DE102020206727A1 - Thermal management system for a battery of a motor vehicle, and method for thermal management for a battery of a motor vehicle - Google Patents

Abstract

A thermal management system (100) for a battery ( 10) of a motor vehicle, in particular an electric vehicle or a battery-electric vehicle or a hybrid electric vehicle, comprising a first coolant circuit (11), the first coolant circuit (11) having a battery (10), a chiller (12) and a first pump (13) , and a second coolant circuit (14), the second coolant circuit (14) having an auxiliary heater (15), a heating heat exchanger (16) and a second pump (17), and a third coolant circuit (18), the third coolant circuit (18 ) a heat exchanger (20), ins in particular a water-air heat exchanger (20a), and a third pump (21), with a four-way valve (27) also being provided, proposed that the first coolant circuit (11) thermally-fluidically optionally with the second The coolant circuit (14) and / or the third coolant circuit (18) can be coupled by switching the four-way valve (27).

Description

The present invention relates to a thermal management system for a battery of a motor vehicle, in particular an electric vehicle or a battery-electric vehicle or a hybrid electric vehicle, comprising a first coolant circuit, the first coolant circuit having a battery, a chiller and a first pump, and a second coolant circuit, the second coolant circuit has an auxiliary heater, a heating heat exchanger and a second pump, and a third coolant circuit, wherein the third coolant circuit has a heat exchanger, in particular a water-air heat exchanger, and a third pump, and a four-way valve is also provided .

The present invention also relates to a method for thermal management for a battery of a motor vehicle and to a motor vehicle with a thermal management system.

the DE 10 2017 121 188 B3 discloses a vehicle thermal management system comprising an air conditioning system and a power source cooling system, the air conditioning system comprising a compressor, a water-cooled condenser and an evaporator connected in series to form a circuit and a heat exchanger connected in parallel with the evaporator, wherein the power source cooling system comprises a power source, a cooler, a first water pump, a second water pump, the water-cooled condenser and the heat exchanger, wherein the power source cooling system has a high-temperature heat dissipation mode and a low-temperature heat dissipation mode, in which high-temperature heat dissipation mode the power source, the first water pump and the heat exchanger are connected in series to form a circuit, while the cooler, the second water pump and the water-cooled condenser are connected in series to form another circuit e.g. u, wherein in the low-temperature heat dissipation mode, the power source, the radiator, the first water pump, the second water pump, the water-cooled condenser, and the heat exchanger are connected in series to form a cycle, and the power source cooling system is a four-way -Valve includes.

From the DE 10 2017 125 170 A thermal management system for an electric vehicle is known which has a plurality of thermal management circuits, each of which is selectively connected to or separated from thermal management circuits according to their own heating or cooling requirements in order to exchange heat with the other thermal management circuits.

Thermal management for electric vehicles or battery-electric vehicles has become increasingly complex due to the various requirements and the necessary interaction between the coolant circuit and the refrigerant circuit. This complexity leads to both increased development costs and a large number of additional components with additional costs and weight. In particular, known coolant circuits have a large number of switching and connecting elements. The large number of switching and connecting elements makes the control of the known thermal management systems complex and increases manufacturing costs.

The present invention is based on the object of providing a thermal management system for a battery of a motor vehicle, in particular an electric vehicle or a battery-electric vehicle or a hybrid electric vehicle, which has a comparatively low complexity in the design, a low weight and reduced manufacturing costs.

To solve the problem on which the invention is based, a thermal management system for a battery of a motor vehicle, in particular an electric vehicle or a battery-electric vehicle or a hybrid electric vehicle, comprising a first coolant circuit, the first coolant circuit having a battery, a chiller and a first pump, and a second Coolant circuit, the second coolant circuit having an auxiliary heater, a heating heat exchanger and a second pump, and a third coolant circuit, the third coolant circuit having a heat exchanger and a third pump, a four-way valve also being provided, the first The coolant circuit can be coupled thermally-fluidly with either the second coolant circuit and / or the third coolant circuit by switching the four-way valve.

