US20120085512A1 - Vehicle cooling system - Google Patents

Vehicle cooling system Download PDF

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Publication number
US20120085512A1
US20120085512A1 US13/268,070 US201113268070A US2012085512A1 US 20120085512 A1 US20120085512 A1 US 20120085512A1 US 201113268070 A US201113268070 A US 201113268070A US 2012085512 A1 US2012085512 A1 US 2012085512A1
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US
United States
Prior art keywords
heat exchanger
coolant
refrigerant
heat
air
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.)
Abandoned
Application number
US13/268,070
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English (en)
Inventor
Marc Graaf
Florian Wieschollek
Christian Rebinger
Dirk Schroeder
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.)
Audi AG
Hanon Systems Corp
Original Assignee
Audi AG
Visteon Global Technologies Inc
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 Audi AG, Visteon Global Technologies Inc filed Critical Audi AG
Assigned to VISTEON GLOBAL TECHNOLOGIES, INC. reassignment VISTEON GLOBAL TECHNOLOGIES, INC. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: REBINGER, CHRISTIAN, SCHROEDER, DIRK, WIESCHOLLEK, FLORIAN, GRAAF, MARC
Publication of US20120085512A1 publication Critical patent/US20120085512A1/en
Assigned to HALLA VISTEON CLIMATE CONTROL CORPORATION reassignment HALLA VISTEON CLIMATE CONTROL CORPORATION ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: VISTEON GLOBAL TECHNOLOGIES, INC.
Assigned to HANON SYSTEMS reassignment HANON SYSTEMS CHANGE OF NAME (SEE DOCUMENT FOR DETAILS). Assignors: HALLA VISTEON CLIMATE CONTROL CORPORATION
Abandoned legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00492—Heating, cooling or ventilating [HVAC] devices comprising regenerative heating or cooling means, e.g. heat accumulators
    • B60H1/005—Regenerative cooling means, e.g. cold accumulators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
    • 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
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • 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
    • 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
    • H01M10/62—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
    • H01M10/65—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
    • 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
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H2001/00307—Component temperature regulation using a liquid flow
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/34—Cabin temperature
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/36—Temperature of vehicle components or parts
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the invention relates to a cooling system for cooling the battery of a vehicle, and, more particularly, to a cooling system for cooling the battery of an electric vehicle or hybrid vehicle using a coolant circuit.
  • the invention further relates to a method for operating the cooling system.
  • High-capacity batteries used in electric or hybrid vehicles are used to store electrical energy.
  • the energy is supplied to the battery by connecting the battery to a power supply source.
  • energy can also be recovered during the braking processes of the vehicle.
  • both the battery cells of the battery as well as other components of the electrical drive train such as the electric motor and the power electronics, heat up.
  • the battery should be operated at an optimal temperature, especially during discharging and charging. Any heat generated and liberated in the process must be dissipated, because an elevated operating temperature can result in very high thermal loading on the battery cells. Due to the limited temperature resistance of batteries, they must be actively cooled. Suitable media for cooling the battery and other electronic components of the drive train are the ambient air, the air of the vehicle interior, refrigerants and coolants. Water and/or glycol, for example, may be used as a coolant.
  • Cooling the battery will increase its lifespan and should be performed so that the temperature of the cooled battery varies only within a limited range.
  • the generated heat must be dissipated, and heat must be supplied to the cold battery if the ambient temperature is too low, for example, when starting the vehicle.
  • the lithium-ion batteries used in electric or hybrid vehicles have a narrow temperature range in which operation is possible. At low temperatures of the battery cells, particularly at temperatures up to 0° C., the electrical output of the battery must be reduced to prevent damaging the cells. The batteries also cannot be charged in a temperature range below 0° C.
  • a user could also withdraw cooling air from the air-conditioned vehicle interior and direct it to the battery.
  • the refrigerant circuit of the vehicle air-conditioning system When cooling the battery by way of refrigerant, the refrigerant circuit of the vehicle air-conditioning system must also be operated, even if the ambient conditions do not require air-conditioning of the vehicle interior, so that electrical energy is used to operate the compressor.
