DE102021209692A1 - B[atterie]T[hermo]M[anagement]S[ystem] and method for controlling the temperature of a battery designed as a power source for an electric motor of a motor vehicle - Google Patents

Abstract

To have a B[attery]T[hermo]M[anagement]S[ystem] (100):
- a battery (12) designed as a power source for an electric motor (210) of the motor vehicle,
- a closed primary circuit (10) coupled directly to the battery (12) and carrying heat-conducting fluid for temperature control of the battery (12),
- a closed secondary circuit (20) indirectly coupled to the battery (12) and carrying thermally conductive fluid for temperature control of the battery (12), which is thermally conductively coupled to the primary circuit (10) via a primary circuit-secondary circuit heat exchanger (18), and
- a control device which is designed to connect the primary circuit (10) and the secondary circuit (20) as required either for cooling or for heating the battery (12),
further developed in such a way that the fluid carried in the primary circuit (10) can be additionally heated or cooled as required, for example during a cold start in winter or when quickly charging the battery, it is proposed that the secondary circuit (20) have at least one membrane tank circuit (30) which
- a membrane tank secondary circuit heat exchanger (28) coupled to the primary circuit secondary circuit heat exchanger (18) and
- has a membrane tank (31) designed to store a thermally conductive fluid,
the interior of the membrane tank (31) being divided into a first tank space (34) and a further tank space (36) by means of a membrane (40), with a movement of the membrane (40) creating a gradient between the first tank space (34) and the pressure prevailing in the further tank space (36) can be generated, and wherein the energy potential that can be built up by means of the pressure drop can be fed to the membrane tank secondary circuit heat exchanger (28) by means of the control device as required.

Description

The present invention relates to a battery thermal management system according to the preamble of claim 1.

The present invention also relates to a method designed according to the preamble of claim 7 .

In electric vehicles, the T[hermo]M[anagement]S[ystem] of a battery is very important. During fast charging, the temperature of the battery increases much more than during normal charging, since the power loss increases with the square of the current. A doubling of the charging power leads to a quadrupling of the generated heat with the same voltage level. This heat, which also occurs during discharging as a result of losses, has to be dissipated by cooling the battery, which is a laborious process, especially at high outside temperatures, since otherwise there is a risk of fire from thermal runaway.

On the other hand, the battery must be tempered, especially at very low temperatures in winter, since the high internal resistance at low temperatures severely limits the maximum power output and the risk of lithium plating is greatly increased. With lithium plating, metallic lithium is formed when charging a lithium-ion battery, which deposits and thus reduces the service life of the battery or can even cause a short circuit or fire. Furthermore, in winter the interior is very cold before driving and, in e-cars, has to be warmed up using energy from the battery. Since the interior is cold at the beginning of a journey, the thermocouples need a lot of electricity to bring the interior to a comfortable temperature for the occupants, but also to defrost windows, for example. After that, the power consumption drops. This represents an additional load on the battery, especially at the beginning of a journey, when it is still cold and the maximum power that can be drawn is limited.

A lot of electrical energy is required for active temperature control, i.e. the range of the battery decreases massively due to this power consumption. In addition, there is always a high additional power requirement for vehicle air conditioning. Many additional power consumers burden the battery's state of charge and thus reduce the range of the battery and cold driving performance.

In most cases, the battery is charged overnight or during the day in a parking lot, at work, or in a mall. This means that the battery does not have to be charged quickly because there is a lot of time available for the charging process. This means that with regard to the entire service life of a vehicle, there is a greatly increased need for heat dissipation in exceptional cases, such as on a long motorway journey with quick charging in the shortest possible breaks. Accordingly, the T[hermo]M[anagement]S[ystem] of the vehicle must either be greatly oversized with regard to normal use, or the charging power and other performance data must be restricted in the case of fast charging, or an even more effective TMS must be used for such cases be used.

Various passive and active cooling systems are used for thermal management in electrically powered cars. For example, a thermal control system is known from publication IN202041004809, in which coolant-carrying tubes are integrated into a battery housing. A tank having a coolant and having a tank wall made of a nanoporous membrane is arranged in a heatable tank made of heat-resistant material. The inner tank coolant is cooled by evaporating water through the inner tank's nanoporous membrane into the outer tank.

Furthermore, the reference discloses CN 209001072U a battery thermal management system in which liquid is heated or cooled by a heating-cooling device and is pumped by a pump in a circuit from a liquid storage tank to a heat exchanger and back to the liquid storage tank.