The first coolant circuit and the The second coolant circuit and the third coolant circuit preferably comprise coolant lines for a cooling fluid, in particular for a coolant or a cooling liquid. The first coolant circuit and / or the second coolant circuit and / or the third coolant circuit can optionally include a refrigerant in the coolant lines.

Instead of the term chiller, the terms “coolant-refrigerant heat exchanger” or more generally “refrigeration machine” can be used. The first coolant circuit and the second coolant circuit and the third coolant circuit can contain a coolant or a coolant, for example the coolant can be water or a water-glycol mixture or another suitable coolant. Since thermal energy is transported by means of the coolant, the first coolant circuit and / or the second coolant circuit and / or the third coolant circuit can optionally also be operated in a heating mode.

• - der erste Kühlmittelkreislauf ist weder mit dem zweiten Kühlmittelkreislauf noch mit dem dritten Kühlmittelkreislauf thermisch-fluidisch gekoppelt,
• - der erste Kühlmittelkreislauf ist nur mit dem zweiten Kühlmittelkreislauf thermisch-fluidisch gekoppelt, und
• - der erste Kühlmittelkreislauf ist nur mit dem dritten Kühlmittelkreislauf thermisch-fluidisch gekoppelt.

By means of the four-way valve, the first coolant circuit can optionally be thermally-fluidically coupled to the second coolant circuit and / or to the third coolant circuit by switching the four-way valve. This preferably means that at least the following configurations can be produced by switching the four-way valve:

• - the first coolant circuit is not thermally-fluidically coupled to either the second coolant circuit or the third coolant circuit,
• - The first coolant circuit is only thermally-fluidically coupled to the second coolant circuit, and
• - The first coolant circuit is only thermally-fluidically coupled to the third coolant circuit.

• - der erste Kühlmittelkreislauf ist gleichzeitig mit dem zweiten Kühlmittelkreislauf und mit dem dritten Kühlmittelkreislauf thermisch-fluidisch gekoppelt.

Particularly preferably, the following configuration can optionally also be obtained:

• - The first coolant circuit is simultaneously thermally-fluidically coupled to the second coolant circuit and to the third coolant circuit.

A thermal-fluidic coupling of the first coolant circuit with the second and / or the third coolant circuit is understood to mean a coupling of the coolant circuits in which thermal energy is transferred between the coolant circuits by a fluid, in particular a coolant or a coolant, from a coolant circuit is transferred to the other coolant circuit.

According to the invention it is now provided that the coupling of the first coolant circuit with or the separation of the first coolant circuit from the second and / or the third coolant circuit takes place by switching the four-way valve.

By switching the four-way valve and the coupling or separation of the coolant circuits achieved with it, various operating conditions of the thermal management system can be set.

It is particularly advantageous that the four-way valve forms the central switching element between the first coolant circuit and the second coolant circuit and / or the third coolant circuit. It is therefore preferably provided that no further switching elements or valves are provided for the thermal-fluidic coupling and / or thermal-fluidic separation of the first coolant circuit from or with the second coolant circuit and / or the third coolant circuit.

The thermal-fluidic coupling of the first coolant circuit with the second coolant circuit and / or the third coolant circuit is preferably carried out exclusively by switching the four-way valve.

The heat exchanger is preferably a water-air heat exchanger.

With a further advantage, the thermal management system can comprise a control unit, the control unit being designed to switch the four-way valve in order to set the various operating modes of the thermal management system in such a way that the first coolant circuit is thermally-fluidically optionally with the second coolant circuit and / or the third Coolant circuit is coupled and / or that the first coolant circuit is thermally-fluidically separated optionally from the second coolant circuit and / or the third coolant circuit thermally-fluidically.

