EP4278405A1 - Dispositif pour entraîner un véhicule à moteur et procédé associé - Google Patents

Dispositif pour entraîner un véhicule à moteur et procédé associé

Info

Publication number
EP4278405A1
EP4278405A1 EP21847682.8A EP21847682A EP4278405A1 EP 4278405 A1 EP4278405 A1 EP 4278405A1 EP 21847682 A EP21847682 A EP 21847682A EP 4278405 A1 EP4278405 A1 EP 4278405A1
Authority
EP
European Patent Office
Prior art keywords
working medium
electrical energy
energy store
medium circuit
drive unit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP21847682.8A
Other languages
German (de)
English (en)
Inventor
Bruno Barciela Díaz-Blanco
Moritz Finke
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
MAN Truck and Bus SE
Original Assignee
MAN Truck and Bus SE
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by MAN Truck and Bus SE filed Critical MAN Truck and Bus SE
Publication of EP4278405A1 publication Critical patent/EP4278405A1/fr
Pending legal-status Critical Current

Links

Classifications

    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/05—Accumulators with non-aqueous electrolyte
    • H01M10/052—Li-accumulators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/64—Constructional details of batteries specially adapted for electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/613—Cooling or keeping cold
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/63—Control systems
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/655—Solid structures for heat exchange or heat conduction
    • H01M10/6556—Solid parts with flow channel passages or pipes for heat exchange
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/66—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
    • H01M10/663—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells the system being an air-conditioner or an engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
    • B60K2001/005—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units the electric storage means
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
    • H01M10/6569—Fluids undergoing a liquid-gas phase change or transition, e.g. evaporation or condensation
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2300/00—Electrolytes
    • H01M2300/0017—Non-aqueous electrolytes
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2300/00—Electrolytes
    • H01M2300/0017—Non-aqueous electrolytes
    • H01M2300/0065—Solid electrolytes
    • H01M2300/0082—Organic polymers