  • the power for delivering the coolant is significantly less than the required compressor power for operating the coolant circuit.
  • the coolant will dissipate the heat absorbed from the battery to the surroundings, which is only possible at ambient temperatures below 40° C. because the temperature of the battery should not exceed 40° C.
  • the coolant When the ambient air temperatures are above 40° C., the coolant is cooled to below the ambient temperature using the refrigerant circuit of the vehicle air-conditioning system.
  • the refrigerant/coolant heat exchanger is also referred to as a chiller and operates as an evaporator with respect to the refrigerant.
  • the refrigerant which largely includes a two-phase upon entering the evaporator, is evaporated and superheated, if necessary.
  • thermostatic expansion valve upstream of the chiller to control constant superheating at the outlet of the chiller.
  • a shut-off function is integrated in the thermostatic expansion valve for the operating state in which no refrigerating capacity is required at the chiller.
  • the shut-off function is implemented using a solenoid valve or a stepping motor valve.
  • the battery When the temperature of the battery exceeds an upper switching limit, the battery must be cooled.
  • the solenoid valve is opened and the refrigerating capacity adjusts “automatically” via the thermostatic expansion valve, cooling the battery.
  • the solenoid valve When dropping below a lower switching limit, the solenoid valve will close and the temperature of the battery slowly rises. Since the thermostatic expansion valve control is mechanical, the appropriate refrigerating capacity for cooling the battery cannot be provided, which reduces the efficiency of the battery cooling process.
  • the battery is cooled more than necessary and is therefore operated less efficiently. As the required cooling capacity increases, the electrical power generated for operating the battery cooling increases as well.
  • DE 10 2009 035 329 A1 describes a device and a method for operating a vehicle with a battery comprising a plurality of single cells.
  • a coolant which is delivered from a pump unit within the coolant circuit, flows through the housing of the battery.
  • the coolant circuit is thermally coupled to a refrigerant circuit by means of a heat exchanger.
  • the rotational speed of a compressor arranged in the refrigerant circuit varies.
  • the compressor is thermally coupled to the coolant circuit via the heat exchanger, which is designed as a chiller.
  • the chiller which can be hydraulically isolated from the refrigerant circuit by means of a shutoff valve, is operated in a pulse mode and/or intermittently.
  • the evaporator and the chiller can therefore be operated independently or simultaneously, but only at the same pressure level as the refrigerant.
  • DE 10 2007 012 893 A1 describes a cooling system for cooling batteries that are made up from storage cells.
  • the battery is housed within a battery case.
  • the cooling system has a coolant circuit with an air heat exchanger for the transfer of heat into the ambient air, a liquid cooler for the transfer of heat to a cooling liquid, preferably refrigerant in the refrigerant circuit of an air-conditioning system, and a three-way valve for switching between the two heat exchangers connected in parallel.
  • the external air heat exchanger with axial fans is closed via the three-way valve, and the liquid cooler directly connected to the air-conditioning system of the vehicle is enabled.
  • the cooling system has a coolant circuit with an air heat exchanger and a heat exchanger for transferring heat from the coolant to the refrigerant of the air-conditioning system of the vehicle.
  • the heat exchangers are connected in parallel and by a three-way valve. Accordingly, the flow can occur through both heat exchangers at the same time, and, depending upon the power to be dissipated from the coolant, one of the heat exchangers may be deactivated so that the flow only passes through as a bypass.
  • the demand for cooling capacity of the battery and of the heat exchanger connected to the battery is established by sensors that determine the temperatures of the battery and the surroundings.
  • the object of the present invention is to provide a system and a method for the combined cooling of the battery of a vehicle, in particular, an electric or hybrid vehicle, and the conditioning of the air supplied to the vehicle interior.
  • the cooling system must be designed such that a minimum amount of electrical energy must be generated for cooling the battery in order to maximize the efficiency of the drive system and the air-conditioning system of the vehicle.
  • the disclosure teaches that this is achieved using a cooling system for the combined cooling of the battery and the conditioning of the air supplied to the interior of a vehicle.
