ES2747856B2 - METHOD AND REFRIGERATION EQUIPMENT FOR THE ULTRA-RAPID CHARGING OF BATTERIES OF HYBRID OR ELECTRIC PROPULSIVE SYSTEMS - Google Patents

Description

DESCRIPTION

REFRIGERATION METHOD AND EQUIPMENT FOR THE ULTRA-FAST CHARGING OF

BATTERIES OF HYBRID OR ELECTRIC PROPULSIVE SYSTEMS

OBJECT OF THE INVENTION

The present invention refers to a method and a refrigeration equipment intended to be used in the ultra-fast charging of batteries of hybrid or electric propulsion systems, mainly due to the large amount of heat energy that must be evacuated in a short period of time.

An object of the invention is to provide a method that allows the efficient cooling of a coolant circulating in a cooling circuit of a hybrid or electric propulsion system, in a cooling circuit of a supercharger or both.

A second object of the invention is to provide a refrigeration equipment that allows extracting a large amount of heat energy with an efficient cycle that minimizes energy losses, to be used in the cooling of batteries of a hybrid or electric propulsion system, in the cooling of a supercharger or both.

Another object of the present invention is to provide a device that allows batteries to be cooled during a charging process.

BACKGROUND OF THE INVENTION

In the automotive world, electric motors are one of the existing alternatives. Despite their long history, it has been recently when they are beginning to conquer a relevant market niche in the most developed countries. However, the two major disadvantages of these compared to alternative internal combustion engines (ICAM), which have traditionally been used massively, are: the low energy density of batteries compared to liquid fuel, about a hundred times less energy available for the same weight; and the time needed to replenish this energy.

In the case of MCIAs, the time to recharge about 50 liters of fuel in the vehicle is around 2 minutes, while in the case of batteries it can be about 12 hours (if the battery charge is slow) , between 3 and 6 hours (if the charge is fast) and between 10 and 60 minutes if the charging system and the battery itself allow ultra-fast charging.

In the latter case, the battery charge only reaches between 50% and 70% of its total capacity and, furthermore, the size and weight of the charging system are considerable and, therefore, it cannot be installed integrated into the vehicle since the increase in its weight would be unacceptable. For this reason, these charging systems are usually located outside the vehicle, generally in charging stations.

One of the limiting factors when carrying out ultra-fast charging in batteries is that, due to the amount of energy that is supplied in a limited period of time, it causes an increase in their temperature. This temperature drastically shortens the life of the batteries compared to the useful life they would have if the charge were always carried out slowly, with a controlled temperature. In addition, the temperature must be regulated to avoid the risk of fire from the batteries. In order to be able to use this recharging system without the danger of fire and without drastically affecting the useful life of the batteries, it is necessary to have a system that allows the battery temperature to be controlled and maintained below acceptable and safe thresholds.

Currently, the most common battery cooling systems are based on the use of a liquid cooling circuit that finally evacuates the heat extracted from the batteries to the vehicle's air conditioning circuit, based on organic cooling fluids, such as hydrocarbons. very long chains, with phase change, or to the ambient air in different possible ways, such as, for example, through large batteries of exchangers with forced ventilation.

The use of organic coolant fluid(s) with phase change or coolant vectors in liquid state has several drawbacks, four of which should be highlighted. First, they tend to be unfriendly to the environment as they have a high global warming potential (GWP). Second, due to the use of compressors and fans, they are usually noisy with the consequent discomfort on the part of the user.

Third, coupling and uncoupling pressurized fluid connections on the vehicle poses problems of air intake, air bleeding, fluid leaks, and user discomfort. And fourth, the thermal inertia, that is, the time it takes for the system to reach working temperatures, of these systems is very large due to the characteristics of the fluids used, which makes them unattractive for this application.

Document US2013029193A1 “Rapid charging electric vehicle and method and apparatus for rapid charging” has been located in the state of the art, which describes a system for blowing, with the vehicle fan, air towards the batteries or providing an external refrigerated fluid and liquid. However, this solution entails difficulties in the coupling system such as those mentioned above. Also, as it is connected to the vehicle's liquid cooling circuit, it can cause failures, such as air infiltration or damage to it. Finally, the document does not describe how the fluid used as a vector of cold is cooled.

