EP4416787A2 - Procédé pour refroidir une batterie d'un véhicule automobile, système de refroidissement et véhicule automobile - Google Patents

Procédé pour refroidir une batterie d'un véhicule automobile, système de refroidissement et véhicule automobile

Info

Publication number
EP4416787A2
EP4416787A2 EP22799890.3A EP22799890A EP4416787A2 EP 4416787 A2 EP4416787 A2 EP 4416787A2 EP 22799890 A EP22799890 A EP 22799890A EP 4416787 A2 EP4416787 A2 EP 4416787A2
Authority
EP
European Patent Office
Prior art keywords
cooling
coolant
cooling circuit
battery
fault
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
EP22799890.3A
Other languages
German (de)
English (en)
Inventor
Tammo Grundmann
Carsten Lorenz
Paul Schneider
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
Original Assignee
Audi AG
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 filed Critical Audi AG
Publication of EP4416787A2 publication Critical patent/EP4416787A2/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
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • 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
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • 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
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • B60R16/033—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for characterised by the use of electrical cells or batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/08—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for fluid
    • 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
    • H01M10/617—Types of temperature control for achieving uniformity or desired distribution of temperature
    • 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
    • H01M10/633—Control systems characterised by algorithms, flow charts, software details or the like
    • 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
    • H01M10/65—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
    • H01M10/6567—Liquids
    • H01M10/6568—Liquids characterised by flow circuits, e.g. loops, located externally to the cells or cell casings
    • 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
    • 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
    • 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
    • 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