Definitions

  • the invention relates to a device for driving a motor vehicle and a method for operating a device for driving a motor vehicle.
  • Electric vehicles can be equipped with electrical energy stores in order to supply electrical energy to an electrical drive unit of the vehicle.
  • Lithium-ion liquid-electrolyte energy storage devices have primarily been used for this purpose up to now.
  • battery concepts e.g. B. Solid-state electrolyte energy storage (solid-state batteries).
  • Solid-state electrolyte energy storage is characterized by the fact that the liquid electrolyte of conventional Li-ion batteries is replaced by a solid-state electrolyte. This has a number of advantages: on the one hand, safety can be increased since the solid electrolyte is hardly flammable. On the other hand, the solid electrolyte enables the use of new anode materials, which can ensure a significant increase in energy density.
  • a possible solid electrolyte consists of a polymer.
  • the use of a lithium-metal anode can increase the energy density, while the LiFePO4 cathode material used ensures better cycle stability and additional safety.
  • One disadvantage of the technology is that sufficient conductivity of the electrolyte is only achieved above an operating temperature of around 60°C, which is relatively high for batteries. This fact requires the use of a heating system, which has a negative effect on the range of the vehicle due to the consumption of electrical energy, since part of the battery capacity is required for heating.
  • US 2019/0356012 A1 discloses a hybrid battery pack architecture comprising at least two battery packs, at least one of which contains batteries with a high operating temperature. This pack serves as the primary energy pack for propelling the vehicle during most of its normal operation.
  • the other battery pack also known as the boost pack, makes the vehicle easier to operate when the primary power pack is cold.
  • the boost pack consists of batteries that work effectively at ambient temperatures.
  • the boost pack provides electrical power to propel the vehicle after a cold start and provides electrical power to a heater that heats the primary power pack batteries to a temperature at which they can propel the vehicle.
  • the invention is based on the object of creating an alternative and/or improved technology for driving a motor vehicle, which preferably has improved thermal management.
  • the device has an electric drive unit for driving the motor vehicle.
  • the device has a first electrical energy store, which has a first target operating temperature (of, for example, 50° C. or 60° C. or more) and is connected to the electrical drive unit for supplying electrical energy.
  • the device has a second electrical energy store which has a second target operating temperature (eg between 20° C. and 30° C.) which is lower than the first target operating temperature and for supplying electrical energy with the electrical drive unit connected, on.
  • the device has a heat transfer device, by means of which the second electrical energy store and/or the electrical drive unit can be coupled or is coupled to the first electrical energy store for the purpose of transferring heat, preferably for heating the first electrical energy store using waste heat from the second electrical energy store and/or the electric drive unit.
  • the heat transfer device enables the device to have two different battery types in the form of the first and second electrical energy stores in a vehicle. At least part of the heating requirement of the first electrical energy store can be covered by the waste heat from the second electrical energy store and/or the electrical drive unit.
  • the use of the heat transfer device can thus enable efficient operation of the first electrical energy store at a relatively high target operating temperature by heating the same using waste heat and efficient operation of the second electrical energy store at a lower target operating temperature by cooling to generate the waste heat.
  • the result is a device that can be adapted to many environmental conditions and performance profiles. With the hybrid installation of the two electrical energy stores, energetic synergies can be used with the help of suitable thermal management in order to achieve savings in energy supply and ultimately increase the range of the motor vehicle.
  • the heat transfer device enables the use of various waste heat sources in order to enable the use of new battery technologies with a relatively high target operating temperature, which enable both higher cycle stability and higher energy densities. In addition, higher energy efficiency can be achieved compared to battery systems with only one battery type.
  • the device can be adapted to different areas of application due to its different battery systems. In the case of extreme ambient temperatures (e.g. desert-like conditions), for example, only operation of the first electrical energy store can make sense. In this way, energy for cooling the second electrical energy store could be saved. Even if not enough waste heat is generated to heat the first electrical energy storage device, only part of the heating requirement could be covered.
  • the device for regulating, controlling and/or monitoring the device can preferably have a control unit which adapts the power requirement of the drive train depending on requirements and external influences such as the temperature and thus the energy stored in the first and second electrical energy store at any time can be used as needed.
  • control unit can preferably refer to electronics (e.g. with microprocessors) and data memory) and/or a mechanical, pneumatic and/or hydraulic control which, depending on the training, takes on control tasks and/or regulation tasks and/or processing tasks can. Even if the term “control” is used here, it can also expediently include or mean “regulation” or “control with feedback” and/or “processing”.