  • the cooling system has a coolant circuit with a pump device, a heat exchanger for transferring heat between a coolant and the battery, a heat exchanger for transferring heat between the coolant and the surroundings, and a heat exchanger for transferring heat between the coolant and a refrigerant recirculating in a refrigerant circuit of the vehicle air-conditioning system.
  • the heat exchanger for transferring heat between the coolant and the refrigerant is designed as an evaporator on the refrigerant side and is referred to hereafter as a chiller.
  • the coolant circuit is designed with two expansion elements.
  • the first expansion element is arranged directly upstream of the chiller, and the second expansion element is arranged directly downstream of the chiller, with regard to the direction of the refrigerant flow.
  • ‘Directly’ shall be understood to mean that the first expansion element and chiller as well as the chiller and second expansion element, follow each other in direct succession without, except for connecting lines, additional components of the refrigerant circuit being arranged in-between.
  • the chiller serving as the heat exchanger for transferring heat between the coolant and the refrigerant, represents a thermal coupling of the coolant circuit and the refrigerant circuit.
  • the refrigerant circuit is typically a component of an air-conditioning system for conditioning the incoming air supplied to a vehicle interior.
  • the refrigerant circuit comprises an additional heat exchanger designed as an air/refrigerant heat exchanger, which also operates as an evaporator of the refrigerant.
  • the closed refrigerant circuit also includes a refrigerant compressor, a condenser, and an expansion element that is associated with the air/refrigerant heat exchanger designed as an evaporator.
  • Consonant with the present invention a cooling system for cooling the battery of a vehicle that enables the battery to operate at optimal temperature, maximum efficiency and minimum battery power loss, minimum electrical power consumption, maximum efficiency of the overall system, and maximum operating range of the vehicle, has surprisingly been discovered.
  • a heat exchanger for transferring heat between a coolant and a refrigerant within a refrigerant circuit is connected in parallel to an air/refrigerant heat exchanger designed as an evaporator of the vehicle air-conditioning system.
  • a chiller is integrated upstream or downstream of the air/refrigerant heat exchanger of the vehicle air-conditioning system in series and/or as a series connection, rather than in parallel, and in the direction of refrigerant flow.
  • the expansion elements disposed around the chiller on the refrigerant side are typically adjustable expansion valves.
  • the refrigerant circuit on the chiller may be operated with a two-stage expansion, so that the temperature level of the heat transfer between the coolant and the refrigerant is adjustable independent of the temperature level of the heat transfer within the air/refrigerant heat exchanger.
  • the adjustable expansion valves are thermostatic expansion valves, which are typically designed so that they can be activated externally.
  • a further embodiment of the disclosure includes a fan associated with the heat exchanger for transferring heat between the coolant and the surroundings as an air/coolant heat exchanger.
  • the fan may be speed-controllable.
  • the mass flow of the ambient air across the heat transfer surfaces of the air/coolant heat exchanger is adjustable, so that the heat to be transferred from the coolant to the air can be varied.
  • the heat to be dissipated from the battery is transferred to a coolant in a heat exchanger, also referred to as a battery cooler.
  • the coolant re-circulated by a pump device within a closed coolant circuit is thermally coupled to a refrigerant via a heat exchanger, also referred to as a chiller.
  • the refrigerant in turn circulates within a closed refrigerant circuit.
  • the heat transferred from the battery to the coolant and then dissipated from the coolant is controlled based on the inlet temperature of the coolant in the heat exchanger/battery cooler and, the temperature of the ambient air.
  • the heat is transferred from the coolant in a heat exchanger to the ambient air and/or to the refrigerant in the chiller.
  • the chiller within the refrigerant circuit is operated as an evaporator with a first expansion element upstream, and a second expansion element downstream, with regard to the direction of the refrigerant flow.
  • an air/refrigerant heat exchanger which is integrated in the refrigerant circuit and also works as an evaporator is operated. Accordingly, the temperature level of the evaporation of the refrigerant in the chiller is controlled independent of the temperature level of the evaporation in the air/refrigerant heat exchanger.
  • the mass flow of the refrigerant through the chiller is adjusted by means of the expansion elements.
  • the air/refrigerant heat exchanger of the air conditioning system of the vehicle is designed as an evaporator for transferring heat between the coolant and the refrigerant and includes a first expansion element upstream, and a second expansion element downstream, with regard to the direction of refrigerant flow.