The first coolant circuit can be a cooling or heating circuit for the battery, the second coolant circuit can be a heating circuit or an air conditioning circuit for a passenger compartment of a motor vehicle, and the third coolant circuit can be a cooling circuit for a Act electric motor for driving a motor vehicle. The third coolant circuit can in particular be designed as a low-temperature circuit.

The third coolant circuit preferably comprises an electric motor, in particular for driving a motor vehicle. Furthermore, the third coolant circuit can comprise power electronics.

It is preferably provided that the four-way valve can be switched in a first cooling mode for the battery in such a way that the first coolant circuit is thermally and fluidically separated from the second coolant circuit and from the third coolant circuit. In particular, therefore, neither follows Exchange of thermal energy nor an exchange of a cooling fluid, for example a coolant or a cooling liquid, between the first coolant circuit and the second coolant circuit and the third coolant circuit.

In the first cooling mode, it is thus preferably provided that the four-way valve completely blocks the first coolant circuit from the second coolant circuit and the third coolant circuit, so that no cooling fluid, in particular no coolant and no coolant, between the first coolant circuit and the second coolant circuit, respectively the third coolant circuit is replaced. The coolant for cooling the battery is pumped in the first coolant circuit through the chiller and the battery by means of the first pump. The entire cooling capacity for the battery is provided by the chiller.

It can further preferably be provided that the four-way valve can be switched in a second cooling mode for the battery in such a way that the first coolant circuit is thermally-fluidically separated from the second coolant circuit and is thermally-fluidically coupled to the third coolant circuit.

In other words, no exchange of a cooling fluid, for example a cooling liquid or a coolant, takes place in the second cooling mode between the first coolant circuit and the second coolant circuit. Furthermore, there is also no exchange of thermal energy between these two coolant circuits.

However, in the second cooling mode, an exchange of a cooling fluid, for example a coolant or a cooling liquid, takes place between the first coolant circuit and the third coolant circuit. By exchanging the cooling fluid, thermal energy is also exchanged between the first coolant circuit and the third coolant circuit.

In the second cooling mode, the thermal energy released by the battery is at least partially, preferably completely, dissipated to the outside environment via the third coolant circuit and the heat exchanger, in particular the water-air heat exchanger, arranged in the third coolant circuit.

The second cooling mode is particularly advantageous when the outside environment has a low temperature, so that active cooling of the battery in the first coolant circuit by the chiller is not necessary. The chiller is therefore preferably not operated in the second cooling mode or does not provide any cooling capacity.

With a further advantage it can be provided that the four-way valve can be switched in a heating mode for the battery in such a way that the first coolant circuit is thermally-fluidically coupled to the second coolant circuit and is thermally-fluidically separated from the third coolant circuit.

In the heating mode, thermal energy can thus be conducted from the auxiliary heater of the second coolant circuit to the battery in the first coolant circuit via the thermal-fluidic coupling of the second coolant circuit with the first coolant circuit.

An electric motor and / or power electronics for driving the motor vehicle can be cooled at the same time, preferably passively, via the water-air heat exchanger in the third coolant circuit.

It can preferably be provided that in the first cooling mode, in the second cooling mode and / or in the heating mode, heating, more preferably air conditioning, of a passenger compartment of the motor vehicle takes place simultaneously by means of the heating heat exchanger in the second coolant circuit. The heating or air conditioning of the passenger compartment is regulated on the air side via the air distribution in the heat exchanger.

Preferably, especially in the heating mode, it can be provided that the first pump sets a volume flow of a coolant through the battery, and that the four-way valve divides the volume flow between the first coolant circuit and the second coolant circuit.

In other words, preferably in heating mode, a cooling fluid heated by the auxiliary heater in the second coolant circuit is fed into the first coolant circuit, wherein the thermal energy supplied by the cooling fluid to the first coolant circuit can be used to heat the battery. A defined volume flow for the coolant through the battery is set via the first pump in the first coolant circuit. The four-way valve can then be used to set a volume flow division between the first coolant circuit and the second coolant circuit. Since the chiller is located in the first coolant circuit and the auxiliary heater in the second coolant circuit, the temperature of the cooling fluid through the battery can be set by dividing the volume flow.

