DE102017005303A1 - TEMPERATURE SYSTEM FOR AN ELECTRIC VEHICLE - Google Patents

Abstract

The invention relates to a temperature control system for an electric vehicle (10) with an electrochemical energy storage system (1), a pneumatic energy storage system (2) and with an electropneumatic control for driving the electric vehicle (10) and for charging at a gas station (20) with at least a fast charging station (200). The electrochemical energy storage system (1) consists of a power source (11) of the gas station (20) and a traction battery (12) of the electric vehicle (10), in driving and loading operation by means of a heat exchanger (13) via a heat transfer fluid (131) in a fluid circuit (132) is thermally conditioned with a heat sink (14). The pneumatic energy storage system (1) is formed by a stationary compressed air storage tank (21) of the filling station (20) and by a compressed air tank (22) of the electric vehicle (10) each with a compressor (23). In the driving and charging operation of the electric vehicle (10), a thermodynamic coupling of the energy storage systems (1,2) is provided, wherein the traction battery (12) via the heat exchanger (13) with the pneumatic energy storage system (1) of the electric vehicle (10) is connected, to thermally condition the traction battery (12) and, in particular, to cool it by relaxing the compressed air stored in the compressed air tank (22) at the heat sink (14) of the fluid circuit (132).

Description

The invention relates to a Elekrofahrzeug with an electro-pneumatic temperature control system for driving and charging the electric vehicle and for charging a gas station, in which the electric vehicle is connected to a stationary power source and a compressed air storage tank of the gas station in the loading operation, at the same time the traction battery and a compressed air tank of the electric vehicle. In driving and in the loading operation, the exchange of energy contents between the traction battery and the compressed air tank allows a flexible use of energy stored in two different systems. In particular, a thermodynamic coupling between the electrochemical and the pneumatic energy storage system via a heat exchanger allows the cooling of the traction battery in loading and driving.

The electrochemical energy store relates to a lithium-ion battery or a lithium-sulfur battery and a nickel-metal hydride battery, in particular as a traction battery and also as a power source of the charging station. The pneumatic energy storage system relates to a compressed air storage tank of the gas station and a compressed air tank of the vehicle and a temporary connection of both containers in the loading operation. The control of the exchange of energy contents between the storage systems is carried out electropneumatically by a central valve terminal of the Elekrofahrzeugs and the gas station. The term "electric vehicle" refers to land, water and air vehicles, but preferably a car.

State of the art

For quick recharging of the battery of an electric vehicle, a large amount of energy has to be transferred from the charging station to the traction battery within a short time. Charging stations that are designed for a longer recharge time can be operated with the normal mains voltage of 220 volts. Fast charging stations need a transformer to increase the voltage to 300-500 volts. In the future, charging stations operating with a voltage of up to 1000 volts will be required to increase the duration of the fast charging process to max. To limit 5-10 min. In the transmission of a large energy content, e.g. 100 kWh, unwanted heat is generated both at the charging station and in the traction battery. Therefore, it is necessary to thermally condition the traction battery during the charging process so that the temperature of the battery cells can be kept within a tolerance band of 20-40 ° C. According to the prior art, a vehicle-side fluid circuit with a heat transfer fluid and a vehicle-side heat sink is used, wherein the heat transfer fluid consists of a water-glycol mixture and the heat is transmitted via a large surface in cooperation with a fan as a heat sink to the ambient air, to avoid overheating of the battery cells. The disadvantage here is that the fan is powered from the traction battery and therefore the cooling capacity of this air cooler depends on the drive power of the traction motor. It follows that the charge current can not flow evenly throughout the duration of the fast charge, but must be reduced toward the end of the charge time to avoid overheating the battery cells. These two factors increase the charging time. In addition, the vehicle-side cooling of the traction battery is associated with an unpleasant, caused by the fan continuous noise. The energy content of the traction battery is defined by the product of the traction voltage and the galvanic capacity of the parallel-connected single cells. In order to be able to connect to the performance of today's internal combustion engine without compromise, the capacity of the traction battery, e.g. be increased to up to 10,000 Wh. The parallel desire for an ever shorter charging time requires new measures for the temperature of the traction battery, especially during recharging. French engineer Guy Negre introduced a compressed air car in the 1990s. However, the range of the compressed air drive remains far behind the already achievable ranges of an electric vehicle. Compressing and storing compressed air in a compressed air tank is not only a way to store energy, but also a thermodynamic process that generates usable heat by compressing the air and releasing the compressed air.