Definitions

  • the invention relates to a method for cooling a battery of a motor vehicle, which comprises a plurality of battery cells, by means of a cooling device through which a coolant can flow, as part of at least one cooling circuit through which the coolant can flow, which comprises at least one coolant pump which, in an active state, in the at least one cooling circuit existing coolant circulates in the cooling circuit. Furthermore, the invention also relates to a cooling arrangement and a motor vehicle.
  • a cooling device can be designed, for example, as a cooling floor on which the battery cells of the high-voltage battery or the battery modules are arranged.
  • a cooling device is also often embodied as a metallic cooling plate, which includes cooling channels through which the coolant can flow.
  • the battery cells or the battery modules can also be connected to this cooling plate via, for example, a thermally conductive paste or an adhesive with good thermal conductivity. If there is a so-called thermal runaway, i.e. a thermal runaway, of a battery cell, this battery cell heats up very strongly.
  • the cells are also coupled to one another in other ways. For example, these are electrically connected to one another via cell connectors, so that a very good thermally conductive path between the cell poles of adjacent cells is also provided via these cell connectors.
  • the cells are also thermally coupled to one another via the metallic cooling plate described above.
  • DE 10 2016 200 368 A1 describes a battery system with a battery module and a coolant circulation system with at least one coolant tank and a coolant line that is partially routed through the battery module, the coolant line having an emergency opening in the battery module that is closed by an actuating element which is designed as a pressure-sensitive actuator that opens at a pressure greater than a threshold and releases the emergency opening.
  • the coolant tank has a connection for an extinguishing agent hose or an interface for attaching a connection for an extinguishing agent hose. If an extinguishing agent hose is connected to the connection and extinguishing agent is filled in, this leads to an increased pressure in the coolant circulation system, which opens the emergency opening in the battery module and allows the coolant to flow into the battery module.
  • DE 20 2007 011 578 U1 describes an air conditioning system and an energy storage device, the air conditioning system having a circulating medium which is accommodated in a container, the circulating medium being able to be at least partially drained from the container by a control device and to the energy storage device in order to to be used as an extinguishing agent for a fire in the energy storage device.
  • the object of the present invention is therefore to provide a method, a cooling arrangement and a motor vehicle which make it possible to stop or at least delay thermal propagation within a battery in the most efficient and simple manner possible.
  • a cooling device for cooling a battery of a motor vehicle, which comprises a plurality of battery cells, by means of a cooling device through which a coolant can flow, as part of at least one cooling circuit through which the coolant can flow, which comprises at least one coolant pump which, in an active state, supplies the one in the at least one cooling circuit Coolant circulates in the cooling circuit, a control device controls the at least one coolant pump depending on a detection of an error that relates to a thermal runaway of at least one of the battery cells of the battery, so that the at least one coolant pump is activated or continues to be operated in the active state when the fault is detected.
  • the coolant pump If the coolant pump is in the inactive state at the time the fault is detected, it can be activated or, if it is already in the active state, remain activated or also be deactivated first and activated again.
  • the invention is based on the finding that, although in the event of thermal runaway of a cell, no active cooling can be provided due to the shutdown of the high-voltage system and the associated shutdown of an air conditioning compressor or other components, for example, so that no active cooling of the coolant can no longer be provided, the coolant pump in the cooling circuit, which can be supplied from the low-voltage vehicle electrical system, can still continue to be operated or can be put into the active state.
  • the coolant circulating in the cooling circuit can then no longer be actively cooled down, but by operating the coolant pump it can be achieved that the heat given off locally by the thermally continuous battery cell to the cooling device can be transported away from this hotspot area and by others Components of the cooling system can be accommodated, for example by the coolant itself, and other components coupled to the cooling circuit. As a result, the amount of heat that is transferred from the thermally continuous cell to adjacent cells, in particular via the cooling device, can be significantly reduced.
  • the cooling medium ie the coolant, can be circulated in order to transport and distribute the heat from this hotspot area in a targeted manner.
  • the thermal capacity of the cooling system as a whole can thus be used to absorb and dissipate the heat and thereby prevent or at least significantly delay thermal propagation.
  • the existing thermal capacity of the cooling medium, the cooling device designed, for example, as a cooling plate, and other components can be used to as much as possible absorb thermal energy. This effect ensures that only a small amount of heat is introduced into the neighboring cells, but that this is no longer sufficient to trigger a thermal runaway in the next cell.
  • the battery can be a high-voltage battery of a motor vehicle, for example. This can include numerous battery cells, which can be designed as lithium-ion cells, for example.
  • the battery can also have a number of battery modules, which in turn each have a number of battery cells.
  • the cooling device can be designed, for example, as a cooling base or cooling plate.
  • the cooling device preferably comprises cooling channels through which the coolant can flow.
  • the cooling device can be designed, for example, as a metal plate with cooling channels.
  • the cooling device can also be part of a battery housing of the battery, for example.
  • the cooling device can be designed as a cooling floor of such a battery housing.
  • the battery cells can be connected to the cooling device via a thermally conductive compound or a thermally conductive adhesive.
  • the coolant can be water or a water-glycol mixture, for example.
  • the coolant pump can generally have at least one active and one inactive state. In the inactive state of the coolant pump, the coolant in the cooling circuit is not actively pumped through it and accordingly does not circulate, but rather is in the cooling channels and lines. If the coolant pump is activated, it pumps the coolant through the cooling circuit, as a result of which it is circulated in the cooling circuit.
  • the cooling circuit can also have a coolant reservoir for providing the coolant.
  • the coolant pump also has different operating stages in the active state, for example in order to adjust the pump output.
  • the control device is designed to control the coolant pump.
  • the control device within the scope of the present invention can also be understood as the totality of many individual control units.
  • control functions described in connection with the control device do not have to be implemented by a single controller or control device, for example, but can be distributed across many different controllers or control devices.
  • the coolant pump itself can also have a dedicated control unit, for example, as can the battery, for example.
  • the control device can also be designed to detect the error case mentioned.
  • the control device can also be designed to receive a detection signal from a detection device that detects the error.