Document US2014292260A1 “Electric battery rapid recharging system and method for military and other applications” describes the cooling of a battery with air, where the air is obtained from the Engine Cooling Unit (ECU). The ECU is the vehicle's cooling system that carries the battery charging system. However, no system dedicated to obtaining cold air is presented. It also interacts with the battery cooling when the vehicle is running, giving it the potential for failure and making battery design difficult.

Document US2013294890A1 "Reverse Brayton cycle with bladeless turbo compressor for automotive environmental cooling" refers to a passenger air conditioning system in a vehicle, where the energy needed to produce compression comes from exhaust gases from a combustion engine. Likewise, a regenerator is installed to temper the refrigerated air (cooled air) by reheating it with ambient air.

Document US2011239659A1 "Cooling for hybrid electric vehicle", refers to the cooling of the passenger compartment and presents for this purpose a vacuum inverse Brayton cycle (IVBC).

The document US2002043413A1 “Vehicle battery cooling apparatus”, reveals the additional use that can be made to cool batteries during their charge, of a conventional inverse Rankine cycle used for the air conditioning of the passengers of the vehicle, which has a power that is not compatible with the power dissipation needs of ultra-fast battery charging systems.

Document US2013086927A1 "Integrated air-cycle refrigeration and power generation system", discloses a non-vacuum reverse Brayton cycle with a regenerator, which uses the residual thermal energy of an engine for its operation. Likewise, the residual energy of the inverse Brayton cycle is dissipated into the environment in a gas-gas exchanger.

DESCRIPTION OF THE INVENTION

The invention relates to a cooling method intended to reduce the temperature of a cooling liquid that circulates through a cooling circuit that surrounds batteries and electronic components of hybrid or electric propulsion systems of a vehicle, and/or a cooling circuit of a supercharger, by means of a refrigeration equipment.

The vehicle therefore comprises an electric or hybrid propulsion system, which, in turn, comprises batteries and other electronic components and a charging port. A refrigeration circuit circulates around the batteries and electronic components, which, when the batteries are in operation or in the process of charging, allows them to be cooled.

The charging port allows the vehicle to be connected to a supercharger, which comprises a set of electronic components. The supercharger may also have a cooling circuit.

The equipment of the invention is intended to be connected to one or both of the cooling circuits, of the vehicle or of the supercharger, through a heat exchanger mounted on one or both of the cooling circuits. Thus, the refrigerant liquid that circulates through one or both refrigeration circuits is cooled in the heat exchanger by the equipment of the invention.

The equipment of the invention makes it possible to provide a low-temperature fluid to cool the coolant in a fast and adaptable manner, since it allows a wide range of temperatures to be obtained without the need to modify the number of components of the equipment or its size. In addition, the equipment of the invention is practically independent of environmental conditions, being able to operate in a wide variety of environmental conditions.

The coolant liquid can circulate through a cooling circuit that surrounds the batteries and electronic components of an electric or hybrid propulsion system, while the equipment of the invention cools said coolant liquid, without the need to extract the coolant liquid from the system's cooling circuit. electric or hybrid propulsion. The method of the invention, in this case, is intended to cool the batteries during their charging. In this case, the cooling circuit is equipped with at least one impulsion pump to move the cooling liquid and a heat exchanger on board the vehicle, which will allow the exchange of heat energy between said cooling liquid and the working fluid.

Likewise, the coolant liquid can circulate through a cooling circuit that extends inside a supercharger, and allows it to be cooled during the process of charging the batteries of a vehicle with a hybrid or electric propulsion system. The supercharger cooling circuit is also equipped with at least one delivery pump to move the coolant and a heat exchanger, which will allow the exchange of heat energy between said coolant and the working fluid.

The cooling method of the invention makes use of an air stream as the working fluid. The air is obtained at atmospheric pressure and temperature, and will go through multiple stages in order to reduce its temperature efficiently and, subsequently, collect heat energy from the refrigerant liquid in the refrigeration circuit, cooling it. The low thermal inertia of the air makes it possible to reduce the time required for the equipment to reach working conditions and to start cooling the cooling liquid. Also, the use of air reduces the cost of leakage losses, facilitates clean and easy connection and disconnection, and avoids the use of other refrigerant fluids that can be polluting, corrosive or even toxic; all this in a circuit that at some point will be open to the atmosphere.