The DE 10 2009 040 311 A1 discloses a motor vehicle having a power conversion unit and a steam turbine connected to a steam tank, wherein a series of energy conversions are provided between the gas compression and the actual drive mechanism. The steam tank and the associated steam turbine are used here as a primary source of energy for the drive of the motor vehicle.

The DE 10 2016 119 122 A1 discloses systems and methods for thermal management of a traction battery having a clam shell battery housing, wherein between the outer and the inner housing, a fluid channel is formed, which is traversed by a first and a second thermal fluid.

The DE 10 2015 214 452 A1 discloses a thermal management system for a vehicle in which a gas, in particular air, is exchanged between the vehicle and an off-board thermal power supply, with provision of gas for transporting thermal energy to or from the vehicle.

The DE 10 2016 004 851 A1 discloses a water cooling system for a traction battery that transfers heat in a cycle with flow and return to a vehicle external hot water system during charging.

The DE 10 2011 118 873 A1 discloses a cooling system for a vehicle having a fuel cell in which an absorber circuit and a refrigerant circuit are connected to each other, wherein the cooling system almost exclusively requires waste heat to operate.

task

Based on the illustrated prior art, the present invention seeks to provide a temperature control for both the driving of an electric vehicle and for the charging operation of the electric vehicle at the fast charging station of a gas station. The driving and charging operation provides for a reversible transmission of energy contents between the electrochemical energy storage system as a power source and the pneumatic energy storage system of the electric vehicle. As a result, as far as possible loss-free cycle processes on the electric vehicle itself and between the electric vehicle and the filling station are made possible by the tempering system of the electric vehicle. In particular, the object of the invention is to provide a cooling system for the traction battery in driving and loading operation of the electric vehicle with energy from the pneumatic energy storage system.

• - Angabe einer reversiblen energetischen Verbindung zwischen einer Tankstelle mit Druckluftspeichertank und Stromquelle und einem Elektrofahrzeug mit Druckluftbehälter und Traktionsbatterie
• - Angabe einer irreversiblen energetischen Verbindung zwischen dem Druckluftbehälter und der Traktionsbatterie des Elektrofahrzeugs
• - Kühlung der Traktionsbatterie durch Entspannung von Druckluft unter Nutzung des Joule-Thomson-Effekts
• - Verkürzung der Ladezeit an der Schnellladestation einer Tankstelle

In detail, the invention solves the following tasks:

• - Specification of a reversible energetic connection between a gas station with compressed air storage tank and power source and an electric vehicle with compressed air tank and traction battery
• - Indication of an irreversible energetic connection between the compressed air tank and the traction battery of the electric vehicle
• - Cooling of the traction battery by relaxation of compressed air using the Joule-Thomson effect
• - Shortening the charging time at the fast charging station of a gas station

These objects are achieved with the features mentioned in claim 1 of the invention.

Other objects and advantageous features of the invention will become apparent from the dependent claims.

Reversible energy transfer in loading mode

The invention enables a reversible transmission of energy contents between a pneumatic energy storage system of the gas station, which consists of at least one compressed air storage tank and a pneumatic energy storage system of the electric vehicle, which is formed by at least one compressed air tank, as well as between a power source of the gas station and the traction battery of the electric vehicle and between the power source and the compressed air storage tank of the gas station or between the traction battery and the compressed air tank of the electric vehicle, each by a compressor as an intermediate energy converter.

In particular, the invention relates to a formed by a heat exchanger thermodynamic connection between the traction battery and the compressed air tank of the electric vehicle, as a cooling system for the traction battery in driving and loading operation. The traction battery is cooled while charging at a fast charging station of the gas station by relaxing compressed air using the Joule Thomson effect. Depending on the outside temperature of this connected to the fluid circuit of the traction battery cooling system is also used while driving. While the transfer of electric or pneumatically stored energy content is reversible, the transfer of heat to the traction battery or away from the traction battery is an irreversible process.