  • the first electrical energy store is designed as a solid-state electrolyte energy store, preferably a polymer-based solid-state electrolyte energy store.
  • the second electrical energy store is designed as a liquid electrolyte energy store, preferably as a lithium-ion liquid electrolyte energy store.
  • the polymer-based solid-electrolyte energy store should ideally be operated at at least 60°C and a liquid-electrolyte-based lithium-ion battery at 25°C. Under normal environmental conditions, it may therefore be necessary to cool the lithium-ion battery to keep it at operating temperature.
  • the additional solid electrolyte Energy storage can be used to heat the solid electrolyte energy storage, the resulting waste heat of the lithium-ion energy storage if necessary.
  • the waste heat from the lithium-ion liquid-electrolyte energy store can thus be used efficiently and does not have to be dissipated via external coolers.
  • the heat transfer device is designed to at least partially compensate for a heating requirement of the first electrical energy store in order to reach the first target operating temperature by a cooling requirement of the second electrical energy store in order to reach the second target operating temperature and/or a cooling requirement of the electrical drive unit (and e.g B. a power electronics).
  • the heat transfer device is designed to couple the first electrical energy store either with none, with one or with both of the second electrical energy store and the electrical drive unit (and e.g. power electronics) for the purpose of transferring heat, preferably depending on the ambient conditions , power-dependent and/or load-dependent. Efficient operation of the energy store and the electric drive unit can thus be made possible for the most varied of situations.
  • the term "environmentally dependent” herein may refer to a dependency on an ambient temperature and/or an ambient pressure.
  • the environmental conditions can e.g. B. be detected by a sensor system of the motor vehicle.
  • power-dependent and load-dependent can preferably relate to a current and/or predicted power and/or load of the first electrical energy store, the second electrical energy store, the power electronics and/or the electrical drive unit.
  • the device also has power electronics that electrically connect the electric drive unit to the first electric energy store and the second electric energy store.
  • the first electrical energy store and the power electronics can be coupled or coupled to one another for the purpose of transferring heat.
  • the waste heat from the power electronics can thus also be used to heat the first electrical energy store.
  • the heat transfer device has a heat exchanger-working medium cycle with a phase change of a working medium, preferably a cold vapor process running to the left in the Ts diagram.
  • the heat exchanger working medium circuit can enable waste heat from a low temperature level (eg from the second electrical energy store) to be used to heat the first electrical energy store to a higher temperature level.
  • This heat exchanger working medium circuit also offers the possibility of using further waste heat flows from the drive train.
  • the electric drive unit and the power electronics (operating temperature approx. 60°C) have a large amount of waste heat, which can also be used and e.g. B. can be integrated via an additional heat exchanger in the heat exchanger-working fluid cycle.
  • phase transformation in the heat exchanger-working fluid circuit is used to heat the first electrical energy store to the first setpoint operating temperature by means of waste heat generated when cooling the second electrical energy store to the second target operating temperature and/or during cooling of the electrical drive unit usable.
  • the heat transfer device has at least one of a first energy storage working medium circuit (e.g. heating circuit) in which the first electrical energy storage is arranged, a second energy storage working medium circuit (e.g. Cooling circuit) in which the second electrical energy storage device is arranged, and a drive unit-working medium circuit (e.g. cooling circuit) in which the electric drive unit is arranged, preferably with power electronics.
  • a first energy storage working medium circuit e.g. heating circuit
  • a second energy storage working medium circuit e.g. Cooling circuit
  • a drive unit-working medium circuit e.g. cooling circuit
  • the heat exchanger working medium circuit, the first energy storage working medium circuit, the second energy storage working medium circuit and/or the drive unit working medium circuit are fluidically separated from one another.
  • first energy storage working medium circuit, the second energy storage working medium circuit and/or the drive unit working medium circuit can be or are coupled to one another by means of the heat exchanger working medium circuit for heat transfer.
  • first energy storage working medium circuit, the second energy storage working medium circuit and/or the drive unit working medium circuit can be operated without phase conversion of the respective working medium or are operated in this way.
  • the heat exchanger working medium circuit and the first energy storage working medium circuit are connected by means of a condenser in which the working medium of the heat exchanger working medium circuit can be condensed, giving off heat to the first energy storage working medium circuit is.