Furthermore, with TMS it is known to reduce the current during charging and discharging by increasing the voltage level, e.g. B. to provide 800 volt systems instead of 400 volt systems. However, increasing the voltage level represents an additional technical effort and severely limits the packaging options for small battery systems, i.e. the construction of different battery systems with the same battery cells.

From the pamphlet US 2003 0047366 A1 It is known to regulate the temperature of a car battery using pressurized fluid. A control system monitors and controls the influencing factors and the conditions of the car battery. Two fluid containing chambers are in direct heat exchange with a housing of the battery. The control system controls the temperature of the battery case by selectively directing the fluid of the chambers. In this case, one of the fluid chambers is subjected to a negative pressure and the other chamber not pressurized. The pamphlet US 2003 0047366 A1 teaches, for example, in cold weather, using the pressurized fluid to warm the battery.

However, the T[hermo]M[anagement]S[ystemes] in battery vehicles are still not powerful enough for fast charging. Both very high and very low temperature conditions will reduce battery life and failure to provide adequate cooling would create a risk of fire from thermal runaway. In order to safely avoid this, the charging capacity is restricted, for example. The performance of the car’s cooling system, such as a refrigeration machine, is limited, especially when fast charging at high outside temperatures, since the heat output is reduced both by the high outside temperatures and by the lack of flow through the radiator and the lack of air exchange.

It is therefore known from the prior art that the cooling of the battery can be made more effective overall by using active cooling systems. Here, however, the interior temperature control is neglected, or in the case of a significantly stronger design of the air conditioning compressor and the corresponding units, higher costs arise. However, the stronger design is only necessary for a short period of time in relation to the entire service life and is therefore not efficient.

Proceeding from the disadvantages and shortcomings set out above and taking into account the outlined state of the art, the present invention is based on the object of providing a B[attery]T[hermo]M[anagement]S[ystem] of the type mentioned at the outset and a method of the type mentioned at the outset of the type mentioned in such a way that the fluid in the primary circuit can be additionally heated or cooled as required, for example during a cold start in winter or during rapid charging of the battery.

This object is achieved by a B[attery]T[hermo]M[anagement]S[ystem] having the features specified in claim 1 and by a method having the features specified in claim 7. Advantageous refinements and expedient developments of the present invention are characterized in the respective dependent claims.

The invention is therefore based on providing an additional active fluid cooling and heating system, in particular a gas cooling and heating system, that can be switched on by means of the membrane tank. The membrane tank circuit can be connected to the secondary circuit as required. In particular, the principle of the present invention is based on building up an energy potential by generating a pressure gradient in the membrane tank, which energy potential can be connected to the secondary circuit via the membrane tank circuit as required.

The membrane tank is used to store heat-conducting fluid, in particular gas, such as air and/or carbon dioxide. The interior of the membrane tank is divided by a membrane. The membrane can be moved along a longitudinal axis or a transverse axis of the tank, as a result of which a pressure gradient can be generated between the divided tank spaces. In particular, the membrane can be moved back and forth between two opposing tank space walls of the membrane tank by means of a drive device. The pressure gradient generated in the membrane tank provides an energy potential in the form of compressed fluid, in particular compressed gas, which can be fed to the secondary circuit, in particular the membrane tank secondary circuit heat exchanger, via the membrane tank circuit and can therefore be used indirectly for cooling or heating the battery is.

The subdivided tank spaces are advantageously connected to one another by at least one fluid line, so that an exchange of their contents is possible. With the help of the movable membrane and a drive device designed to drive the movement of the membrane, an overpressure can be generated in one of the tank spaces, for example in the first tank space, whereupon the gas expands into the other tank space, for example into the further tank space, or vice versa.

In order to build up a pressure gradient between the two tank spaces, the membrane can be moved in the direction of one of the tank spaces in a first step, with an overpressure being generated in this tank space, and with the overpressure causing fluid to flow out of the higher pressure via the fluid line acted upon tank space expands to the acted upon with lower pressure tank space. In this way, the pressurized tank space can be completely emptied and the other tank space can be completely filled. In a second step, at least one valve of the fluid line can be closed and the membrane can be moved in the opposite direction, an overpressure being generated in the tank space in the direction in which the membrane is moved, and the overpressure causing the Tank space arranged fluid is compressed.

In order to be able to dissipate heat generated by the compression of the fluid during the movement of the membrane, the membrane tank advantageously has a housing made of heat-conducting material. In this way, compressed fluid can be provided at a low temperature, which can be used to cool the battery.