Connections of energy storage systems

The equipment of the filling station for a combined charging and cooling system includes at least one or more charging stations, each of which can dock two electric vehicles, so on the one hand via charging cable and plug a temporary connection to a power source of the electric filling station can be made and on the other hand via a hose coupling for the compressed air can be connected to the electric vehicle. In order to realize a cooling capacity of 10-20 kW in driving and charging operation on the traction battery of the electric vehicle, the cooling of the traction battery is carried out by relaxing the compressed air from at least one compressed air tank of the electric vehicle, which is connected in charging mode with the compressed air storage tank of the gas station, wherein a Compressed air tank eg compressed air at 300 bar, so that with a container volume of 100 liters 30,000 liters of coolant are available. When charging at a fast charging station of the gas station, the connection between the power source and the traction battery is made either by an IPT system (Inductive Power Transmission) or by means of charging cable, plug and socket. In one embodiment of the invention, charging cable and compressed air line are combined in a common fuel nozzle, wherein plug-and-detent connections are provided, which are locked and unlocked with the handle of the fuel nozzle.

Thermal conditioning of the traction battery

The specified in the context of the invention cooling technology for cooling the traction battery is based in the driving and loading operation on the relaxation of compressed air from the compressed air tank of the electric vehicle or from the compressed air storage tank of the gas station. When relaxing the compressed air can be mixed by a mixer moisture and ambient air of the compressed air flow, so on the one hand, an exact adjustment of the necessary flow temperature for the compressed air and on the other hand, an increase in the cooling capacity of the relaxed compressed air is made possible. The heat exchanger has a hydraulic structure, which is formed in a variant of a fin register and flows through a heat transfer fluid. By means of a plurality of nozzles in a grid arrangement, the compressed air is extensively expanded and mixed via a supported by a fan airflow in a plurality of air channels of the fin register with the outside air.

In a particularly advantageous embodiment of the invention, the heat exchanger is designed as a two-phase thermosiphon with vertical, aligned in the direction of travel of the electric vehicle walls between the battery cells of the traction battery. The two-phase thermosiphon is subjected to a negative pressure and receives a phase-changing heat transfer fluid, such as ethanol or methanol. The battery cells are connected in a full-surface heat-conducting contact with the outside of the vertical walls of this plate-shaped heat exchanger. Upon heat input by the battery cells, the heat transfer fluid evaporates and condenses on a flowed through by the relaxed compressed air compressed heat transfer tube, which traverses the plate heat exchanger at its upper end as a heat sink in the direction of travel. A flow guide inside the plate heat exchanger receives the condensed heat transfer fluid and directs it to the inside of the vertical walls of the two-phase thermosyphon to wet the walls of the plate heat exchanger on the inside. Compressed air from the compressed air tank is introduced via a nozzle in the finned heat transfer tube and thereby relaxed. As a result, heat is transferred from the battery cells to a cooled air stream of relaxed compressed air and, if necessary, also serves to cool the vehicle interior. Air channels between the modules of the battery cells allow cooling by a fan and / or by the airstream. As a heat transfer fluid for the formed as a two-phase thermosiphon heat exchanger in addition to the preferred distilled water and methanol or ethanol, isobutane, R365 or acetone or a fluid from the group of isopentanes in question. The plate heat exchanger itself can be made of stainless steel or aluminum or as a composite of plastic and metal. The pressure within the passively operating two-phase thermosyphon is lowered to a few mbar, so that the boiling point of water is less than or equal to 20 ° C. By means of the latent heat of vaporization of the heat transfer fluid or working fluid, heat from the heat source formed by the walls of the plate heat exchanger is transported by evaporation to the heat sink formed by the finned heat transfer tube. The heat transfer takes place almost isothermally at a constant temperature, the heat transfer fluid saturation temperature of the two-phase thermosyphon. The great advantage of this technique is that no circulation pump is required for the fluid circuit and even a small amount of charge with the heat transfer fluid is sufficient to transfer a high heat flow. Even small temperature differences are sufficient to one to transfer continuous heat transfer from the battery cells to the relaxed compressed air. In winter, the heat transfer fluid is heated by means of an electrical resistance heater, so that the battery cells reach their working temperature. If the hydraulic structure has a two-phase thermosyphon, the resistance heating is arranged in the so-called sump at the lower end of the plate heat exchanger and vaporizes the heat transfer fluid, whereby heat is transferred to the battery cells. In the case of a lamella register, the electrical resistance heater is assigned to the hydraulic structure and likewise serves to heat the battery cells via the heat transfer fluid.