  • the heat exchanger working medium circuit and the second energy storage working medium circuit are connected by means of a (e.g. first) evaporator, in which the working medium of the heat exchanger working medium circuit is heated by the second energy storage Working fluid circuit (z. B. at least partially) is vaporizable.
  • a (e.g. first) evaporator in which the working medium of the heat exchanger working medium circuit is heated by the second energy storage Working fluid circuit (z. B. at least partially) is vaporizable.
  • the heat exchanger-working medium circuit and the drive unit-working medium circuit are connected by means of a (e.g. second) evaporator, in which the working medium of the heat exchanger-working medium circuit is heated by the drive unit-working medium circuit ( z. B. at least partially) is vaporizable.
  • a (e.g. second) evaporator in which the working medium of the heat exchanger-working medium circuit is heated by the drive unit-working medium circuit ( z. B. at least partially) is vaporizable.
  • the first evaporator may be located (e.g., directly) upstream of the second evaporator.
  • the first energy storage working medium circuit has an electrical auxiliary heater, which can preferably be supplied with electrical energy from the first and/or the second electrical energy storage device.
  • the remaining heating requirement of the first electrical energy store can thus be made available by means of the electrical auxiliary heater.
  • At least one of the first energy storage working medium circuit, the second energy storage working medium circuit and/or the drive unit working medium circuit has a cooler (e.g. ambient cooler) that can preferably be bypassed. on.
  • a cooler e.g. ambient cooler
  • the first energy storage working medium circuit, the second energy storage working medium circuit and/or the drive unit working medium circuit can also each have at least one three-way valve which, in a valve position, directs the respective working medium to the evaporator/condenser , and in another valve position directs the respective working medium to the cooler.
  • the condenser, the (first) evaporator and/or the (second) evaporator can be arranged in the bypass of the respective cooler of the working fluid circuit.
  • the first energy storage working medium circuit, the second energy storage working medium circuit and/or the drive unit working medium circuit can also each have a pump and/or a compensating tank.
  • the heat transfer device is designed (e.g. by means of a control unit) to coordinate operations (e.g. flow rates, valve positions and/or heating output of the electric auxiliary heater) of the working medium circuits with one another in such a way that the temperature control requirements of the electrical drive unit, the first electrical energy store and the second electrical energy store (and z.
  • operations e.g. flow rates, valve positions and/or heating output of the electric auxiliary heater
  • a further aspect of the present disclosure relates to a motor vehicle, preferably a utility vehicle (e.g. truck or bus), having a device as disclosed herein.
  • a motor vehicle preferably a utility vehicle (e.g. truck or bus), having a device as disclosed herein.
  • a further aspect of the present disclosure relates to a method for operating a device for driving a motor vehicle, preferably as disclosed herein, with an electric drive unit, a first electric energy store which has a first target operating temperature (of e.g. 50°C or 60 °C or more) and is connected to the electric drive unit for supplying electrical energy, and a second electrical energy store which has a second target operating temperature (e.g. between 20°C and 30°C) which is lower than the first target operating temperature, and is connected to the electric drive unit for the supply of electric energy.
  • the method includes transferring waste heat from the electric drive unit and/or the second electrical energy storage device to the first electrical energy storage device, preferably dependent on environmental conditions, performance-dependent and/or load-dependent.
  • FIG. 1 shows a schematic illustration of a device for driving a motor vehicle according to an exemplary embodiment of the present disclosure
  • FIG. 2 shows a T-s diagram (temperature-specific entropy diagram) to explain how a heat transfer device of the example device works.
  • FIG. 1 shows a device 10 for driving a motor vehicle.
  • the motor vehicle is preferably a commercial vehicle, for example a truck or a bus.
  • the device 10 has an electric drive unit 12 , a first electric energy store 14 , a second electric energy store 16 and a heat transfer device 18 .
  • the electric drive unit 12 is connected to wheels of the motor vehicle for driving the motor vehicle.
  • the electric drive unit 12 can be designed as a central electric drive unit 12, for example. However, it is also possible for the electric drive unit 12 to additionally or alternatively have a plurality of electric wheel hub motors or motors close to the wheel.
  • the first electrical energy store 14 and the second electrical energy store 16 serve as traction batteries of the motor vehicle.
  • the first electrical energy store 14 and the second electrical energy store 16 are connected to the electrical drive unit 12 in order to supply electrical energy.
  • Power electronics 20 can be interposed between the electrical energy stores 14 , 16 and the electrical drive unit 12 .
  • the power electronics 20 can have, for example, a DC-DC converter, a high-voltage power distributor and/or a high-voltage vehicle electrical system. It is possible that, in addition to the power electronics 20, an on-board charger (OBC) is also included, which is connected to the power electronics 20 for electrically charging the electrical energy stores 14, 16 (not shown).
  • OBC on-board charger