  • the first and second expansion elements are operated in a parallel connection with respect to each other in the refrigerant circuit.
  • the expansion valves which may be designed as controllable expansion valves, and, more particularly, as thermostatic expansion valves, are actuated externally.
  • the refrigerant Before flowing into the chiller, and, if required, after flowing out of the chiller, the refrigerant is decompressed.
  • the refrigerant circuit is operated with a two-stage expansion.
  • the intermediate pressure level of the refrigerant within the chiller which is generated by means of the two-stage expansion is adjusted to various temperature levels of the evaporation based on the cooling demand of the battery and the ambient temperature.
  • the intermediate pressure level is the pressure after the first expansion in the first expansion element, or, the pressure level within the chiller.
  • the temperature level of the heat transfer between the coolant and the refrigerant within the refrigerant/coolant heat exchanger can therefore be controlled independent of the evaporator of the vehicle air-conditioning system.
  • the heat to be dissipated from the battery is continuously controlled by the flow rate of the coolant through the battery cooler using an electrically driven pump device. With the aid of the coolant pump, the coolant is re-circulated in the coolant circuit.
  • the heat transferred to the coolant during the flow through the battery cooler is released to the ambient air in a heat exchanger at low ambient temperatures.
  • Low ambient temperatures are present at ambient air temperature values of up to 30° C.
  • the mass flow of ambient air conducted through the air/coolant heat exchanger is controlled by the rotational speed of a fan associated with the heat exchanger.
  • the chiller for transferring heat from the coolant to the refrigerant is deactivated. After exiting the air/coolant heat exchanger, the coolant flows either through a bypass around the chiller and/or no flow passes through the refrigerant side of the chiller. Under both control variants, no heat is transferred from the coolant to the refrigerant.
  • the heat to be dissipated from the coolant is transferred to the ambient air in the air/coolant heat exchanger and also to the refrigerant in the chiller and the chiller transferring the heat to the refrigerant is activated.
  • the coolant flows through the chiller, and not through the bypass around the chiller. At the same time, flow passes through the refrigerant side of the chiller.
  • the temperature level of the evaporation of the refrigerant in the chiller and the refrigerating capacity are controlled by varying the cross-sections of the upstream and downstream expansion valves.
  • the simultaneous and/or combined use of the chiller and air/coolant heat exchanger is typically operated at intermediate ambient air temperatures between 30° C. and 40° C.
  • the heat to be dissipated from the coolant is transferred to the refrigerant in the chiller.
  • High ambient temperatures are present at ambient air temperature values of 40° C. and above.
  • the temperature level of the evaporation of the refrigerant in the chiller and the refrigerating capacity are controlled by varying the cross-sections of the upstream and downstream expansion valves.
  • the air/coolant heat exchanger transferring heat to the ambient air is deactivated.
  • the fan of the heat exchanger is shut down, the air side of the heat exchanger is blocked off, or, depending on the configuration of the coolant circuit, the coolant is conducted around the heat exchanger through a bypass so that no coolant flows through the heat exchanger, and the air/coolant heat exchanger is shut off on the coolant side and/or hydraulically isolated from the coolant circuit. In both cases, no heat is transferred to the ambient air in the air/coolant heat exchanger.
  • ambient air flows around the air/refrigerant heat exchanger of the refrigerant circuit designed as an evaporator.
  • the ambient air is used as a heat source.
  • the temperature level of the evaporation of the refrigerant in the chiller and the refrigerating capacity are controlled by varying the cross-sections of the expansion valves as necessary for the coolant in the battery cooler.
  • the solution taught by the disclosure for continuously controlling the temperature of the battery enables operation of the battery at optimal temperature, maximum efficiency and minimum battery power loss, minimum electrical power consumption for conditioning the battery, maximum efficiency of the overall system and the drive system, and maximum operating range of the vehicle.
  • the coolant circuit is thermally coupled to the refrigerant circuit of the air-conditioning system and the refrigerant circuit is designed so that the vehicle interior is conditioned independently of the cooling of the battery because both systems may be operated at different temperature levels.