Compressed air as auxiliary drive

When driving at temperatures of 20-25 ° C in the battery cells of the traction battery, the compressed air from the compressed air tank drives a generator that provides additional power for the traction or the traction motors. The compressed air and the generator can also be used as reserve drive in the sense of a range extender. For permafrost e.g. allows the compressed air in cooperation with a compressed air motor independent of the traction battery driving.

Electropneumatic control of driving operation

A central electropneumatic valve terminal is provided for the control of the driving and loading operation and allows e.g. in braking mode an energy recovery. Is the drive system of the electric vehicle, e.g. From four wheel hub motors, which act as wheel hub generators in braking mode, electricity can be stored back into the traction battery. Another possibility is to connect the traction motor in braking operation with the compressor to store compressed air in the compressed air tank. The resulting heat can be used for heating the battery cells. Finally, the compressed air can drive a generator, which in turn stores power back into the traction battery. In the sense of a holistic temperature control of the electric vehicle in different temperature ranges from about -20 ° C to + 45 ° C, the temperature is controlled via the central valve terminal, being controlled in the different operating conditions of the vehicle actuators that allow a reversible energy exchange and, for. are formed as a unit of generator and traction motor or as a unit of compressor and air motor. Relaxed compressed air can be introduced after cooling the traction battery in the air circulation system of the air conditioning and is used to cool the vehicle interior. Due to the complete discharge of the traction battery from the cooling function in the charging mode and given with the coolant air relief of the traction battery even while driving, the range of an electric vehicle between refueling increases significantly. The efficient cooling of the traction battery via an external source of cold from the beginning to the end of the charging process with constantly high current strength shortens the charging process to less than 10 min.

Use of the existing infrastructure of a gas station

The underground fuel tanks of an existing gas station can be converted to compressed air storage tanks, wherein a former fuel tank can accommodate a plurality of individual compressed air storage tanks. For the storage of compressed air, an electrically operated water-cooled compressor is provided, the power requirement is covered by a solar system with PV modules or by wind turbines or through the network. While the compressed air storage tank of the gas station is loaded by a compressor, the process heat can be used for heating the rooms of the gas station. If the compressor and the compressed air storage tank are e.g. in a garage, the heat generated by the compressor may e.g. be used for heating a home.

Gas station with battery storage

Since the local power grid is not sufficient to provide nationwide service stations at the same time with electricity and because the renewable electricity generation subject to natural fluctuations, it is necessary to equip a future gas station network with battery storage as a buffer. The usual mains voltage of 220 V is increased by a transformer to up to 1000 V in order to shorten the charging time. When transmitting an energy content of e.g. 100 Wh also occur in the battery storage high temperatures that require cooling by relaxed compressed air from the compressed air storage tank of the gas station. In addition to a grid connection, a solar system with PV modules assigned to the filling station or one or more wind turbines as a power source are also suitable.

A fast charging station of the gas station is equipped with a counter, which counts not only the withdrawn power, but also the amount of transmitted compressed air, so that an exact accounting of the amounts of energy used is possible.

• 1 den Austausch von Energieinhalten zwischen dem Elektrofahrzeug und der Tankstelle in einer schematischen Darstellung
• 2 das Temperiersystem für den Fahr-und Ladebetrieb eines Elektrofahrzeugs in einem schematischen Grundriss
• 3 ein Elektrofahrzeug im Ladebetrieb an einer Tankstelle in der perspektivischen Darstellung
• 4 ein Elektrofahrzeug im Ladebetrieb an der Schnellladestation in der perspektivischen Darstellung
• 5 eine Zapfpistole zur gleichzeitigen Übertragung von Strom und Druckluft in der perspektischen Darstellung
• 6 die Traktionsbatterie und den Wärmeübertrager eines Elektrofahrzeugs in einer schematischen perspektivischen Übersicht
• 7 einen Wärmeübertrager, der als Zweiphasen-Thermosiphon ausgebildet ist, in einer perspektivischen Schnittdarstellung
• 8 die Traktionsbatterie und den Wärmeübertrager nach 7 in einem Detailausschnitt
• 9 eine Traktionsbatterie und den Wärmeübertrager nach 7 und 8 in einer perspektivischen Übersicht