  • the first electrical energy store 14 has a first setpoint operating temperature at which the first electrical energy store 14 can be operated effectively.
  • the second electrical energy store 16 has a second setpoint operating temperature at which the second electrical energy store 16 can be operated effectively.
  • the first target operating temperature is significantly higher than the second target operating temperature.
  • the first target operating temperature can be in a range of >50°C or >60°C, for example around 60°C.
  • the second setpoint operating temperature can be, for example, at ambient temperature and/or for example between 20°C and 30°C, preferably at 25°C.
  • the first electrical energy store 14 is preferably designed as a solid-state energy store (solid-state energy store), preferably a polymer-based solid-state electrolyte energy store.
  • the second electrical energy store 16 is preferably designed as a liquid electrolyte energy store, preferably a lithium-ion liquid electrolyte energy store.
  • the energy stores 14, 16 it is also possible for the energy stores 14, 16 to be designed differently, with the first electrical energy store 14 having a higher, preferably significantly higher, target operating temperature than the second electrical energy store 16.
  • the heat transfer device 18 is designed to heat the first electrical energy store 14 under normal ambient conditions by heat transfer from at least one other component of the device 10 .
  • the electric drive unit 12, the second electric energy store 16 and, if necessary, the power electronics 20 must be cooled.
  • the heat transfer device 18 can thus make it possible for a heating requirement of the first electrical energy store 14 to reach the first setpoint operating temperature to be at least partially covered by a cooling requirement of the second electrical energy store 16, a cooling requirement of the electric drive unit 12 and/or a cooling requirement of the power electronics 20 .
  • the heat transfer device 18 can therefore be heat-transferringly connected or connectable to the second electrical energy store and/or the electric drive unit 12 and optionally to the power electronics 20.
  • the heat transfer device 18 can couple the first electrical energy store 14 to the second electrical energy store 16, the electric drive unit 12 and the power electronics 20 to transfer heat to one another.
  • the heat transfer device 18 may include a control unit 19 that may adjust operation of the heat transfer device 18 .
  • the controller 19 may be in signal communication with valves of the heat transfer device 18 to adjust valve positions of the valves.
  • the controller 19 may be in signal communication with conveying devices (pumps and/or compressors) of the heat transfer device 18 in order to adjust a conveying capacity of the conveying devices, for example by adjusting a speed of the respective conveying device.
  • the embodiment of the heat transfer device 18 shown in FIG. 1 is described below. The following statements therefore relate to a particularly preferred exemplary embodiment, but are purely exemplary.
  • the heat transfer device 18 can of course also be modified, as long as it preferably makes it possible to couple the first electrical energy store 14 on the one hand and the second electrical energy store 16 and/or the electric drive unit 12 on the other hand for the purpose of transferring heat, particularly preferably for heating the first electric one Energy store 14 by means of waste heat from the second electrical energy store 16 and/or the electric drive unit 12.
  • the heat transfer device 18 can have four working medium circuits 22 , 24 , 26 and 28 . It is possible that the heat transfer device 18 has fewer than the four working medium circuits 22, 24, 26 and 28, for example only the working medium circuits 22, 26, 28 or only the working medium circuits 24, 26 and 28. It is also possible for heat transfer device 18 to have at least one additional or alternative working medium circuit, for example if power electronics 20 is assigned its own working medium circuit for cooling power electronics 20, or other motor vehicle components to be cooled or heated are fed into heat transfer device 18 to get integrated.
  • the working medium circuits 22, 24, 26 and 28 are preferably fluidically separated from one another, as shown in FIG. However, it is also possible for the working medium circuits 22, 24, 26 and 28 to be at least partially fluidly connected to one another.
  • the working medium circuits 22 and 24 can be fluidically connected to one another or integrated, or the working medium circuits 22, 24 and 26 can be fluidly connected to one another or integrated, or the working medium circuits 22, 24, 26 and 28 can be fluidly connected connected or integrated with each other.
  • the working medium circuit 22 is a circuit for tempering the second electrical energy store 16.
  • the working medium circuit 22 can be a cooling circuit for the second electrical energy store 16.
  • the second electrical energy store 16 is arranged in the working medium circuit 22 .
  • the working medium circuit 22 is expediently also referred to herein as the second energy storage working medium circuit 22 .
  • the working fluid circuit 22 can also have a pump 30 , a three-way valve 32 , an evaporator (heat exchanger) 34 , a cooler (heat exchanger) 36 and an expansion tank 38 . It is possible for the working medium circuit 22 to have other components, such as valves, check valves, sensors, etc., which are required for the proper operation of the working medium circuit 22 (not shown in FIG. 1).
  • the pump 30 is arranged directly upstream of the second electrical energy store 16 .
  • the pump 30 is located directly downstream of the radiator 36 and the evaporator 34 .
  • the pump 30 is designed to pump a liquid working medium through the working medium circuit 22 .