Advantageously, the control device can regulate the speed of the movement of the membrane as required. Thus, to provide fluid for cooling the battery, the membrane can be moved more slowly than to provide fluid for heating the battery. Independent of this or in addition to this, the control device can advantageously regulate the dwell time or the storage time of the fluid in the membrane tank. In this way, the energy potential of the compressed fluid can be fed to the membrane tank secondary circuit heat exchanger as required, in particular when a defined temperature or a defined operating state, such as the state of charge, of the battery is reached. The control unit is therefore designed to apply the fluid stored in the membrane tank to the membrane tank secondary circuit heat exchanger when a defined temperature value or a defined operating state of the battery is reached.

For additional cooling of the fluid of the secondary circuit, the membrane tank circuit can have a turbocharger arranged upstream of the membrane tank secondary circuit heat exchanger in the direction of flow of the fluid. The fluid stored in the membrane tank can be fed to the turbocharger, with the pressure of the fluid reducing as it passes through the turbocharger and the fluid cooling down considerably. In a particularly advantageous embodiment of the present invention, the fluid exiting the turbocharger can be fed to the membrane tank secondary circuit heat exchanger to cool the battery and, after passing through the membrane tank secondary circuit heat exchanger, be guided back through the turbocharger to the membrane tank. Returning via the turbocharger has the advantage that the fluid pressure in the turbocharger is increased again, as a result of which the pressure increase in the membrane tank through the membrane or the drive element of the membrane becomes more efficient and requires less energy.

Advantageously, the B[atterie]T[hermo]M[anagement]S[ystem] can be used both for temperature control of the vehicle interior and for heat management of the battery and optionally for heat management of other technical drive components, such as the power electronics or the electric motor.

The present invention has the particular advantage over the prior art that the provision of the energy potential, in particular the compression of the fluid in the membrane tank, can be time-decoupled from the heat or cold requirement for temperature control of the battery. For example, the energy required for compressing the fluid can be taken from the power grid during a normal charging process, or energy can also be taken from the battery in a non-critical operating state. The potential available in the form of the built-up pressure difference for the provision of cold or heat can then be used as desired at a later point in time. In addition to conventional cooling, particularly in the preferred embodiment for cooling at high outside temperatures, the use of the invention makes it possible to provide additional cooling capacity and also to cool down the primary circuit, which is directly connected to the battery, to a lower temperature level. The additional cooling can be made possible, for example, by the very low temperature level of the fluid, in particular gas, expanded in the turbocharger.

The BTMS of the present invention can be applied to all electrically powered vehicles. Thermal management aims to operate the battery in the most ideal temperature range possible in all situations. This results in advantages in terms of power output, fast DC charging and service life.

As already discussed above, there are various possibilities for embodying and developing the teaching of the present invention in an advantageous manner. For this purpose, on the one hand, reference is made to the claims subordinate to claim 1 and to claim 7; 1 until 8th illustrated embodiment explained in more detail.

• 1 in schematischer Darstellung ein erstes Ausführungsbeispiel für ein B[atterie]T[hermo]M[anagement]S[ystem] gemäß der vorliegenden Erfindung, das nach dem Verfahren gemäß der vorliegenden Erfindung arbeitet;
• 2 in schematischer Darstellung ein Teilsystem des BTMS aus 1, nämlich ein passives Flüssigkeitskühlsystem des Sekundärkreislaufes;
• 3 in schematischer Darstellung ein Teilsystem des BTMS aus 1, nämlich ein sowohl aktives als auch passives Flüssigkeitskühl- und Heizsystem;
• 4 in schematischer Darstellung ein Teilsystem des BTMS aus 1, nämlich die Fluidleitung zum Austausch des Inhalts der Tankräume des Membrantanks;
• 5 in schematischer Darstellung ein Teilsystem des BTMS aus 1, nämlich den Membrantankkreislauf zur Kühlung der Batterie beginnend vom ersten Tankraum;
• 6 in schematischer Darstellung ein Teilsystem des BTMS aus 1, nämlich den Membrantankkreislauf zur Kühlung der Batterie beginnend vom weiteren Tankraum;
• 7 in schematischer Darstellung ein Teilsystem des BTMS aus 1, nämlich den Membrankreislauf zum Wärmen der Batterie oder des Fahrzeuginnenraums beginnend vom ersten Tankraum; und.
• 8 in schematischer Darstellung ein Teilsystem des BTMS aus 1, nämlich den Membrankreislauf zum Wärmen der Batterie oder des Fahrzeuginnenraums beginnend vom weiteren Tankraum.