The figures show different embodiments and applications of the invention.
Show it:

• 1 the exchange of energy content between the electric vehicle and the gas station in a schematic representation
• 2 the temperature control system for the driving and charging of an electric vehicle in a schematic plan view
• 3 an electric vehicle in the loading operation at a gas station in the perspective view
• 4 an electric vehicle in charging mode at the fast charging station in the perspective view
• 5 a nozzle for the simultaneous transmission of electricity and compressed air in the perspective representation
• 6 the traction battery and the heat exchanger of an electric vehicle in a schematic perspective overview
• 7 a heat exchanger, which is designed as a two-phase thermosiphon, in a perspective sectional view
• 8th the traction battery and the heat exchanger after 7 in a detail section
• 9 a traction battery and the heat exchanger after 7 and 8th in a perspective overview

1 shows the many possibilities of energy transfer between the electric vehicle 10 and the gas station 20 in the temporary charging operation at a fast charging station 200 , The traction battery 12 and the compressed air tank 22 are above the heat exchanger 13 thermodynamically interconnected so that the traction battery 12 by relaxing compressed air from the compressed air tank 22 in the loading mode with the compressed air storage tank 21 the gas station 20 is connected, can be cooled. At the fast charging station 200 on the one hand via charging cable 201 , Plug 202 and fuel nozzle 203 a temporary connection between the power source 11 and the traction battery 12 of the electric vehicle 10 and, on the other hand, between the compressed air storage tank 21 and the compressed air tank 22 via a compressed air line 210 with check valve 211 made to both the traction battery 12 as well as the compressed air tank 22 charge. While the energetic connection between the power source 11 and the traction battery 12 and between the compressed air storage tank 21 and the compressed air tank 22 reversible, is the cooling of the traction battery 12 by compressed air an irreversible process in which the from the heat exchanger 13 emerging, relaxed compressed air can serve in a downstream function of the air conditioning of the electric vehicle. The scheme also shows a possible energetic connection between the electrochemical energy storage system 1 and the pneumatic energy storage system 2 both of the electric vehicle 10 as well as the gas station 20 , each with a compressor 23 and a generator 15 be enabled as actuators. An electropneumatic valve terminal 27 controls the actuators of the electric vehicle 10 as in 2 further explained.

2 shows the electrochemical storage system 1 consisting of the traction battery 12 and a power source 11 the fast charging station 200 as well as the pneumatic energy storage system 2 consisting of the individual departments 220 subdivided compressed air tank 22 and with the fast charging station 200 connected compressed air storage tank 21 in a schematic plan of the electric vehicle 10 , In charging mode at the fast charging station 200 is both compressed air from the compressed air storage tank 21 in the compressed air tank as well as electricity from a power source 11 the fast charging station 200 on the traction battery 12 transferred and saved. For the transfer of when recharging the traction battery 12 The resulting heat to the ambient air is a heat exchanger 13 provided thermodynamically with both the traction battery 12 as well as with the compressed air tank 22 of the electric vehicle 10 connected is. The cooling of the traction battery 12 done by relaxing the in the compressed air tank 22 stored compressed air. Further, with the compressed air tank 22 connected actuators concern a unit of generator 15 and traction engine 16 as well as a unit of compressor 23 us air motor 26 and a gearbox 17 , each from a central valve terminal 27 be controlled electro-pneumatically and while driving via brakes 18 a reversible transfer of energy content to the traction battery 12 and / or on the compressed air tank 22 enable. Alternatively to a hose connection between the quick charging station 200 and the electric vehicle 10 is an IPT system (Inductive Power Transmission) 112 for the transmission of electricity to the traction battery 12 intended.