The air stream first passes through a compression stage in a first mechanical compressor, preferably driven by an electric motor, to increase the pressure of the stream. This increase in pressure leads to an increase in the temperature of the air stream.

Subsequently, the air stream is cooled in a regeneration stage.

The method of the invention also comprises an expansion stage that further reduces the temperature of the air stream by means of its expansion, reducing the pressure of the air stream and extracting, thanks to this pressure reduction, mechanical energy. that is supplied to the compression stage in order to make it more efficient. The temperature reduction through the expansion of the air current allows lower temperatures to be reached almost instantaneously, avoiding the thermal inertia that occurs in the heat transfer processes in a conventional heat exchanger, which require more time.

Next, the air current, whose temperature has already been reduced in the regeneration and expansion stages, is put into thermal contact by means of an air-refrigerant heat exchanger, with the refrigerant liquid of the refrigeration circuit, so that said cooling liquid transfers heat energy to the air current. The heat exchanger can be incorporated in the propulsion system cooling circuit and/or in the supercharger cooling circuit. The air stream therefore increases in temperature, although the temperature of the stream will be lower than the temperature of the stream after the regeneration step.

The air current that has been used to cool the refrigerant liquid of the refrigeration circuit in the refrigeration stage passes to the regeneration stage, where it is used to reduce the temperature of the air current that leaves the compression stage. Thus, there is a transfer of heat energy between the same air stream, but in two different stages of the cycle, on the one hand, the air stream that leaves the compression stage gives up heat energy while the air stream that leaves from the cooling stage it receives said heat energy.

Preferably, the air stream used by the refrigeration equipment has low humidity, since excessive humidity can lead to water condensation by lowering the temperature of the air stream, which would lead to efficiency losses. energy, and even corrosion problems. For this reason, the method of the invention may comprise, prior to the compression stage, a drying stage, to reduce the humidity of the ambient air stream. The drying stage can preferably be carried out by using a filter dryer, which, among others, can be made of silica gel.

On the other hand, after the expansion stage, the air current can be recirculated, preferably by means of a 3-way valve without going through the heat exchanger to return to the regeneration and compression stage, starting again the cycle described in the method of the invention. This makes it possible to keep the air and the rest of the components used in the invention tempered at the working temperature between a first use and a subsequent use of the installation. In the event that the drying stage is also included, the recirculation of the air current avoids the need to reduce the humidity of the air current again, which only has to be done in the case of introducing ambient air again, if there were air losses due to leaks.

Preferably, the compression and expansion stages are carried out by means of turbomachines, which can be compressors, for compression, and turbines, for expansion. The use of turbomachines, instead of volumetric machines; such as: piston, vane or screw compressors; It provides a high specific power and a very low mechanical inertia. So the regulation of the system is faster and the time required for the equipment to reach stable working conditions is reduced. Likewise, the cooling and regeneration stages are preferably carried out by means of heat exchangers, which can be: plate, shell-tube or cross-flow, among others.

The compression stage can preferably be carried out in stages, instead of using a single stage. Thus, a more pronounced pressure increase can be caused with high efficiency. Likewise, between each phase of the compression stage, a cooling phase can be included, intended to reduce the temperature of the air stream leaving the compression stage, also increasing the efficiency of the compression process.

The cooling phases can preferably be carried out by means of a cooler, that is, a heat exchanger that allows heat transfer between the air current and a cooling fluid, which preferably has a very low global warming potential (GWP). especially ammonia or carbon dioxide. Each of the cooling phases extracts a certain amount of heat energy from the air current.

The chillers, on the other hand, can function as the heat recoverers and evaporators of an ejection cycle that makes use of a low GWP refrigerant fluid. The ejection cycle is included instead of a volumetric compressor cycle and comprises: an ejector, which is responsible for increasing the pressure of the refrigerant fluid, with low GWP, in the gas state; a bomb; a condenser and also makes use of coolers, making the process more efficient.