Through the interaction of the setting of the performance of the first pump and the setting of the four-way valve, a temperature spread across the battery, that is to say a temperature difference between the input and the output of the battery, and an average temperature for the battery can also preferably be set at the same time.

It can further preferably be provided that the four-way valve has a first inlet, a first outlet, a second inlet and a second outlet, the first inlet and the first outlet of the four-way valve being connected to the first coolant circuit , and wherein the second inlet is connected to the third coolant circuit, preferably with a feed line for conveying a coolant from the third coolant circuit into the first coolant circuit, and wherein the second outlet is connected to the second coolant circuit, preferably with a return line for conveying a coolant from first coolant circuit is connected to the second coolant circuit.

The four-way valve is thus located at a central point in the thermal management system and connects the first coolant circuit, the second coolant circuit and the third coolant circuit to one another via the two inlets and the two outlets.

It can also preferably be provided that the first coolant circuit and the second coolant circuit are connected to one another by a feed line for conveying a coolant from the second coolant circuit into the first coolant circuit.

Furthermore, it can be provided that the first coolant circuit and the third coolant circuit are connected to one another by a return line for conducting a coolant from the first coolant circuit into the third coolant circuit.

Due to the preferred arrangement of one feed line and one return line between the first coolant circuit and the second coolant circuit and one feed line and one return line between the first coolant circuit and the third coolant circuit, a cooling fluid in the thermal management system, for example a coolant or a coolant, can pass through Adjustment of the circuit of the four-way valve and by adapting the outputs of the first, the second and / or the third pump can be divided.

It is preferably provided that the four-way valve is arranged in the flow of the chiller upstream of the battery in the direction of flow.

The flow of the chiller is understood to mean that coolant line which is arranged on the outlet side of the chiller. The return of the chiller is that coolant line which is arranged on the inlet side of the chiller. When the chiller is in operation, the coolant temperature in the flow is usually lower than in the return. The battery is located between the flow and return of the chiller, i.e. the battery represents the transition from the flow to the return of the chiller

The flow of the auxiliary heater is understood to mean that coolant line which is arranged on the outlet side of the auxiliary heater. The return of the auxiliary heater is that coolant line which is arranged on the inlet side of the auxiliary heater. When the heater is in operation, the coolant temperature in the flow is usually higher than in the return. The heating heat exchanger is located between the flow and return of the auxiliary heater, i.e. the heating heat exchanger represents the transition from the flow to the return of the auxiliary heater.

It can more preferably be provided that the supply line for conducting a coolant from the second coolant circuit into the first coolant circuit is arranged in the flow direction of the chiller between the four-way valve and the battery, and / or that the first pump is arranged in the flow of the chiller is arranged in the flow direction between the four-way valve and the battery, and preferably after the feed line for conducting a coolant from the second coolant circuit into the first coolant circuit.

Since the feed lines and return lines between the first coolant circuit and the second coolant circuit or between the first coolant circuit and the third coolant circuit connect the respective coolant circuits thermally and fluidically with one another, an arrangement, for example, of the feed line for conveying a coolant from the second coolant circuit into the first coolant circuit is in the first To understand the coolant circuit in such a way that the line connection of the feed line for conducting a coolant from the second coolant circuit into the first coolant circuit is arranged in the first coolant circuit. The arrangement of the further supply lines and return lines in the first, second and third coolant circuit is also to be understood accordingly.

It is preferably provided that the feed line for conducting a coolant from the second coolant circuit into the first coolant circuit is arranged in the flow of the auxiliary heater in the flow direction upstream of the heating heat exchanger.

Furthermore, it can be provided that the return line for conducting a coolant from the first coolant circuit into the third coolant circuit is arranged in the return line of the chiller.