It shows:

• 1 a schematic representation of a first exemplary embodiment of a battery thermal management system according to the present invention, which operates according to the method according to the present invention;
• 2 a schematic representation of a subsystem of the BTMS 1 , namely a passive liquid cooling system of the secondary circuit;
• 3 a schematic representation of a subsystem of the BTMS 1 , namely a both active as well as passive liquid cooling and heating system;
• 4 a schematic representation of a subsystem of the BTMS 1 , namely the fluid line for exchanging the contents of the tank spaces of the membrane tank;
• 5 a schematic representation of a subsystem of the BTMS 1 , namely the membrane tank circuit for cooling the battery starting from the first tank room;
• 6 a schematic representation of a subsystem of the BTMS 1 , namely the membrane tank circuit for cooling the battery starting from the further tank room;
• 7 a schematic representation of a subsystem of the BTMS 1 , namely the membrane circuit for heating the battery or the vehicle interior starting from the first tank space; and.
• 8th a schematic representation of a subsystem of the BTMS 1 , namely the membrane circuit for heating the battery or the vehicle interior, starting from the further tank space.

Identical or similar configurations, elements or features are in the 1 until 8th provided with identical reference numbers.

I'm using the 1 until 8th Illustrated embodiment of the present invention is a B[atterie]T[hermo]M[anagement]S[ystem] 100 for a motor vehicle with an electric motor 210, in particular for an electric vehicle or a hybrid vehicle, shown according to the method according to the present invention is working.

The BTMS serves to control the temperature of a battery 12 designed as a power source for the electric motor 210, in particular a high-voltage battery having a plurality of battery cells. In a high-voltage battery, individual battery cells are encapsulated into modules and then connected in series. This creates a powerful battery that can supply several hundred volts. In vehicles, the high-voltage battery is usually installed in the vehicle underbody and is also referred to as a traction battery.

The BTMS has two circuits, a primary circuit 10 that is in direct contact with the battery 12, in particular with the battery cells, and a secondary circuit 20 that is indirectly in contact with the battery 12. The primary circuit 10 is in the 1 until 8th marked by dash-dot-dotted lines. It represents the coolant circuit of the battery cells and is a closed system.

In order to drive the heat-conducting fluid, for example water or cooling liquid, which is guided in the primary circuit 10, the primary circuit 10 has a conveying device 14, in particular a pump. In addition, the primary circuit 10 has a primary circuit-secondary circuit heat exchanger 18 in order to transfer heat between the fluid conducted in the primary circuit 10 and the fluid conducted in the secondary circuit 20, for example water or cooling liquid, with the heat being transferred from a higher-temperature location to a lower-temperature location temperature is transmitted.

The solid lines belong to the secondary circuit 20. This 20 is only in contact with the battery 12 via the primary circuit-secondary circuit heat exchanger 18. Each circuit 10, 20 can be connected either to cool or to heat the battery 12 as needed.

The primary circuit-secondary circuit heat exchanger 18 is connected to a compressor 22, for example an air conditioning compressor, and to an active membrane tank secondary circuit heat exchanger 28 and heats or cools the fluid conducted in the primary circuit 10 to temper the battery cells.

A control device (not shown) is designed to connect the primary circuit 10 and the secondary circuit 20 as required either for cooling or for heating the battery 12 . In every operating situation of the vehicle, the control device regulates the optimum temperature window for the battery and optionally for the vehicle interior and/or other drive components and then keeps this temperature constant.

The secondary circuit 20 has a membrane tank 31 which is divided here into two parts or two tank spaces, namely into the first tank space 34 and the further tank space 36 . A membrane 40 is movably arranged in the membrane tank 31, in particular between the tank chambers 34, 36, that by means of the movement of the membrane 40 the volume of the first tank chamber 34 and the further tank chamber 36 can be varied in a targeted manner.

• - ein zum Antreiben der Bewegung der Membran 40 ausgebildetes Antriebselement 42, insbesondere einen Motor, und
• - eine sich parallel zur Längsachse des Membrantanks 31 erstreckende stangenartige Antriebsvorrichtung 44,

auf, wobei die Antriebsvorrichtung 44 über eine Wirkverbindung 46 derart mit der Membran 40 verbunden ist, dass die Membran 40 entlang der Längsachse der stangenartigen Antriebsvorrichtung 44 verschiebbar gelagert ist.To move the membrane, the B[attery]T[hermo]M[anagement]S[ystem]

• - a drive element 42 designed to drive the movement of the membrane 40, in particular a motor, and
• - a rod-like drive device 44 extending parallel to the longitudinal axis of the membrane tank 31,

on, wherein the drive device 44 is connected to the membrane 40 via an operative connection 46 in such a way that the membrane 40 is mounted displaceably along the longitudinal axis of the rod-like drive device 44 .