The invention also refers to the refrigeration equipment for the ultra-fast charging of batteries of electric or hybrid propulsion systems intended to cool a refrigerant liquid that circulates in a refrigeration circuit.

The refrigeration equipment of the invention makes use of a current of ambient air as the working fluid. The equipment comprises a first compressor, which is driven by means of an electrical current, preferably from the supercharger to which the propulsive system is connected. The first compressor absorbs the ambient air current, which is introduced into the refrigeration equipment through an inlet with an ambient pressure, which is increased by the effect of the action of the compressor on the air current.

The compression of the air by the compressor also causes an increase in the temperature of the air stream passing through the compressor. The air stream introduced by the compressor into the equipment may contain excessive humidity, which can lead to water condensation by lowering the temperature of the air stream, resulting in energy efficiency losses. For this reason, at the entrance of the equipment, before the first compressor, it is possible to place, preferably, a filter drier, intended to reduce the humidity of the air stream. This filter drier may preferably be made of silica gel.

In order to increase the efficiency of the equipment, it can also comprise a set of compressors and a set of coolers, interspersed with the compressors, so that the compression of the air stream is not carried out in a single phase, but in multiple phases. compression and cooling.

Thus, once the air current has been compressed, its pressure has been increased, due to the action of the first compressor, the air current can pass through a first cooler, which reduces the temperature of the air current, extracting a quantity of heat determined by heat transfer with a cooling fluid, which preferably has a very low global warming potential (GWP).

Once the air stream has passed through the first cooler, it can pass to a second compression stage, in which a second compressor increases the pressure of the air stream again. Likewise, the increase in pressure in the second compressor is associated with an increase in temperature in the air stream due to the thermodynamic compression process and its associated losses, which will determine its efficiency.

The air stream could then pass through a variable set of coolers and compressors that increase the pressure of the air stream in an efficient way. Preferably, use is made of two compressors with two coolers interspersed between them.

The equipment of the invention may also comprise an ejection cycle, connected to the coolers.

The ejection cycle makes use of a low-GWP refrigerant fluid at high pressure and comprises a pump designed to direct a primary flow of refrigerant fluid towards the first cooler, which acts as heat recovery for the ejection cycle, and a check valve. lamination, intended to direct a secondary flow of refrigerant fluid towards the second cooler, which acts as an evaporator for the ejection cycle.

The ejection cycle also comprises an ejector, comprising a nozzle, through which the primary flow of cooling fluid is introduced that is accelerated, an intake that absorbs the secondary flow of cooling fluid due to the depression of the primary flow that has been accelerated at the nozzle, the primary and secondary flow of cooling fluid mixing into a low GWP cooling fluid stream, and a diffuser increasing the pressure of the cooling fluid stream.

Likewise, the ejection cycle also comprises a condenser that reduces the temperature of the coolant fluid stream so that it changes from the gaseous phase to the liquid phase.

In addition, the ejection cycle comprises a flow divider, intended to divide the cooling fluid current, and direct the primary flow of cooling fluid towards the pump and the secondary flow of cooling fluid towards the lamination valve, restarting the cycle ejection. Preferably, the flow divider consists of a fork in a conduit containing the coolant fluid stream, so that a first part of said stream forms the primary coolant fluid flow and a second part of said stream forms the secondary fluid flow. refrigerant.

After reaching the last of the compressors or coolers, the air stream passes to a regenerator, ie a heat exchanger, designed to reduce the temperature of the air stream.

Subsequently, the air current passes through a turbine designed to produce an expansion of the air current, thanks to which the temperature and pressure of the air current are reduced. Preferably, the turbine is mechanically connected to one of the compressors in order to transmit the rotary kinetic energy generated in the turbine shaft to said compressor and thus reduce external energy consumption, the compressor and turbine forming a turbogroup.

Next, a heat exchanger is placed, in which the air stream comes into thermal contact with the coolant of the vehicle and/or the supercharger, and collects heat energy from said coolant. In this way, the refrigerant liquid is cooled and the air current increases its temperature.

The air stream then returns to the regenerator, where it receives heat energy, thereby cooling the air stream leaving the last of the compressors or chillers.