Furthermore, it can advantageously be provided that the return line for conducting a coolant from the first coolant circuit into the second coolant circuit is arranged in the return line of the auxiliary heater after the heating heat exchanger.

Furthermore, there is the possibility that the second pump is arranged in the return of the auxiliary heater, preferably in the flow direction after the return line for conducting a coolant from the first coolant circuit into the second coolant circuit.

It is also preferably provided that a check valve is arranged in the feed line for conducting a coolant from the second coolant circuit into the first coolant circuit.

It can also preferably be provided that a flow direction of the check valve runs from the second coolant circuit to the first coolant circuit, and that the return valve can be opened or closed by setting the power of the first pump and / or the power of the second pump, preferably by the control unit.

With a further advantage it can be provided that the auxiliary heater is a high-voltage heater, in particular a high-voltage PTC heater.

Furthermore, it can be provided that the second coolant circuit is a heating circuit for heating, preferably an air conditioning circuit for air conditioning, of a passenger compartment of a motor vehicle.

Another solution to the problem on which the invention is based is to provide a method for thermal management for a battery of a motor vehicle, which can be carried out with a thermal management system described above, with the four-way valve taking the first coolant circuit from the second coolant circuit in a first cooling mode for the battery and thermally-fluidically separates it from the third coolant circuit.

All of the configurations, features and modes of operation described for the thermal management system described above can also be transferred to the method in a corresponding manner.

Thus, it can preferably be provided that, in a second cooling mode for the battery, the four-way valve thermally-fluidically separates the first coolant circuit from the second coolant circuit and thermally-fluidically couples it to the third coolant circuit.

Furthermore, it can be provided that in a heating mode the four-way valve thermally-fluidically couples the first coolant circuit to the second coolant circuit and separates it thermally-fluidically from the third coolant circuit, the first pump preferably setting a volume flow of a coolant through the battery, and wherein the four-way valve divides the volume flow between the first coolant circuit and the second coolant circuit.

Yet another solution to the problem on which the invention is based is to provide a motor vehicle, in particular an electric vehicle or a battery-electric vehicle or a hybrid electric motor vehicle, with a thermal management system as described above.

The invention is explained in more detail below with reference to the accompanying figures.

• 1 ein Thermomanagementsystem in einem ersten Kühlmodus,
• 2 ein Thermomanagementsystem in einem zweiten Kühlmodus, und
• 3 ein Thermomanagementsystem in einem Heizmodus.

Show it:

• 1 a thermal management system in a first cooling mode,
• 2 a thermal management system in a second cooling mode, and
• 3 a thermal management system in a heating mode.

1 shows a thermal management system 100 for one battery 10 of a motor vehicle not shown in detail. The motor vehicle is preferably an electric vehicle, battery electric vehicle or hybrid electric vehicle. The thermal management system 100 comprises a first coolant circuit 11th , wherein the first coolant circuit 11th a battery 10 , a chiller 12th and a first pump 13th having. The thermal management system 100 further comprises a second coolant circuit 14th , the second coolant circuit 14th an auxiliary heater 15th , a heating heat exchanger 16 and a second pump 17th having. There is also a third coolant circuit 18th from the thermal management system 100 comprises, wherein the third coolant circuit 18th an electric motor 19th a heat exchanger 20th and a third pump 21 having. The heat exchanger 20th in the third coolant circuit 18th is particularly useful as a water-to-air heat exchanger 20a designed and can also be referred to as a low-temperature cooler. In the third coolant circuit 18th can also use power electronics 22nd , any waste heat sources 23 and a charger 24 be provided. The third coolant circuit 18th also includes a bypass 25th to the heat exchanger 20th . A proportional valve 26th regulates the volume distribution a coolant between the heat exchanger 20th and the bypass 25th .