The highlighted subsystem in 2 is a passive liquid cooling system, a so-called passive liquid cooling system, of the secondary circuit 20. The passive liquid cooling system of the secondary circuit has at least one primary circuit ambient air heat exchanger 19, which is used to cool the battery 12 by means of the primary circuit secondary circuit heat exchanger 18 from the battery 12 absorbed heat can give off to the surrounding air.

This in 3 The highlighted subsystem of the secondary circuit 20 has both a passive and an active liquid cooling and heating system. The active cooling and heating takes place in a membrane tank secondary circuit heat exchanger 29 . The membrane tank secondary circuit heat exchanger 29 is in contact with the membrane tank 31 and the primary circuit secondary circuit heat exchanger 18 . The membrane tank secondary circuit heat exchanger 29 is designed to transfer heat between heat-conducting fluid, in particular gas, for example air or carbon dioxide, which is conducted in a membrane tank circuit 30 and the fluid conducted in the secondary circuit 20 . In particular, the membrane tank secondary circuit heat exchanger 29 is designed to be charged with an energy potential that was built up by a pressure drop in the membrane tank 31 and to forward this energy potential to the primary circuit secondary circuit heat exchanger 18 .

If there is a pressure balance between the first tank space 34 and the other tank space 36, the gas is transferred from one tank space to the other tank space, because the operation of the membrane tank circuit 30 always requires a pressure imbalance between the tank spaces 34, 36. This is indicated by the highlighted subsystem in 4 , which forms a direct connection between the two tanks. The membrane tank circuit 30 provides an active gas cooling and heating system for e-cars by means of the membrane tank 31 .

If the membrane is moved by the motor 42 along the longitudinal axis of the membrane tank 31, approximately up or down, and valves 61, 62, 63, 64, 65 located between the tank spaces 34, 36 are open, a tank space can be completely emptied and the other tank spaces can be fully filled with the gas.

First, it is assumed that the valves 61, 62, 63, 64, 65 between the two tank spaces 34, 36 are open and the membrane 40 is completely pushed down. I.e. the gas is routed from the further tank space 36 to the first tank space 34 . Valves 61 and 62 are now closed. Then the membrane 40 is shifted upwards. Thus, the gas in the first tank space 34 is slowly compressed and is under high pressure. In the further tank space 36 there is then a vacuum or a lower pressure than in the first tank space 34.

Compression can be done either quickly or very slowly. In both cases heat is generated by the compression of the gas. If the membrane 40 is moved upwards rapidly, the heat generated cannot be dissipated via the container walls or the housing of the membrane tank 31 . As a result, the compressed gas is at an elevated temperature. If the membrane 40 is started up very slowly or with a large time interval before use, the heat generated can be dissipated through the tank walls and the temperature of the gas adapts to the ambient temperature. In this way gas can be obtained under high pressure but at ambient temperature. With these two driving modes, the heat and pressure can be used to heat the battery 12 in winter or to cool the battery 12 during fast charging or in hot summer. This mode of operation can also be carried out in reverse from the first tank space 34 to the further tank space 36 .

The use of the previously built up pressure difference between the two tank spaces 34, 36 is described below, with the 5 highlighted subsystem starting from the first tank room 34 is considered. The pressurized gas flows through valves 61, 63, 64 and 67 into a turbocharger 32, where its pressure is reduced. This leads to a strong cooling. Depending on requirements, this cold can be used in the membrane tank secondary circuit heat exchanger 29 for battery cooling or in a membrane tank interior heat exchanger 38 for interior cooling of the vehicle. The membrane tank interior heat exchanger 38 thermally conductively couples the membrane tank circuit 30 to a passenger compartment circuit 50 designed to control the temperature of an interior of the vehicle. The gas then flows back through the turbocharger 32 again. This increases its pressure for storage in the further tank space 36. This process can be reversed, as in 6 shown, also start from the further tank space 36 .

To operate the motor 42, power can be drawn either from the mains supply of the charging port 60 during charging or from the battery when needed tery 12 can be used. If the battery is charged slowly in the normal case, the motor 42 takes the power from the mains and slowly compresses the gas in one of the tank spaces 34,36. This way the gas is under pressure at ambient temperature and can be used later at any time when doing a quick charge.

The 5 and 6 show a preferred application of the BTMS for battery cooling, for example when charging the battery 12 quickly. In this application, the pressure build-up takes place slowly or the compression takes place at a time interval from use. Consequently, the compressed gas that is arranged in the first tank space 34 or in the further tank space 36 and that has been cooled at least essentially to ambient temperature can be used most efficiently. The in the 5 and 6 In addition to the particularly efficient use of the electrical energy used for compressing the gas, the use shown for cooling the battery 12 also has the advantage that the possibility of storing energy for use in the form of cold and/or heat is provided.