Preferably, the expansion ratio of the turbine is 3 or greater, in order to produce a high reduction in the temperature of the air stream, which preferably is 125 degrees Celsius below 0.

The equipment may also include a 3-way valve located just behind the turbine, so that when it is activated, it redirects the air coming out of the turbine directly to the regenerator without previously passing through the heat exchanger. This valve allows the circulation of the air current to be maintained through the equipment even when the coolant of the vehicle's electrical equipment and/or of the supercharger itself is not being cooled. This maintains the temperature of the air stream for when the coolant needs to be cooled again, rather than reconditioning the ambient air.

Likewise, the turbomachines that comprise the equipment can work intermittently to consume less energy, acting on the air current only when necessary.

The equipment of the invention allows air to be generated at a very low temperature, to continuously cool the refrigerant liquid of the refrigeration circuit. In a state of ultra-fast charge of the battery, the amount of heat to be evacuated is very large, so the power of the equipment must be in accordance with these needs. The equipment of the invention allows a very high cooling power to be obtained without the need to increase the size of the equipment.

In the event that the coolant circulating in the vehicle's cooling circuit is cooled, said circuit may comprise two sets of pipes each connected to a coolant delivery pump. One will be activated when the vehicle is circulating and the batteries are in operation, supplying energy to the electric motor, and the other, with greater cooling capacity, will be activated when the vehicle is parked in battery recharging mode.

DESCRIPTION OF THE DRAWINGS

To complement the description that is being made and in order to help a better understanding of the characteristics of the invention, according to a preferred example of its practical embodiment, a set of drawings is attached as an integral part of said description. where, by way of illustration and not limitation, the following has been represented:

Figure 1 Shows a schematic view of an embodiment of the refrigeration equipment of the invention.

Figure 2.- Shows a diagram of the inverse Brayton cycle that represents the stages of a preferred embodiment of the method of the invention.

Figure 3.- Shows a diagram of the ejection cycle that represents the stages of a preferred embodiment of the method of the invention.

PREFERRED EMBODIMENT OF THE INVENTION

The present invention relates to a cooling method and equipment, which makes use of a current of ambient air as a working fluid, intended to cool a cooling liquid that circulates in a cooling circuit (109) of a vehicle and/or of a supercharger.

Figure 1 shows a preferred embodiment of the cooling equipment of the invention, in which an inverse Brayton cycle is used to cool the coolant that circulates through a cooling circuit that surrounds the batteries and electronic components of an electric propulsive system. or hybrid embedded in a vehicle. The equipment of figure 1 comprises a first compressor (100), which is preferably driven by a first electric motor, powered by an electric current. The first compressor (100) absorbs the current of ambient air, which is introduced into the refrigeration equipment, and the pressure of said air current is increased due to the action of the first compressor (100). The compression of the air by the first compressor (100) also causes an increase in the temperature of the air stream.

Once the air stream has been compressed, the air stream passes through a first cooler (103), which reduces the temperature of the air stream, extracting a certain amount of heat by heat transfer with a cooling fluid, in this case carbon dioxide.

Once the air stream has passed through the first cooler (103), it passes to a second compression stage, in which a second compressor (101), driven by a turbine (106), which forms a turbogroup with the second compressor (101), the pressure of the air stream increases again. Likewise, the increase in pressure in the second compressor (101) is associated with an increase in temperature in the air stream, for which a second cooler (104) is arranged, similar to the first cooler (103), intended to reduce the temperature of the air stream.

The first (103) and the second cooler (104) are connected with an ejection circuit. The ejection circuit makes use of a low global warming potential (GWP) refrigerant fluid, to which an ejection cycle is applied. The cooling fluid from the ejection cycle is divided into a primary flow of cooling fluid and a secondary flow of cooling fluid.

The primary flow of refrigerant fluid is directed towards a pump (112), which increases its pressure, then passes through the first cooler (103) that functions as a heat recovery unit for the ejection cycle, where the thermal energy of the primary flow increases of refrigerant fluid, which passes into a gaseous state. This gas then circulates through the ejector (102).