3 shows an electric vehicle 10 at the fast charging station 200 a gas station 20 in the loading mode. The gas station 20 has an electrochemical energy storage system 1 that from a battery storage 111 as a power source 11 that of PV modules 114 as well as a pneumatic energy storage system 2 that of a variety of compressed air storage tanks 21 in a former fuel tank of the gas station 20 are integrated, is formed. During the quick charge process, both the traction battery 12 of the electric vehicle 10 as well as the battery storage 111 the gas station 20 by relaxing compressed air from the compressed air storage tank 21 cooled. The transformer 113 is designed to release the voltage from the grid 110 to increase to 1000 volts to reduce the fast charge to 10 minutes. Compressed air lines 210 for the cooling medium air lead both to the electric vehicle 10 as well as to the battery storage 111 ,

4 shows the fast charging station 200 a gas station 20 in which the power source 11 the electrochemical energy storage system 1 from a battery storage integrated in a container 111 is formed. With the help of a transformer 113 is the voltage of eg a wind turbine 115 generated electricity increased up to 1000 volts to recharge the traction battery 12 to accelerate. At the gas station 20 becomes a fast charging station 200 shown at the charging cable 201 and a compressed air line 210 integrated into a flexible hose. In an underground compressed air storage tank 21 is via a compressor also integrated in the container 23 Compressed air stored.

5 shows a fuel nozzle 203 consisting of a charging cable 201 and a compressed air line 210 , which are integrated into a common hose and a plug 202 and a pneumatic clutch 211 a temporary connection to the in 3 illustrated electric vehicle 10 manufactures.

6 shows the traction battery 12 and the heat exchanger 13 an electric vehicle 10 , The traction battery 12 is from a variety in so-called blocks combined battery cells 120 , which are arranged in layers, built up. Between the layers of the traction battery 12 is a serpentine organized fluid circuit 132 provided, wherein the heat transfer fluid 131 a thermodynamic connection to the heat sink 14 of the fluid circuit 132 , by a circulation pump 28 is driven, manufactures. The heat sink 14 consists of a lamellar register 230 that with the fluid circuit 132 is connected via flow and return, with the individual slats of the lamella 230 from the heat transfer fluid 131 be flowed through. In appropriate weather conditions are two fans 25 provided, which is the heat transfer fluid 131 If possible, cool to a temperature of 20 ° C. During charging and in summer, the traction battery 12 by relaxing compressed air from the compressed air tank 22 over a variety of nozzles 24 passing through the lamellar register 230 be blown, cooled. In frost, the heat transfer fluid 131 heated by means of an electrical resistance heater and brings the battery cells 120 over the fluid circuit 132 to operating temperature.

7 shows a heat exchanger 13 , which is a two-phase thermosyphon 133 on all sides of walls 233 is enclosed and as a plate heat exchanger 130 Having an acted upon by a negative pressure and stiffened by ribbed container. The heat sink 14 At the upper end of this container is a ribbed heat transfer tube 231 formed by the flow of relaxed compressed air and the heat exchanger 13 crossed in the direction of travel. The swamp 134 at the lower end of the container decreases at rest of the two-phase thermosyphon 133 a phase change heat transfer fluid 131 on. In the loading mode, like in the 3 and 4 shown, and in the high-performance operation of the electric vehicle 10 will unwanted heat from the battery cells 120 via a thermally conductive contact to the plate heat exchanger 130 transferred, wherein the heat transfer fluid 131 , For example, distilled water, evaporated and by condensation on the finned heat transfer tube 231 Heat discreetly transfers air to the cooling medium. The condensate is from a vapor-permeable flow guide 232 collected and over a variety of drip noses 234 to the walls 233 which wets it from the inside, so that optimum heat transfer by heat conduction from the battery cells 120 on the heat transfer fluid 131 is possible. An electrical resistance heater 135 At the lower end of the container heated as needed, the heat transfer fluid 131 and it evaporates, leaving the battery cells 120 can be heated in frost. At temperatures below 0 ° C, the heat transfer fluid freezes 131 in the case of distilled water in the swamp 134 of the two-phase thermosyphon 133 , A wedge-shaped design of the Umfassungszarge the Plattenwärmeübertragers 130 in the area of the swamp 134 serves to frost damage due to the volume increase in the case of freezing water as a heat transfer fluid 131 to avoid.