The first coolant circuit 11th is optionally available with the second coolant circuit 14th and / or the third coolant circuit 18th by switching a four-way valve 27 connectable. A control unit 28 of the thermal management system 100 controls the performance of the first pump 13th , the second pump 17th and / or the third pump 21 as well as the switching position of the four-way valve 27 . Immediately in front of and behind the battery 10 in the first coolant circuit 11th as well as in front of and behind the auxiliary heater 15th in the second coolant circuit 14th are temperature sensors 29 arranged. Behind the heating heat exchanger 16 in the second coolant circuit 14th and before power electronics 22nd in the third coolant circuit 18th can also use temperature sensors 29 be provided.

The four-way valve 27 has a first inlet 30th , a first outlet 31 , a second inlet 32 and a second outlet 33 on. The first entry 30th and the first outlet 31 of the four-way valve 27 are with the first coolant circuit 11th tied together. The second inlet 32 is with the third coolant circuit 18th via a feed line 34 for conducting a coolant from the third coolant circuit 18th in the first coolant circuit 11th tied together. The second outlet 33 is with the second coolant circuit 14th via a return line 35 for conducting a coolant from the first coolant circuit 11th into the second coolant circuit 14th tied together. The first coolant circuit 11th and the second coolant circuit 14th are also via a feed line 36 for conducting a coolant from the second coolant circuit 14th in the first coolant circuit 11th connected, and the first coolant circuit 11th and the third coolant circuit 18th are through a return line 37 for conducting a coolant from the first coolant circuit 11th into the third coolant circuit 18th connected with each other.

Again 1 can be seen, is the four-way valve 27 in advance 38 of the chiller 12th in the direction of flow in front of the battery 10 arranged. The supply line 36 for conducting a coolant from the second coolant circuit 14th in the first coolant circuit 11th is also in advance 38 of the chiller 12th in the direction of flow between the four-way valve 27 and the battery 10 arranged. The first pump 13th is located in the first coolant circuit 11th also in advance 38 of the chiller 12th in front of the battery 10 , but in the direction of flow after the supply line 36 for conducting a coolant from the second coolant circuit 14th in the first coolant circuit 11th . The return line 37 for conducting a coolant from the first coolant circuit 11th into the third coolant circuit 18th is in the return 39 of the chiller 12th . Furthermore, the supply line 36 for conducting a coolant from the second coolant circuit 14th in the first coolant circuit 11th in advance 40 of the heater 15th in the direction of flow upstream of the heating heat exchanger 16 arranged, and the return line 35 for conducting a coolant from the first coolant circuit 11th into the second coolant circuit 14th is on the return 41 of the heater 15th after the heat exchanger 16 arranged. The second pump 17th is on the return 41 of the heater 15th in the direction of flow after the return line 35 for conducting a coolant from the first coolant circuit 11th into the second coolant circuit 14th arranged. The auxiliary heater is preferably designed as a high-voltage PTC heater. Via the heating heat exchanger 16 a not shown passenger compartment of the motor vehicle can be heated.

The thermal management system 100 can by switching the four-way valve 27 can be operated in different operating modes. For example, in a first cooling mode for the battery 10 the four-way valve 27 as in 1 shown are switched such that the first coolant circuit 11th from the second coolant circuit 14th and from the third coolant circuit 18th is thermally and fluidically separated. This means in particular that the four-way valve 27 a fluidic connection between the first inlet 30th and the first outlet 31 opens, and that the second inlet 32 and the second outlet 33 of the four-way valve are closed. The first cooling circuit 11th is then like in 1 shown with the larger line thickness, a closed circuit.

By setting the output of the first pump 13th can control the cooling capacity and the temperature spread across the battery 10 can be set. Because the first coolant circuit 11th from the second coolant circuit 14th and the third coolant circuit 18th is thermally and fluidically separated in the first cooling mode, can by operating the second pump 17th and the third pump 21 separate coolant flows for heating the passenger compartment of the motor vehicle via the heating heat exchanger 16 in the second coolant circuit 14th or for cooling the electric motor 19th in the third coolant circuit 18th are driven.