On the other hand, the secondary flow of cooling fluid is directed to a lamination valve (111). Next, it passes through the second cooler (104), which functions as an evaporator for the ejection cycle, where the thermal energy of the secondary flow of refrigerant fluid increases isobarically, which passes into a gaseous state and continues towards the ejector (102). .

In the ejector (102), the primary flow of cooling fluid passes through a nozzle, is accelerated by increasing its speed and reducing its pressure, and mixes with the secondary flow of cooling fluid that is sucked due to the depression of the main flow, forcing the mixing of the primary and secondary flows in a low GWP cooling fluid stream.

The coolant fluid stream passes through a diffuser to increase the pressure of the coolant fluid stream, and is directed towards a condenser (108), which isobarically reduces the thermal energy of the coolant fluid stream so that it changes phase gas to liquid phase. The cooling fluid stream is then directed to a fork where it splits into the primary flow and secondary fluid flow, restarting the ejection cycle.

In a regenerator (105) the air stream leaving the second cooler (104) dissipates heat energy. The air current leaving the regenerator (105) has a much lower temperature, which is further reduced by the expansion carried out by a turbine (106) placed after the regenerator (105). The turbine (106) of the invention extracts energy from the current in the form of mechanical energy in the turbine shaft (106), and transmits said energy to the second compressor (101), so that it is not necessary to provide external energy to move said compressor.

The air that comes out of the turbine (106) is used to cool the refrigerant liquid that circulates through the cooling circuit (109) of the vehicle, by means of a heat exchanger (107), on board said vehicle. Thus, the cooling liquid transfers heat energy to the air current, which increases its temperature. The air stream then passes through the regenerator (105) again, where it absorbs the heat energy given off by the air stream leaving the second cooler (104).

Finally, the air stream is recirculated back to the first compressor

⁽ 100 ^).

Figure 1 also shows that just behind the turbine (106) a three-way valve (113) is placed which directs the flow in two possible configurations. A first configuration in which the equipment of the invention is connected to the cooling circuit (109) of the vehicle through the heat exchanger (107). And a second configuration, in which the equipment of the invention is not connected to the battery cooling circuit, rather, in this case, the valve (113) is configured so that the air current coming out of the turbine (106) is not directed towards the heat exchanger (107), but goes directly to the regenerator (105), skipping said heat exchanger (107).

The second configuration allows maintaining a low-temperature air current with low electrical energy consumption, instead of having to re-regulate the temperature of the ambient air and the rest of the equipment of the invention when it is connected to the heat exchanger ( 107) of the cooling circuit (109) of some batteries (110) and returns to the first configuration.

Figure 2 shows the diagram of the inverse Brayton cycle of the equipment shown in Figure 1, where the entropy is represented on the abscissa axis and the temperature is represented on the ordinate axis. The cycle diagram further represents a preferred embodiment of the method of the invention.

Point 1 represents the thermodynamic state of the air that enters the equipment absorbed by the first compressor (100), before entering the compression stage of the method of the invention, which in the case shown in Figure 2 is a compression by phases with intercalated cooling phases. The action of the first compressor (100) on the air current is shown on the line that joins point 1 with point 2, so that the compressor increases the temperature, in the case of the figure from 20 degrees Celsius to 160 degrees Celsius, and the entropy of the air stream increases. The increase in temperature of the air stream is due to process losses and the thermodynamics of the pressure increase process, in this case from 1 bar to 2.7 bar. Said compression implies the need to introduce energy into the equipment, which in this case is preferably obtained from an electric motor.

Between point 2 and point 3, shown in Figure 2, the action of the first cooler (103) is reflected, which implies a decrease in the entropy and temperature of the air stream at constant pressure, in this case from 160 degrees centigrade to 60 degrees centigrade. Between points 3 and 4, the second compression phase is produced by the second compressor (101), whose action on the fluid is similar to that of the first compressor (100), but raising the pressure to a higher level, in this case at 3 bar, leaving the temperature around 85 degrees centigrade. The second cooler (104) repeats the same action as the first cooler (103) and reduces the temperature of the air stream, in this case from 85 degrees centigrade at point 4 to 30 degrees centigrade at point 5. So the overall effect of the compression and cooling phases of the compression stage is an increase in pressure from 1 bar to 3 bar with an increase in temperature of 20 to 30 degrees centigrade, which is reached at point 5 in Figure 2.

