first inlet (10) and the second inlet (20) are each connected to the first outlet (50) and the second outlet (60) and the fourth inlet (40) is connected to the third outlet (70) in a flow-conducting manner.

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