  • FIG. 1 shows a schematic drawing of a cooling system including a coolant circuit having air and/or refrigerant of a vehicle air-conditioning system as a heat sink;
  • FIG. 2 is a schematic drawing of a cooling system including a bypass around an air/coolant heat exchanger according to another embodiment.
  • FIG. 1 shows a cooling system 1 comprising a coolant circuit 3 , which is designed to cool and/or dissipate heat from a chemical energy storage device 2 .
  • a chemical energy storage device 2 which hereinafter is also referred to as a battery 2
  • the coolant circuit 3 has a pump device 13 for delivering the coolant.
  • a heat exchanger 5 is arranged downstream of the coolant pump, and is thermally coupled to the battery 2 . Accordingly, several types of heat transfer are conceivable.
  • the coolant flows directly through the interspaces formed between the battery cells and has direct contact with the surfaces of the battery cells.
  • the heat is transferred to the coolant via a contact surface of the housing of the battery 2 .
  • an additional heat exchanger 6 is arranged downstream of the battery cooler 5 , and dissipates the heat it absorbs from the battery cooler 5 to the surroundings, for example, the ambient air.
  • the heat exchanger 6 also referred to as a low-temperature cooler 6 or air/coolant heat exchanger 6 is designed with a fan 7 , which delivers an air mass flow through the heat exchanger 6 and/or across its surface.
  • the coolant flows to a junction 8 , at which the mass flow of the coolant is divided into a flow path 9 and a bypass 11 . Both the flow path 9 and the bypass 11 extend to a mouth point 12 , which is designed as a T-piece 12 .
  • the coolant flows from the mouth point 12 to the pump device 13 .
  • the coolant circuit 3 is closed.
  • the flow path 9 includes a heat exchanger 10 , through which coolant flows on one side and refrigerant of the air-conditioning system of the vehicle flows on the other side.
  • the coolant circuit 3 is thermally coupled to the refrigerant circuit 4 via the refrigerant/coolant heat exchanger 10 .
  • the refrigerant/coolant heat exchanger 10 which is operated as an evaporator 10 with respect to the refrigerant circuit 4 , the refrigerant is converted into the gaseous state and absorbs heat. Heat is withdrawn from the coolant and cooled.
  • the bypass 11 allows for the conducting of the coolant past the heat exchanger 10 , so that no heat transfer to the refrigerant occurs.
  • the junction 8 is designed as three-way valve and/or switching valve 8 .
  • the coolant can be conducted along the flow path 9 using the evaporator 10 , also referred to as the chiller 10 , so that the coolant circuit 3 is connected directly to the refrigerant circuit 4 .
  • the coolant can be conducted through the bypass 11 using the switching valve 8 , and thus around the evaporator 10 .
  • the mass flow of the coolant can alternatively also be divided at the junction 8 to form the flow path 9 and the bypass 11 .
  • the heat from the coolant is transferred to the refrigerant of the air-conditioning system of the vehicle in the chiller 10 .
  • the refrigerant circuit 4 includes conventional components (not shown) including a compressor, a heat exchanger for transferring heat to the surroundings, and an air/refrigerant heat exchanger 19 for conditioning the incoming air into the vehicle interior.
  • the chiller 10 is connected in parallel to the air/refrigerant heat exchanger 19 , which is designed as an evaporator 19 , for conditioning the incoming air.
  • the chiller 10 comprises two expansion elements 14 , 15 , which are designed as controllable expansion valves 14 , 15 and/or thermostatic expansion valves.
  • a first expansion valve 14 is arranged upstream and a second expansion valve 15 is arranged downstream of the evaporator 10 with regard to the refrigerant flow direction.
  • the coolant circuit 4 can be operated with a two-stage expansion at the chiller 10 by means of the expansion valves 14 , 15 and the expansion valves 14 , 15 can be actuated externally.
  • Various evaporating pressures and/or evaporating temperatures of the refrigerant in the chiller 10 are adjustable on the refrigerant side due to the ability to operate using intermediate pressure, or decompress to the intermediate pressure level in the first expansion valve 14 .
  • the temperature level of the heat absorption by the refrigerant can also be varied in steps.