  • a liquid preferably circulates in the working medium circuit 22, for example a water/glycol mixture, an oil or another liquid.
  • the working fluid preferably circulates in the working fluid circuit 22 without a phase change.
  • a delivery rate of the pump 30 and thus a flow through the working medium circuit 22 can be adjustable, for example by adjusting a speed of the pump 30.
  • a delivery rate of the pump 30 can be adjusted by the control unit 19 of the heat transfer device 18.
  • the three-way valve 32 is arranged directly downstream of the second electrical energy store 16 .
  • the three-way valve 32 is located directly upstream of the evaporator 34 and the cooler 36 .
  • the three-way valve 32 has an inlet port and two outlet ports.
  • the inlet port is connected to the second electrical energy store 16 .
  • the first outlet port is connected to the evaporator 34 .
  • the second outlet port is connected to the radiator 36 .
  • the three-way valve 32 can selectively forward the working medium received from the second electrical energy store 16 to the evaporator 34 and to the cooler 36 (and optionally to both the evaporator 34 and the cooler 36). In a first valve position of the three-way valve 32 , the working medium received can be forwarded to the evaporator 34 .
  • a second valve position of the three-way valve 32 the received working medium to the cooler 36 are forwarded.
  • the working medium received can be forwarded to both the evaporator 34 and the cooler 36 .
  • a valve position of the three-way valve 32 can be adjusted by the control unit 19 of the heat transfer device 18 .
  • the evaporator 34 is located directly downstream of the three-way valve 32, preferably the first outlet port of the three-way valve 32.
  • the evaporator 34 is connected or arranged in parallel with the cooler 36 .
  • the working medium of the working medium circuit 22 can be cooled in the evaporator 34 .
  • the working medium of the working medium circuit 22 preferably does not carry out a phase change. Heat of the working medium of the working medium circuit 22 can be transferred to the working medium of the working medium circuit 28 in the evaporator 34 .
  • the working medium of the working medium circuit 28 can thus be evaporated in the evaporator 34, that is to say it can undergo a phase change from liquid to gaseous/vaporous.
  • the cooler 36 is located directly downstream of the three-way valve 32, preferably the second outlet port of the three-way valve 32.
  • the working medium of the working medium circuit 22 can be cooled in the cooler 36 .
  • the cooler 36 is arranged in a bypass that bypasses the evaporator 34 .
  • the cooler 36 is preferably an ambient cooler.
  • the equalizing tank 38 is connected to the working fluid circuit 22, preferably to a line section directly upstream of the pump 30.
  • the equalizing tank 38 can, for example, compensate for a temperature-related increase or decrease in volume of the working fluid in the working fluid circuit 22.
  • the working medium is heated by the second electrical energy store 16.
  • the second electrical energy store 16 can be cooled.
  • the second electrical energy storage 16 so the maintain second target operating temperature.
  • the heated working medium is routed from the three-way valve 32 only to the evaporator 34 .
  • the heated working fluid is cooled in the evaporator 34, as a result of which the working fluid in the working fluid circuit 28 can be evaporated.
  • the cooled working medium of the working medium circuit 22 is conveyed by the pump 30 to the second electrical energy store 16 for reheating.
  • the working medium circuit 24 is a circuit for tempering the electric drive unit 12 and optionally the power electronics 20.
  • the working medium circuit 24 can be a cooling circuit for the electric drive unit 12 and the power electronics 20.
  • the electric drive unit 12 and the power electronics 20 are arranged in the working medium circuit 24 .
  • the working medium circuit 24 is expediently also referred to herein as the drive unit working medium circuit 24 .
  • the three-way valve 42 is arranged directly downstream of the electric drive unit 12 (and the power electronics 20, if applicable).
  • the three-way valve 42 is located just upstream of the evaporator 44 and the condenser 46 .
  • the three-way valve 42 has an inlet port and two outlet ports. The inlet connection is connected to the electric drive unit 12 (and possibly the power electronics 20).
  • the first outlet port is connected to the evaporator 44 .
  • the second outlet port is connected to the radiator 46 .
  • the three-way valve 42 can selectively forward the working medium received from the electric drive unit 12 to the evaporator 44 and to the cooler 46 (and optionally to both the evaporator 44 and the cooler 46).
  • the cooler 46 is located directly downstream of the three-way valve 42, preferably the second outlet port of the three-way valve 42.
  • the working medium of the working medium circuit 22 can be cooled in the cooler 46 .
  • the cooler 46 is arranged in a bypass that bypasses the evaporator 44 .
  • the cooler 46 is preferably an ambient cooler.
  • the working medium circuit 24 can be operated in at least two modes.
  • a flow of the working medium through the working medium circuit 24 can be adjusted in each of the modes by adjusting a delivery rate of the pump 40 .
  • control unit 19 can specify a desired mode and/or a desired delivery rate for working fluid circuit 24, in particular by adjusting a valve position of three-way valve 42 and/or adjusting a speed of pump 40.