In one in the 2 shown second cooling mode for the battery 10 becomes the four-way valve 27 switched such that the first coolant circuit 11th from the second coolant circuit 14th Is thermally-fluidically separated and with the third coolant circuit 18th is thermally-fluidically coupled. The second entrance is for this 32 and the first outlet 31 of the four-way valve 27 fluidly open, while the first inlet 30th and second outlet 33 of the four-way valve 27 are closed. Since no coolant from the first coolant circuit 11th into the second coolant circuit 14th via the return line 35 can flow, no coolant will flow either the second coolant circuit 14th via the supply line 36 in the first coolant circuit 11th so that the first coolant circuit 11th and the second coolant circuit 14th are thermally and fluidically separated.

In the 2 is the path of the coolant through the coupled first and third cooling circuits due to the greater line thickness 11th , 18th shown. That from the battery 10 heated coolant thus flows through the return line 37 from the first coolant circuit 11th into the third coolant circuit 18th and gives off the heat via heat exchangers 20th to the outside environment. About the supply line 34 from the third coolant circuit 18th in the first coolant circuit 11th the coolant gets through the second inlet 32 and the first outlet 31 of the four-way valve 27 back to the first coolant circuit 11th guided. In the in 2 the cooling mode shown is the chiller 12th not operated. Basically, however, you can open the first inlet 30th of the four-way valve 27 the chiller 12th for cooling support of the heat exchanger 20th operate. Furthermore, the second coolant circuit can run in parallel 14th be operated to heat the passenger compartment of the motor vehicle.

In the in 3 shown heating mode for the battery 10 becomes the four-way valve 27 through the control unit 28 switched such that the first coolant circuit 11th with the second coolant circuit 14th is thermally-fluidically coupled and from the third coolant circuit 18th is thermally and fluidically separated. This means that the four-way valve is switched so that the second inlet 32 of the four-way valve 27 for the supply line 34 from the third coolant circuit 18th in the first coolant circuit 11th is closed, so that no coolant exchange between the first coolant circuit 11th and the third coolant circuit 18th takes place. The first entry 30th , the first outlet 31 and the second outlet 33 of the four-way valve 27 are opened. In the heating mode, the power of the first pump is controlled by 13th in the first coolant circuit 11th a desired volume flow of a coolant over the battery 10 set. By that from the control unit 28 controlled four-way valve 27 becomes a volume flow distribution for the coolant between the first coolant circuit 11th and the second coolant circuit 14th performed. As a result, the amount of the second coolant circuit 14th in the first coolant circuit 11th through the supply line 36 pouring, from the auxiliary heater 15th heated coolant regulated, and by mixing with that from the chiller 12th The temperature of the coolant coming through the battery 10 flowing coolant set. Furthermore, the passenger compartment of the motor vehicle can be connected in parallel via the heating heat exchanger 16 be heated.

List of reference symbols

100

Thermal management system

10

battery

11

First coolant circuit

12th

Chiller

13th

First pump

14th

Second coolant circuit

15th

Auxiliary heater

16

Heating heat exchanger

17th

Second pump

18th

Third coolant circuit

19th

Electric motor

20th

Heat exchanger

20a

Water-to-air heat exchanger

21

Third pump

22nd

Power electronics

23

Waste heat source

24

charger

25th

bypass

26th

Proportional valve

27

Four-way valve

28

Control unit

29

Temperature sensor

30th

First entry

31

First outlet

32

Second entry

33

Second outlet

34

Feed line for conducting a coolant from the third coolant circuit into the first coolant circuit

35

Return line for conducting a coolant from the first coolant circuit into the second coolant circuit

36

Feed line for conducting a coolant from the second coolant circuit into the first coolant circuit

37

Return line for conducting a coolant from the first coolant circuit into the third coolant circuit

38

leader

39

Rewind

40

leader

41

Rewind

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was 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.