  • the mass flow of the refrigerant through the chiller 10 may be adjusted with the aid of the adjustable expansion valves 14 , 15 .
  • the chiller 10 may be arranged in series upstream or downstream of the evaporator 19 in the refrigerant circuit 4 for conditioning the incoming air into the vehicle interior.
  • FIG. 2 shows the cooling system 1 from FIG. 1 with the expansion of bypass 18 around the low-temperature cooler 6 .
  • the bypass 18 which extends from a junction 16 to a mouth point 17 , allows the coolant to be conducted around the cooler 6 .
  • the junction 16 designed as a T-piece 16 , is arranged upstream of the heat exchanger 6 , and the mouth point 17 is arranged downstream of the heat exchanger 6 , with regard to the direction of the coolant flow.
  • the mass flow of the refrigerant is controlled by a switching valve 17 and/or a three-way valve 17 serving as the mouth point 17 .
  • the mass flow of the coolant is conducted, either entirely through the cooler 6 or through the bypass 18 around the low-temperature cooler 6 .
  • the inlet temperature of the coolant entering the battery 2 is controlled in different modes depending upon the ambient temperature.
  • the inlet temperature of the coolant into the battery 2 is controlled by means of the speed of the fan 7 conducting the mass flow of the ambient air across the low-temperature cooler 6 .
  • the coolant temperature is consequently controlled merely by means of the heat exchanger 6 .
  • the coolant after passing through the heat exchanger 6 , either flows through the bypass 11 around the chiller 10 , or the coolant side of the chiller 10 is deactivated. No coolant flows through the evaporator 10 , and the coolant releases no heat to the refrigerant in either of the two control variants of the switching valve 8 .
  • the heat exchanger 6 is operated with the fan 7 up to ambient air temperatures of 30° C. Only when the temperature of the air-cooled coolant exceeds a permissible temperature for cooling of the battery 2 will the heat exchanger 10 of the coolant circuit 4 be also operating.
  • the advantage of operating the low-temperature cooler 6 in the manner of exclusively cooling the coolant with air is in that the coolant circuit 4 , and therefore the air-conditioning system of the vehicle, will be taken into operation only at ambient air temperatures above approximately 30° C. The air-conditioning system of the vehicle therefore does not need to be operated continuously, and energy that can be used to drive the vehicle is saved, thus maximizing the operating range of the vehicle.
  • the temperature of the coolant entering the battery 2 , the evaporation temperature, and the refrigerating capacity in the chiller 10 are controlled by the speed of the fan 7 at the low-temperature cooler 6 .
  • the evaporation temperature and the refrigerating capacity are adjusted by means of the cross-sections of the expansion valves 14 , 15 .
  • the cooling system 1 is operated at medium ambient temperatures between 30° C. and 40° C., with simultaneous and/or combined use of the chiller 10 and low-temperature cooler 6 .
  • the temperature of the coolant entering the battery 2 is adjusted by varying the temperature level of the evaporation and the refrigerating capacity in the chiller 10 .
  • the heat to be dissipated from the coolant circuit 3 is transferred to the refrigerant in the refrigerant circuit 4 and is controlled on the refrigerant side.
  • the temperature level and/or the pressure level of the refrigerant in the evaporator 10 is adjusted by the cross-sections of the expansion valves 14 , 15 .
  • the fan 7 of the low-temperature cooler 6 is deactivated, so that no heat is transferred in the heat exchanger 6 .
  • the low-temperature cooler 6 is blocked on the air side and is not active.
  • the coolant can be conducted through the bypass 18 , so that no coolant flows through the low-temperature cooler 6 .
  • the low-temperature cooler 6 is blocked on the coolant side and is not active.
  • FIGS. 1 and 2 offer advantages for integrating the evaporator 10 in the refrigerant circuit 4 of the air-conditioning system, which is operated as an air heat pump. If the ambient temperatures are lower than the required temperature of the coolant in the coolant circuit 3 of the battery 2 , the evaporating temperature level in the evaporator 10 can be controlled independent of the temperature level in the parallel connected air/refrigerant heat exchanger 19 of the refrigerant circuit 4 , which is operated as an air heat pump by heat transfer with the ambient air.