Then, the air current goes to the regeneration stage, where by means of the regenerator (105) it is cooled at constant pressure from 30 degrees centigrade to about 100 degrees centigrade below zero, producing in this process a decrease in entropy, just as It is shown at point 6 in figure 2.

Next, the air stream goes to the expansion stage, where the turbine (106) expands the air stream by reducing the pressure with a high coefficient of expansion, in this case 3, and extracting mechanical energy in the form of rotation of the axis of the turbine (106). In addition, the expansion of the air current also produces a decrease in temperature, in this case from 100 degrees Celsius below zero to 125 degrees Celsius below zero, at point 7 in Figure 2.

Next, the air stream passes through the heat exchanger (107) where it receives heat energy from the coolant that circulates through the cooling circuit (109) of the batteries (110), until it reaches 110 degrees Celsius below zero in the point 8 of figure 2.

Then, the air stream passes through the regenerator (105) again, to receive the heat energy released by the air stream that leaves the second cooler (104). In this process, the temperature of the air current increases, until it reaches 20 degrees Celsius again at point 1 of figure 2, at constant pressure, increasing the entropy.

Figure 3 shows the diagram of the ejection cycle in which the pressure of the cooling fluid is represented on the ordinate and the enthalpy on the abscissa. The working pressure and temperature data presented below have been obtained for the ejection cycle working with R1234yf, which is a state-of-the-art working fluid with low environmental impact. However, these values could change depending on the working fluid used. At point E in Figure 3, the coolant fluid stream splits into a primary coolant fluid flow and a secondary coolant fluid flow. coolant fluid. The primary flow passes through a pump (112), which drives it and increases its pressure until it reaches 27.7 bar at point F in Figure 3.

Next, the primary flow passes to the first air cooler (103), which is the heat recovery unit of the ejection cycle, where its temperature increases at constant pressure and it passes into a gaseous state, reaching 1100C at point G in figure 3. The primary flow is then introduced into the ejector (102).

For its part, the secondary flow passes through a lamination valve (111), where a pressure loss occurs that causes the secondary flow of refrigerant fluid to reach a pressure of 3.5 bar at point A in Figure 3.

Next, the secondary flow passes through the second cooler (104), which is the evaporator of the ejection cycle, so that its thermal energy increases at constant pressure and it passes into a gaseous state at point B in Figure 3. After which , the secondary flow is introduced into the ejector (102).

Inside the ejector (102), the primary flow passes through a nozzle, increasing its speed and decreasing its pressure to point C in Figure 3. For its part, the secondary flow is sucked into the interior of the ejector ( 102), due to the depression caused by the primary flow at the nozzle outlet, so that at point C in figure 3 the primary and secondary flows are mixed, again forming a single stream of cooling fluid. This current of refrigerant fluid passes through a diffuser, increasing its pressure until it reaches 8.3 bar at point D in figure 3.

After leaving the ejector (102), the cooling fluid current passes through a condenser (108), which reduces the thermal energy of said cooling fluid current at constant pressure to 320C, passing the cooling fluid current to a liquid state and returning to point E of figure 3.

Claims (11)