Patent literature cited

• DE 102017121188 B3 [0003]
• DE 102017125170 [0004]

Claims (12)

Thermal management system (100) for a battery (10) of a motor vehicle, in particular an electric vehicle or a battery-electric vehicle or a hybrid electric vehicle, comprising a first coolant circuit (11), the first coolant circuit (11) being a battery (10), a chiller (12) and a first pump (13) and a second coolant circuit (14), the second coolant circuit (14) having an auxiliary heater (15), a heating heat exchanger (16) and a second pump (17), and a third coolant circuit (18) ), the third coolant circuit (18) having a heat exchanger (20) and a third pump (21), a four-way valve (27) also being provided, characterized in that the first coolant circuit (11) is thermo-fluidic can optionally be coupled to the second coolant circuit (14) and / or the third coolant circuit (18) by switching the four-way valve (27). Thermal management system (100) Claim 1 , characterized in that the four-way valve (27) can be switched in a first cooling mode for the battery (10) in such a way that the first coolant circuit (11) is separated from the second coolant circuit (14) and from the third coolant circuit (18) is thermally and fluidically separated. Thermal management system (100) according to Claim 1 or 2 , characterized in that the four-way valve (27) can be switched in a second cooling mode for the battery (10) in such a way that the first coolant circuit (11) is thermally-fluidically separated from the second coolant circuit (14) and with the third coolant circuit (18) is thermally-fluidically coupled. Thermal management system (100) according to one of the preceding claims, characterized in that the four-way valve (27) can be switched in a heating mode for the battery (10) in such a way that the first coolant circuit (11) and the second coolant circuit (14) is thermally-fluidically coupled and is thermally-fluidically separated from the third coolant circuit (18). Thermal management system (100) according to one of the preceding claims, characterized in that, in particular in heating mode, the first pump (13) sets a volume flow of a coolant through the battery (10) and that the four-way valve (27) between the volume flow divides the first coolant circuit (11) and the second coolant circuit (14). Thermal management system (100) according to one of the preceding claims, characterized in that the four-way valve (27) has a first inlet (30), a first outlet (31), a second inlet (32) and a second outlet (33) comprises, wherein the first inlet (30) and the first outlet (31) of the four-way valve (27) are connected to the first coolant circuit (11), and wherein the second inlet (32) to the third coolant circuit (18) , preferably with a supply line (34) for conducting a coolant from the third coolant circuit (18) into the first coolant circuit (11), and wherein the second outlet (33) is connected to the second coolant circuit (14), preferably with a return line ( 35) for conducting a coolant from the first coolant circuit (11) into the second coolant circuit (14). Thermal management system (100) according to one of the preceding claims, characterized in that the first coolant circuit (11) and the second coolant circuit (14) through a feed line (36) for conveying a coolant from the second coolant circuit (14) into the first coolant circuit (11) are connected to one another, and / or that the first coolant circuit (11) and the third coolant circuit (18) are connected to one another by a return line (37) for conducting a coolant from the first coolant circuit (11) into the third coolant circuit (18). Thermal management system (100) according to one of the preceding claims, characterized in that the four-way valve (27) is arranged in the flow (38) of the chiller (12) upstream of the battery (10) in the direction of flow. Thermal management system (100) according to one of the preceding claims, characterized in that a check valve is arranged in the supply line (36) for conveying a coolant from the second coolant circuit (14) into the first coolant circuit (11). Thermal management system (100) according to one of the preceding claims, characterized in that the auxiliary heater (15) is a high-voltage heater, in particular a high-voltage PTC heater. A method for thermal management for a battery (10) of a motor vehicle, which can be carried out with a thermal management system (100) according to one of the preceding claims, wherein in a first cooling mode for the battery (10) the four-way valve (27) controls the first coolant circuit ( 11) thermally and fluidically separates from the second coolant circuit (14) and from the third coolant circuit (18). Motor vehicle, in particular electric vehicle or battery-electric vehicle, or Hybrid electric motor vehicle with a thermal management system (100) according to one of the Claims 1 until 10 .

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