In addition or as an alternative to cooling, in the case of rapid compression of the gas arranged in the membrane tank 31, the heat, as in 7 with the starting point from the first tank room 34 and in 8th shown with the starting point from the other tank space 36, both for battery heating through the membrane tank secondary circuit heat exchanger 29, and for interior heating through the membrane tank interior heat exchanger 38 are used. In this case, the gas is not routed through the turbocharger 32 . The membrane tank interior heat exchanger 38 can be charged both with gas from the membrane tank 31 and with air 300, for example with ambient air.

As in 7 shown, gas can flow from the first tank space 34 via valves 61, 63, 64, 67, 68, 69, 70, 71, 72, 66, 65, 62 and the membrane tank interior heat exchanger 38 into the further tank space 36 as long as until an equilibrium pressure between the two tank spaces 34, 36 is present. This means that part of the gas would remain in the first tank space 34 . In this case, the membrane 40 can be moved further upwards by the motor 42 in this phase. This can already take place while gas is flowing from the first tank space 34 to the further tank space 36 in order to make available as much gas as possible at an elevated temperature with the pressure remaining the same or only falling slightly. Alternatively, if heat is still required, the gas remaining in the first tank chamber 34 can only be compressed again after the pressure has been equalized.

The invention enables demand-oriented support for conventional cooling, for example in the case of rapid charging at high outside temperatures. The energy required for this cooling can be used separately from the cooling requirement at a time that is favorable in terms of energy availability. In addition to increasing the absolute cooling capacity, it is also possible to provide cold at a lower temperature level. This enables the primary circuit of the high-voltage battery to be brought to a lower temperature level, particularly in the case of rapid charging. This achieves more effective cooling of the battery cells.

Reference List

10

Primary circuit for temperature control of the battery 12, in particular the coolant circuit of the battery cells

12

Battery, in particular high-voltage battery, for example solid-state accumulator or solid-state battery

14

Pump for driving the fluid in the primary circuit 10

18

Primary circuit-secondary circuit heat exchanger, in particular third heat exchanger

19

Primary circuit ambient air heat exchanger, in particular fourth heat exchanger

20

Secondary circuit for temperature control of the battery 12

22

compressor

28

Membrane tank secondary circuit heat exchanger, in particular first heat exchanger

30

membrane tank circuit

31

Membrane tank, in particular gas tank, for storing heat-conducting fluid, in particular gas, of the membrane tank circuit 30

32

turbocharger

34

first tank room

35

Fluid line, in particular gas line, for the exchange of fluid, such as gas, between the first tank space 34 and the further tank space 36

36

another tank room

37

the interior of the membrane tank 31 delimiting the first tank space wall

38

Membrane tank interior heat exchanger

39

the first tank space wall 37 opposite, the interior of the membrane tank 31 delimiting second tank space wall

40

membrane

42

Drive element, in particular motor, for driving the movement of the membrane 40

44

parallel to the longitudinal axis of the membrane tank 31 extending rod-like drive device, which is connected to the membrane 40 via an operative connection 46 such that the membrane 40 is mounted displaceably along the longitudinal axis of the rod-like drive device 44

46

Active connection between the drive device 44 and the membrane 40

50

Passenger cell circuit or circuit for tempering the vehicle interior

60

Charging connector for charging the battery 12

61

first valve of the membrane tank circuit 30, in particular the fluid line 35

62

further, in particular second, valve of the membrane tank circuit 30, in particular of the fluid line 35

63

further, in particular third, valve of the membrane tank circuit 30, in particular of the fluid line 35

64

another, in particular fourth, valve of the membrane tank circuit 30, in particular of the fluid line 35

65

another, in particular fifth, valve of the membrane tank circuit 30, in particular of the fluid line 35

66

further, in particular sixth, valve of the membrane tank circuit 30

67

another, in particular seventh, valve of the membrane tank circuit 30

68

further, in particular eighth, valve of the membrane tank circuit 30

69

another, especially ninth, valve of the membrane tank circuit 30

70

further, in particular tenth, valve of the membrane tank circuit 30

71

further, in particular eleventh, valve of the membrane tank circuit 30

72

further, in particular twelfth, valve of the membrane tank circuit 30

73

first valve of a further fluid line of the secondary circuit 20, in particular one carrying cooling liquid or water