1. Cooling method for ultra-fast charging of batteries of electric or hybrid propulsion systems intended to cool a coolant that circulates through a cooling circuit (109) that surrounds batteries (110) and electronic components of a vehicle with a system electric or hybrid propulsive, and/or by a cooling circuit of a supercharger for the batteries of the propulsive system, which makes use of an ambient air current as working fluid and which comprises the steps of: a. compression, to increase the pressure of the air stream, b. expansion, to reduce the temperature of the previously compressed air current, at the same time that mechanical energy is obtained by reducing the pressure of said air current, c. refrigeration, to allow an exchange of heat energy between the air current that leaves the expansion stage, and the refrigerant liquid of the refrigeration circuit (109), d. regeneration, to allow an exchange of heat energy between the air stream leaving the compression stage and the one leaving the refrigeration stage, increasing the temperature of the air stream leaving the refrigeration stage and reducing the temperature of the stream leaving the compression stage. 2. Cooling method according to claim 1, where the compression stage is carried out in phases, alternating a compression phase with a cooling phase of the working air, in which one or more coolers extract heat from the cooling current. air. Cooling method according to claim 2, wherein the cooling phase comprises the use of at least two coolers (103, 104) connected to an ejection circuit, in which the coolers function as heat recovery or evaporator. 4. Cooling method according to claim 3, wherein the first (103) and the second cooler (104) work with a selected cooling liquid among those with the lowest global warming potential (GWP), such as ammonia or carbon dioxide. 5. Method according to claim 1, wherein the expansion stage comprises the use of a turbine (106) with a pressure ratio of 3 or greater than 3. 6. Method according to claim 1, wherein the air temperature after the expansion stage is around 125 degrees Celsius below 0. 7. Method according to claim 1, wherein the compression stage is carried out by means of at least one compressor (100, 101) that works intermittently to consume less energy. 8. Refrigeration equipment for ultra-fast battery charging of electric or hybrid propulsion systems intended to cool a coolant that circulates through a cooling circuit (109) that surrounds batteries (110) and electronic components of a vehicle with a system electric or hybrid propulsive, and/or by a cooling circuit of a supercharger for the batteries of the propulsive system, which makes use of a current of ambient air as working fluid and comprises: - at least one first compressor (100), configured to absorb ambient air and increase its pressure, producing a stream of compressed air, - a regenerator (105), connected to the first compressor (100), to receive the compressed air stream, - a turbine (106), connected to the regenerator (105), to receive the air current from the regenerator and produce an expansion thereof, - a heat exchanger (107), connected to the turbine (106), to the cooling circuit (109) and to the regenerator, to receive the air current expanded in the turbine (106), allowing heat transfer between the refrigerant liquid of the refrigeration circuit (109) and said expanded air current and, then, deliver the air current to the regenerator (105), which recirculates it towards the first compressor (100), where the regenerator receives the compressed air current from the first compressor, to reduce its temperature, and the air current from the exchanger of heat, to heat it, through the exchange of heat between both, and where the equipment also includes: - a first cooler (103), connected to the first compressor (100) and intended to reduce the temperature of the air stream compressed by the first compressor (100), - at least one second compressor (101), configured to absorb air from the first cooler (103) and increase its pressure, and - at least one second cooler (104), connected to the second compressor (101) and to the regenerator, to reduce the temperature of the air stream compressed by the second compressor (101) and deliver it to the regenerator, where the turbine (106) is mechanically connected to the second compressor (102), so as to transfer mechanical energy thereto; and where the equipment further comprises an ejection cycle comprising: - a pump, intended to direct a primary flow of refrigerant fluid in liquid state towards the first cooler, to receive heat energy from the air current, so that it passes into a gaseous state, - a lamination valve, intended to direct a secondary flow of refrigerant fluid towards the second cooler, to receive heat energy from the air current, so that it passes into a gaseous state, - an ejector, comprising a nozzle, receiving the primary flow from the first cooler and accelerating said primary flow to the mixing zone; an intake, connected to the second cooler to receive the secondary flow, which is sucked towards the mixing zone of the ejector due to the depression of the main flow, mixing the primary and secondary flow of refrigerant fluid in a single stream of refrigerant fluid; and a diffuser that decelerates and increases the pressure of the cooling fluid current at the outlet of the ejector, - a condenser (107) that reduces the temperature of the coolant fluid stream so that it changes from gas phase to liquid phase, and a flow divider, intended to divide the condensed coolant fluid stream, directing the primary flow towards the pump and the secondary flow to the lamination valve. 9. Equipment according to claim 8, further comprising a drying filter, adapted to reduce the humidity of the ambient air absorbed by the first compressor (100), and connected to the first compressor (100) to supply a stream of dry air thereto. 10. Equipment according to claim 9, where the dryer filter is made of silica gel. 11. Equipment according to claim 8, further comprising a 3-way valve (113) connected to the turbine (106), so that when activated it redirects the air coming out of the turbine (106) directly to the regenerator (105). ) without previously passing through the heat exchanger (107).