8th shows the detail of a traction battery 12 in which the battery cells 120 each left and right with the walls 233 of in 7 shown two-phase thermosyphon 133 are connected over the entire surface and heat-conducting. Between the individual modules of the traction battery 12 are each air channels 235 arranged, through which at low outside temperatures, eg 10 ° C, the wind is passed. At high outside temperatures of more than 20 ° C, compressed air is in the finned heat transfer tube 231 that the heat sink 14 of the two-phase thermosyphon 133 forms, relaxed, wherein the initiation temperature of the compressed air can be just above 0 ° C. In a mixed air system, not shown, the cool air of the air conditioning of the electric vehicle 10 be supplied.

9 shows the structure of the traction battery 12 with the battery cells 120 and the pneumatic connection to the compressed air tank 22 via compressed air lines 210 as well as the connection to the in 7 and 8th shown plate heat exchanger 130 , jet 24 at the entrance to the plate heat exchanger 130 serve to relax the compressed air, for example by outside air is mixed in a mixer, not shown, with the compressed air or by the cross-section of the in 8th shown, finned heat transfer tube 231 opposite the compressed air line 210 extended. Between in the direction of travel of the electric vehicle 10 aligned modules of the traction battery 12 are air channels 235 provided for ventilation by the wind or a fan, not shown here.

LIST OF REFERENCE NUMBERS

Electrochemical energy storage system 1 Pneumatic energy storage system 2 electric vehicle 10 Gas station 20 power source 11 Quick charging station 200 network 110 charge cable 201 battery storage 111 plug 202 IPT system 112 gas pump nozzle 203 transformer 113 Compressed air storage tank 21 PV modules 114 Compressed air line 210 wind turbine 115 check valve 211 traction battery 12 Air receiver 22 battery cells 120 Department 220 Heat exchanger 13 compressor 23 Plate heat exchangers 130 finned coil 230 Heat transfer fluid 131 Rippled heat transfer tube 231 Fluid circuit 132 flow director 232 Two phase thermosyphon 133 wall 233 swamp 134 clapboard 234 resistance heating 135 air duct 235 heat sink 14 jet 24 generator 15 fan 25 traction engine 16 Air Motor 26 transmission 17 valve terminal 27 brake 18 circulating pump 28

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102009040311 A1 [0004]
• DE 102016119122 A1 [0005]
• DE 102015214452 A1 [0006]
• DE 102016004851 A1 [0007]
• DE 102011118873 A1 [0008]

Claims (10)