74

further valve of a further fluid line of the secondary circuit 20, in particular one carrying cooling liquid or water

100

B[atterie]T[hermo]M[anagement]S[ystem] or battery temperature control device, in particular device for temperature control of a battery

210

electric motor

300

Air

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited 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

• CN 209001072 U [0008]
• US20030047366A1 [0010]

Claims (10)

B[attery]T[hermo]M[anagement]S[ystem] (100) for an electrically driven motor vehicle, in particular for an electric vehicle or a hybrid vehicle, comprising: - at least one embodied as a power source for an electric motor (210) of the motor vehicle , battery (12), - a closed primary circuit (10) coupled directly to the battery (12) and carrying at least one heat-conducting fluid for temperature control of the battery (12), - a closed primary circuit (10) indirectly coupled to the battery (12) and for temperature control of the battery (12) at least one closed secondary circuit (20) carrying heat-conducting fluid, which is thermally conductively coupled to the primary circuit (10) via a primary circuit-secondary circuit heat exchanger (18), and - at least one control device which is designed for this purpose, as required, in particular as a function of at least one measured value relating to the temperature of the battery (12) and/or the operating state of the battery (12), the Pri to connect the secondary circuit (10) and the secondary circuit (20) either for cooling or for heating the battery (12), characterized in that the secondary circuit (20) has at least one membrane tank circuit (30) which - at least one with the primary circuit-secondary circuit - membrane tank secondary circuit heat exchanger (28) coupled to the heat exchanger (18), and - has at least one membrane tank (31) designed to store at least one heat-conducting fluid, in particular gas, the interior of the membrane tank (31) being heated by means of at least one Membrane (40) is divided into at least one first tank space (34) and at least one further tank space (36), and wherein the membrane (40) can be moved back and forth between the tank spaces (34, 36) such that a gradient between the in the first tank space (34) and in the other tank space (36) prevailing pressure can be generated, and wherein the buildable by means of the pressure drop energy potential by means of The control device can be fed to the membrane tank secondary circuit heat exchanger (28) as required, in particular as a function of at least one measured value relating to the temperature of the battery (12) and/or the operating state of the battery (12). B[attery]T[hermo]M[anagement]S[ystem] according to claim 1 , characterized in that the membrane tank (31) has at least one housing made of at least one thermally conductive material, wherein the thermally conductive housing is designed to heat, which was generated during the movement of the membrane (40) by compressing the fluid, to the environment of the membrane tank (31). B[attery]T[hermo]M[anagement]S[ystem] according to claim 1 or 2 , characterized in that the speed of the movement of the membrane (40) can be regulated by means of the control device as required, in particular as a function of at least one measured value relating to the temperature of the battery (12) and/or the operating state of the battery (12), with the Cooling of the battery (12) the membrane (40) is moved more slowly than for heating the battery (12). B[atterie]T[hermo]M[anagement]S[ystem] after at least one of the Claims 1 until 3 , characterized in that the first tank space (34) and the further tank space (36) are connected to one another via at least one fluid line (35) designed for conducting the fluid in such a way that it is possible to exchange their respective tank space contents, - the fluid line (35 ) has at least one valve (61, 62, 63, 64, 65) designed to open and close the fluid line (35) and - by means of the movement of the membrane (40) in the direction of the first tank space (34) in the first tank space (34) an overpressure and in the further tank chamber (36) a negative pressure can be generated, which has the effect that when the valve (1, 2, 3, 4, 5) is in the open position, fluid can flow out of the first tank chamber (34) via the fluid line (35) expands to the further tank space (36) and when the valve (61, 62, 63, 64, 65) is in the closed position, the fluid arranged in the first tank space (34) is compressed, and - with a movement of the membrane (40) in the direction of the further Tank space (36) towards the other tank space (36) an overpressure can be generated and in the first tank space (34) a negative pressure can be generated, which has the effect that when the valve (61, 62, 63, 64, 65) is in the open position, fluid flows out of the further tank space (36) via the fluid line (35) expands to the first tank space (34) and when the valve (61, 62, 63, 64, 65) is in the closed position, the fluid located in the further tank space (36) is compressed. B[atterie]T[hermo]M[anagement]S[ystem] after at least one of the Claims 1 until 4 , characterized in that the membrane tank circuit (30) has at least one turbocharger (32), - the turbocharger (32) being arranged upstream of the membrane tank secondary circuit heat exchanger (28) in the direction of flow of the fluid, - the cooling of the fluid caused by the movement the membrane (40) in the membrane tank (31) compressed fluid, the compressed fluid to the turbocharger (32) can be fed, wherein