  • the temperature level of the evaporation in the chiller 10 is controlled by the cross-sections of the expansion valves 14 , 15 .
  • the temperature level in the chiller 10 is controlled independent of the parallel connected evaporator 19 of the refrigerant circuit 4 .
  • the independent control of the pressure levels and/or of the temperature levels within the evaporator 10 , 19 in the refrigerant circuit 4 is made possible by the arrangement of two-stage expansion valves 14 , 15 .
  • the temperature level of the heat transfer between the coolant and the refrigerant of the air-conditioning system within the chiller 10 can be controlled independent of the air/refrigerant heat exchanger 19 of the air-conditioning system.
  • the above embodiments and operating modes are suitable for use with various refrigerants, which undergo a phase transition from liquid to gas on the low pressure side and absorb heat in the process. On the high pressure side, the refrigerant releases the absorbed heat again, by heat withdrawal and/or gas cooling, and subsequently condenses, for example, by supercooling, to a heat sink, such as the ambient air or air coming into the vehicle interior.
  • Suitable refrigerants are natural substances, for example, such as R744, as well as chemical substances, such as R134a, R152a, HFO-1234yf.

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  • Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Electrochemistry (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical & Material Sciences (AREA)
  • Power Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
US13/268,070 2010-10-07 2011-10-07 Vehicle cooling system Abandoned US20120085512A1 (en)

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Application Number Priority Date Filing Date Title
DE102010042122.7-45 2010-10-07
DE102010042122.7A DE102010042122B4 (de) 2010-10-07 2010-10-07 Kühlvorrichtung eines Fahrzeuges

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FR3076664A1 (fr) * 2018-01-10 2019-07-12 Valeo Systemes Thermiques Systeme de refroidissement d'au moins une batterie de vehicule automobile
WO2019138176A1 (fr) * 2018-01-10 2019-07-18 Valeo Systemes Thermiques Systeme de refroidissement d'au moins une batterie de vehicule automobile
CN108895691A (zh) * 2018-08-14 2018-11-27 中节能城市节能研究院有限公司 一种制冷过冷循环与蓄冷循环联合供能装置及方法
US11938783B2 (en) 2019-02-11 2024-03-26 Denso Corporation Refrigeration cycle device
US11721857B2 (en) 2019-03-20 2023-08-08 Hamilton Sundstrand Corporation Thermal regulation of batteries
US11749851B2 (en) * 2019-03-20 2023-09-05 Hamilton Sundstrand Corporation Thermal regulation of batteries
EP3753851A3 (en) * 2019-06-21 2021-03-03 Hamilton Sundstrand Corporation Thermal regulation of batteries
CN112758062A (zh) * 2019-11-01 2021-05-07 沃尔沃卡车集团 车辆的组合式冷却和水制动系统及冷却车辆的推进装置和水制动车辆的一对车轮的方法
CN112810394A (zh) * 2019-11-15 2021-05-18 现代自动车株式会社 车辆的热泵系统
SE544542C2 (en) * 2020-02-27 2022-07-12 Scania Cv Ab Thermal management system, Powertrain, Vehicle, and Method of Heating a battery in a vehicle
SE2050218A1 (en) * 2020-02-27 2021-08-28 Scania Cv Ab Thermal management system, Powertrain, Vehicle, and Method of Heating a battery in a vehicle
EP4147977A1 (en) * 2021-09-14 2023-03-15 Eaton Intelligent Power Limited Thermal management system with dual condensers
US20230079696A1 (en) * 2021-09-14 2023-03-16 Eaton Intelligent Power Limited Thermal management system with dual condensers
WO2024002383A1 (zh) * 2022-06-29 2024-01-04 常州博瑞电力自动化设备有限公司 浸没式储能电池热管理系统及消防控制方法

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DE102010042122A1 (de) 2012-04-12
CN102555732A (zh) 2012-07-11
JP5403766B2 (ja) 2014-01-29
CN102555732B (zh) 2016-07-06
DE102010042122B4 (de) 2019-02-28
JP2012083100A (ja) 2012-04-26

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