  • the working medium circuit 26 can also have a pump 50, a first three-way valve 52 (optional), a cooler (heat exchanger) 54 (optional), a second three-way valve 56, a condenser (heat exchanger) 58, an electric auxiliary heater 60 and an expansion tank 62 have. It is possible for the working medium circuit 26 to have other components, such as valves, check valves, sensors, etc., which are required for the correct operation of the working medium circuit 26 (not shown in FIG. 1).
  • the working fluid received can be forwarded to the cooler 54 .
  • the working fluid received can be forwarded to the bypass of the cooler 54 .
  • the working fluid received can be forwarded to both the cooler 54 and the bypass of the cooler 54 .
  • a valve position of the three-way valve 42 can be adjusted by the control unit 19 of the heat transfer device 18 .
  • the first three-way valve 52 can be used to ensure that the first electrical energy store 14 can also be cooled via the cooler 54 under extreme ambient conditions.
  • Compensating tank 62 is connected to working fluid circuit 26, preferably to a line section directly downstream or upstream of first electrical energy store 14. Compensating tank 62 can, for example, compensate for a temperature-related increase or decrease in volume of the working fluid in working fluid circuit 26.
  • a third (optional) mode of the working fluid circuit 26 the working fluid is pumped by the pump 50 through the electric auxiliary heater 60 , the first electric energy store 14 , the cooler 54 and the condenser 58 bypass.
  • the third mode can be used in particular in very hot ambient conditions where the ambient temperature is higher than the first target operating temperature.
  • the three-way valve 52 directs the working fluid only to the cooler 54. In the cooler 54, the working fluid is cooled.
  • the three-way valve 56 directs the working fluid only to the bypass of the capacitor 58.
  • the cooled working fluid can cool the first electrical energy store 14, so that the first electrical energy store 14 can maintain the first target operating temperature.
  • the heated working fluid of the working fluid circuit 26 is conveyed by the pump 50 to the cooler 54 for cooling down again.
  • Compressor 64 is located directly downstream from evaporator 44 which, in turn, is located directly downstream from evaporator 34 .
  • Compressor 64 is located directly upstream of condenser 58 .
  • the compressor 64 is designed to convey a gaseous working medium through the working medium circuit 26 .
  • a delivery rate of the compressor 64 and thus a flow through the working fluid circuit 28 can be adjustable, for example by adjusting a speed of the compressor 64.
  • a delivery rate of the compressor 64 can be adjusted by the control unit 19 of the heat transfer device 18.
  • the evaporators 34, 44 evaporate the working fluid at a low temperature and pressure level by supplying heat from the working fluid circuits 22 and 24 to cool the second energy store 16, the electric drive unit 16 and the power electronics 20.
  • the compressor 64 compresses the working fluid.
  • the working fluid In the condenser 58, the working fluid is cooled, condensed (and optionally supercooled) at a high temperature and pressure level (compared to the supply of heat by means of the evaporators 34, 44). In the process, heat is given off to the working medium circuit 26 for heating the first energy store 14 .
  • the liquid phase expands in the throttle 66, with partial evaporation taking place, preferably as an isenthalpic change of state.
  • the heat transfer device 18 enables the waste heat of the vehicle to be used particularly efficiently, since the evaporator 44 , which can use the waste heat from the electric drive unit 12 and the power electronics 20 , is also arranged downstream of the evaporator 34 . It can thus be ensured, for example, that the working medium in the working medium circuit 28 evaporates completely.
  • the heat transfer device 18 also makes it possible for the heat transfer not to be used or at least partially not used in special situations. There is namely the possibility of cooling the working fluid in the working fluid circuits 22, 24 via the coolers 36 and 46, respectively.
  • the three-way valves 32 or 42 can be adjusted accordingly by the control unit 19, depending on whether the waste heat is to be dissipated via the cooler 36 or 46 or via the working medium circuit 28 to the first electrical energy store 14 in the working medium circuit 26 target.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Sustainable Energy (AREA)
  • Sustainable Development (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne entre autres un dispositif (10) pour entraîner un véhicule à moteur, qui comprend un dispositif de transfert de chaleur (18), au moyen duquel un deuxième accumulateur d'énergie électrique (16) et/ou une unité d'entraînement électrique (12) sont couplés ou peuvent être couplés un premier accumulateur d'énergie électrique (14) afin de transférer de la chaleur, de préférence afin de chauffer le premier accumulateur d'énergie électrique (14) au moyen de la chaleur perdue du deuxième accumulateur d'énergie électrique (16) et/ou de l'unité d'entraînement électrique (12). La combinaison hybride des deux accumulateurs d'énergie électrique (14, 16) permet d'exploiter des synergies énergétiques grâce à une gestion thermique appropriée, afin de réaliser des économies sur l'apport d'énergie et, en fin de compte, d'augmenter ainsi l'autonomie du véhicule à moteur.
EP21847682.8A 2021-01-13 2021-12-23 Dispositif pour entraîner un véhicule à moteur et procédé associé Pending EP4278405A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021100489.6A DE102021100489A1 (de) 2021-01-13 2021-01-13 Vorrichtung zum Antreiben eines Kraftfahrzeugs und zugehöriges Verfahren
PCT/EP2021/087504 WO2022152545A1 (fr) 2021-01-13 2021-12-23 Dispositif pour entraîner un véhicule à moteur et procédé associé