when passing through the door bolader (32) the pressure of the fluid decreases and the fluid cools down considerably, and - the fluid emerging from the turbocharger (32) being able to be fed to the membrane tank secondary circuit heat exchanger (28) for cooling the battery (12) and after passing through of the membrane tank secondary circuit heat exchanger (28) can be guided back through the turbocharger (32) to the membrane tank (31). B[atterie]T[hermo]M[anagement]S[ystem] after at least one of the Claims 1 until 5 , characterized by a membrane tank interior heat exchanger (38) which thermally conductively couples the membrane tank circuit (30) to a passenger cell circuit (50) designed to control the temperature of an interior of the vehicle, the fluid conducted in the membrane tank circuit (30) being demand-oriented, in particular depending on at least a measured value relating to the temperature of the battery (12) and/or the operating state of the battery (12), - can be supplied to the membrane tank secondary circuit heat exchanger (28) for temperature control of the battery (12) or - to the membrane tank interior for temperature control of the vehicle interior - Heat exchanger (38) can be fed. Method for controlling the temperature of a battery (12) designed as a power source for an electric motor (210) of a motor vehicle, in particular an electric vehicle or a hybrid vehicle, in particular a high-voltage battery, for example a solid-state accumulator or solid-state battery, the temperature of the battery (12) being controlled both via a directly closed primary circuit (10) connected to the battery (12) and carrying at least one heat-conducting fluid is regulated, in particular temperature-controlled, and also indirectly via a heat-conductively coupled primary circuit (10) by means of at least one primary circuit-secondary circuit heat exchanger (18). The closed secondary circuit (20) carrying heat-conducting fluid is regulated, in particular temperature-controlled, and both the primary circuit (10) and the secondary circuit (20) are demand-oriented, in particular when the battery (12) reaches a defined temperature or a defined operating state of the battery (12), either for cooling or for heating the battery (12), characterized in that the secondary circuit (20) also has at least one membrane tank circuit (30) carrying a thermally conductive fluid, in particular gas, with at least one membrane tank secondary circuit - Heat exchanger (28), wherein the membrane tank circuit (30) has at least one membrane tank (31) filled with the heat-conducting fluid, the interior of which is divided into at least one first tank space (34) and at least one further tank space (36 ) is divided, in order to build up a gradient between the pressure prevailing in the first tank space (34) and the pressure in the further tank space (36), the membrane (40) in the membrane tank (31), in particular along a longitudinal axis or along a transverse axis of the membrane tank ( 31), is moved, and the energy potential that can be built up by means of the pressure gradient is demand-oriented, in particular when a d defined temperature of the battery (12) or a defined operating state of the battery (12), the membrane tank secondary circuit heat exchanger (28) is supplied. procedure after claim 7 , characterized in that at least part of the heat generated by the movement of the membrane (40) when compressing the fluid is dissipated via a heat-conducting housing of the membrane tank (31) to the environment of the membrane tank (31). procedure after claim 7 or 8th , characterized in that the speed of movement of the membrane (40) is regulated as required, the membrane (40) being moved more slowly to cool the battery (12) than to heat the battery (12). Process according to at least one of Claims 7 until 9 , characterized in that the first tank space (34) and the further tank space (36) are connected to one another via at least one fluid line (35) designed for conducting the fluid in such a way that an exchange of their respective tank space contents is possible, the fluid line (35) has at least one valve (61, 62, 63, 64, 65) designed to open and close the fluid line (35), wherein - to build up a pressure drop between the first tank space (34) and the further tank space (36) -- in In a first step, the membrane (40) is moved in the direction of the first tank space (34) or the further tank space (36), with an overpressure being generated in the first tank space (34) or in the further tank space (36), with the overpressure has the effect that when the valve (61, 62, 63, 64, 65) is in the open position, fluid expands from the tank chamber (34, 36) to which higher pressure is applied via the fluid line (35) to the tank chamber (34, 36) to which lower pressure is applied, and -- in one two th step the valve (61, 62, 63, 64, 65) is closed and the membrane (40) is moved in the opposite direction, the membrane (40) being moved in the tank chamber (34, 36) in the direction towards which it is moved , an overpressure is generated, the overpressure causes the in the The fluid arranged in this tank chamber (34, 36) is compressed, - the compressed fluid arranged in one of the tank chambers (34, 36) being used directly or indirectly, for example via at least one turbocharger (32) to cool or heat the battery (12) as required , a membrane tank secondary circuit heat exchanger (28) thermally conductively coupled to the membrane tank circuit (30) and to the secondary circuit (20).

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