Temperature control system for an electric vehicle (10) with an electrochemical energy storage system (1), a pneumatic energy storage system (2) and with an electropneumatic control for driving the electric vehicle (10) and for charging at a gas station (20) with at least one rapid charging station (200 ), in which the electrochemical energy storage system (1) from a power source (11) of the gas station (20) and of a traction battery (12) of the electric vehicle (10), in the driving and loading operation by means of a heat exchanger (13) via a heat transfer fluid ( 131) in a fluid circuit (132) with a heat sink (14) is thermally conditioned, and wherein the pneumatic energy storage system (1) from a stationary compressed air storage tank (21) of the gas station (20) and at least one compressed air tank (22) of the electric vehicle ( 10) are each formed with a compressor (23), characterized in that in driving and loading operation of the Elekrofahrzeugs (10) a thermodynamic coupling of the energy storage systems (1,2) is provided, wherein the traction battery (12) via the heat exchanger (13) with the pneumatic energy storage system (1) of the electric vehicle (10) is connected to the traction battery (12) to thermally condition and, in particular, to cool by relaxing the compressed air stored in the compressed air tank (22) at the heat sink (14) of the fluid circuit (132). Temperature control system for an electric vehicle (10) according to Claim 1 in that the heat exchanger (13) has a hydraulic structure with a heat sink (14) for the fluid circuit (132) of the heat transfer fluid (131) which is formed by a lamellae register (230) or by at least one finned heat transfer tube (231), wherein at the heat sink (14) the compressed air by means of a plurality of nozzles (24) is relaxed in a grid arrangement and thereby mixed in an air flow driven by a fan (25) in air channels (235) of the fin register (230) with the outside air. Temperature control system for an electric vehicle (10) according to Claim 1 , characterized in that the hydraulic structure of the heat exchanger (13) comprises a two-phase thermosyphon (133) and is designed, for example, as a plate heat exchanger (130) which is acted upon by a negative pressure and which at its upper end carries a ribbed heat transfer tube (FIG. 231) as a heat sink (14) and at its lower end a sump (134) and as a vacuum-tight container with vertical walls (233) comprises a phase-changing heat transfer fluid (131), eg distilled water, wherein the battery cells (120) of the traction battery ( 12) as a heat source in a large-area and thermally conductive contact with the outside of the walls (233) and in the interior of the Plattenwärmeübertragers (130) a flow guide (232) with drip noses (234) is provided to the inside of the walls (233) with the to wet on the finned heat transfer tube (231) condensed heat transfer fluid (131). Temperature control system for an electric vehicle (10) according to Claim 1 , characterized in that the electro-pneumatic control of the driving operation via a central valve island (27) which controls the fluid circuit (132) of the heat exchanger (13), so that an optimal operating temperature for the battery cells (120) on the amount of heat sink ( 14) of the fluid circuit (132), or that a water-cooled compressor (23) is controlled, the compressed air in a section (220) of the compressed air tank (22) back, with a fluid connection to the fluid circuit (132) of the traction battery ( 12) is opened to heat the battery cells (120) with the process heat of the compressor (23). Temperature control system for an electric vehicle (10) according to Claim 1 , characterized in that the central valve island (27) via sensors a temperature control of the fluid circuit (132) of the traction battery (12) and for example at low outside temperatures to 15 ° C airstream to the heat sink (14) of the heat exchanger (13) is passed, in order to cool the battery cells (120) via the heat carrier fluid (131) or that a circulating pump (28) is controlled at higher outside temperatures above 15 ° C., which accelerates the fluid circuit (132) or if a generator (15) is controlled, the additional one Supplying power to the traction motor (s) (16), or providing a reserve drive as a range extender, or controlling the operation of an air motor (26) permitting, for example, continuous traction to operate independently of the traction battery (12). Temperature control system for an electric vehicle (10) according to Claim 1 , characterized in that the traction motor (16) of the electric vehicle (10) is formed, for example, four wheel hub motors, which act as wheel hub generators in braking mode to generate power for the traction battery (12) or that the traction motor (16) in braking mode with a Water-cooled compressor (23) is connected to heat to transfer to the fluid circuit (132) of the traction battery (12) and to store compressed air in the compressed air tank (22). Temperature control system for an electric vehicle (10) according to Claim 1 characterized in that in the charging operation at the quick charging station (200) the traction battery (12) is recharged either in an IPT system (Inductive Power Transmission) (112) or by means of charging cable (201), plug (202) and socket, electrical energy being stored in the traction battery (12) at the rapid charging station (200) and at the same time the compressed air tank (22) of the electric vehicle (10) being supplied from a compressed air storage tank (21) of the filling station (20) via a compressed air line (210) with a check valve (211) is loaded. Temperature control system for an electric vehicle (10) according to Claim 1 , characterized in that the compressed air storage tank (21) of the filling station (20) by a water-cooled compressor (23) is loaded, the waste heat for heating the common areas of the gas station (20) is used or that the compressed air storage tank (21) is in a garage and the process heat of the compressor (23) is used for heating eg a home. Temperature control system for an electric vehicle (10) according to Claim 1 characterized in that the underground fuel tanks of an existing gas station (20) are converted to compressed air storage tanks (21), wherein a former fuel tank can accommodate a plurality of individual compressed air storage tanks (21) and the power for operating an electric compressor (23) from a solar system PV modules (114) or wind turbines (115) or from the network (110) is obtained. Temperature control system for an electric vehicle (10) according to Claim 1 , characterized in that at the gas station (20) a battery storage (111) with a transformer (113) is provided as a buffer, wherein both the traction battery (12) and the battery storage (111) during the charging of the electric vehicle (10) Relaxation of the compressed air from the compressed air storage tank (21) are cooled and the battery storage (111) is supplied with power either from the network (110) or from PV modules (114) or wind turbines (115).

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