Publications (1)

Publication Number Publication Date
EP4278405A1 true EP4278405A1 (fr) 2023-11-22

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Application Number Title Priority Date Filing Date
EP21847682.8A Pending EP4278405A1 (fr) 2021-01-13 2021-12-23 Dispositif pour entraîner un véhicule à moteur et procédé associé

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US (1) US20240059135A1 (fr)
EP (1) EP4278405A1 (fr)
CN (1) CN116802892A (fr)
DE (1) DE102021100489A1 (fr)
WO (1) WO2022152545A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022120410A1 (de) 2022-08-12 2024-02-15 Man Truck & Bus Se Kühlsystem zum Kühlen einer Leistungselektronik und/oder zur Kühlmitteltemperierung
DE102023110304A1 (de) 2023-04-24 2024-10-24 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Vorrichtung und Verfahren zum Temperieren einer ersten Batterieeinheit und einer zweiten Batterieeinheit

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011012723A1 (de) * 2011-02-02 2012-08-02 Linde Material Handling Gmbh Kühlsystem für eine mobile Arbeitsmaschine
US20140091748A1 (en) 2012-09-28 2014-04-03 Quantumscape Corporation Battery control systems
US9553346B2 (en) * 2013-02-09 2017-01-24 Quantumscape Corporation Battery system with selective thermal management
US10279676B2 (en) 2017-03-07 2019-05-07 Toyota Motor Engineering & Manufacturing North America, Inc. Hybrid vehicle with in wheel motor and rankine cycle system
DE102017219792A1 (de) * 2017-11-08 2019-05-09 Robert Bosch Gmbh Energiespeichersystem und Verfahren zum Betrieb des Energiespeichersystems
DE102018219824A1 (de) 2018-11-20 2020-05-20 Robert Bosch Gmbh Antriebssystem für ein Elektrofahrzeug, Verfahren zum Betreiben eines Antriebssystems und Elektrofahrzeug
KR20200127068A (ko) 2019-04-30 2020-11-10 현대자동차주식회사 차량용 열관리시스템

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DE102021100489A1 (de) 2022-07-14
CN116802892A (zh) 2023-09-22
WO2022152545A1 (fr) 2022-07-21
US20240059135A1 (en) 2024-02-22

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