  • detecting such a fault such as detecting when a detected temperature of the battery cells exceeds a specific temperature threshold value, detecting certain electrical variables, for example detecting a voltage drop in a cell voltage, detecting outgassing of the battery cell using a gas sensor or a pressure sensor in the battery, and so on.
  • the control device can correspondingly control the coolant pump in order to activate it. If the coolant pump is already in the active state in this case, it can continue to be operated accordingly, even if, for example, the high-voltage vehicle electrical system is also switched off. It is also conceivable that initially, as usual when the fault is detected, the cooling is first deactivated and in this context the coolant pump is also initially switched off as before and then activated again by actuation by the control device.
  • control device and the at least one coolant pump are supplied with energy in the active state by a low-voltage electrical system of the motor vehicle.
  • the low-voltage vehicle electrical system can have its own energy storage associated with it, for example a second battery, which can be designed as a 12-volt battery, for example. It is thus advantageously possible, the control device and the coolant pump independently of the To operate the functionality of the battery, especially the high-voltage battery.
  • the battery is designed to supply energy to a high-voltage vehicle electrical system of the motor vehicle in at least one operating state that differs from the fault situation, with the control device controlling the at least one coolant pump to activate or continue operating independently of a current activation state of the high-voltage vehicle electrical system when a fault is detected.
  • the coolant pump can transport the heat generated in the area of the thermally continuous cell away from this area through the operation of the coolant pump, in order to transfer it to other components and their distribute heat capacity.
  • the control device deactivates the high-voltage vehicle electrical system depending on a detection of a fault, in particular triggering a disconnecting device for electrically disconnecting the battery from the high-voltage vehicle electrical system when the fault is detected.
  • Disconnecting the battery from the rest of the high-voltage vehicle electrical system in the event of a cell thermal runaway increases safety. If instead the battery continued to supply the high-voltage vehicle electrical system with energy, this would only further promote the thermal runaway of the cell in question and the neighboring cell.
  • the invention still allows a cooling effect to be provided by the cooling circuit when the coolant pump is activated.
  • control device couples at least one with the at least one cooling circuit coupleable component in the event of detection of the fault with the at least one cooling circuit, so that more heat can be transferred to the at least one component than in the uncoupled state through the coolant, which circulates in the at least one cooling circuit.
  • such a cooling circuit can typically be used to cool not only the battery but also other components during normal operation. Depending on the current cooling requirements of the individual components, these can be coupled to the cooling circuit or decoupled from it. This can be accomplished, for example, by appropriate valve control and by providing appropriate cooling circuit branches.
  • the heat capacities of these further components can now also be used advantageously to absorb the heat given off by the thermally continuous cell in an emergency.
  • such a component can be actively coupled to the cooling circuit when the fault is detected, in particular independently of the current cooling requirement of this component. In this way, the coolant, which is circulated by the pump through the cooling circuit in the event of a fault, can also give off heat to such other components.
  • this can be any component of the motor vehicle that can be coupled to the cooling circuit, be it a battery component or a component outside of the battery or the battery system, for example a high-voltage component. If necessary, not only such a component can be coupled to the cooling circuit, but also several or even all those that can be coupled to the cooling circuit. Overall, an enormously large thermal mass can be provided to which the heat energy can be transferred.
  • the control device only couples the at least one component that can be coupled to the at least one cooling circuit to the cooling circuit if the fault is detected as a function of a current temperature of the at least one component if the at least one Component heat can be absorbed by the coolant, especially when the current temperature of the component meets a predetermined criterion.
  • This can consist, for example, in the fact that the current temperature of the at least one component is lower than a current temperature of the coolant, in particular the temperature of the coolant in a specific area of the cooling circuit assigned to the component. If the pump is actively operated and thereby circulates the coolant, the coolant temperature in the entire cooling circuit will be almost the same over time anyway without active cooling.
  • the temperature of the coolant can be detected at one or more points using suitable temperature sensors.
  • the at least one component can also have such a temperature sensor.
  • the temperature of the component can be used, for example, to adjust the cooling capacity for the at least one component or to activate or deactivate it as required.
  • the current temperature of the component can advantageously be used to decide whether it can absorb heat from the cooling circuit at all. For example, if the motor vehicle is currently standing still or has already been standing still for a long time, the motor vehicle components are significantly cooler compared to a thermally continuous cell and accordingly also compared to the coolant temperature, so that these components can advantageously be coupled with the cooling circuit in order to extract additional heat from the record the cooling circuit.
  • the control device couples the at least one component to the at least one cooling circuit when the fault is detected by activating at least one first valve device, so that this valve device is in a first state in which a part of the cooling circuit assigned to the component at least one cooling circuit is flowed through by the coolant when the at least one coolant pump is active.
  • the component in question can be coupled to the cooling circuit simply by opening a valve that is assigned to a component or to the part of the cooling circuit to which the component is assigned. It is therefore possible that the component and, for example, the cooling device for the battery are located in different and therefore separately controllable cooling circuit branches of the cooling circuit.
  • the component in a separate cooling circuit which can be coupled fluidically or thermally to the cooling circuit in which the cooling device for the battery is located. Accordingly, it represents a further advantageous embodiment of the invention if the at least one cooling circuit has a first cooling circuit, which includes the cooling device, and a second cooling circuit, to which the at least one component is assigned, with the control device controlling the at least one component in the event of detection of the fault with the at least one cooling circuit by activating at least one second valve device, so that it is in a first state in which the first and the second cooling circuit are fluidly connected to one another. In this way, a fluidic connection can also be easily established between separate cooling circuits, for example by opening a valve.
  • cooling circuits can also be used to absorb heat from the thermally propagating cell.
  • heat capacity provided by other cooling circuits can also be used to absorb heat from the thermally propagating cell.
  • coupling options between different cooling circuits for example purely thermal coupling options, for example via heat exchangers.
  • Different cooling circuits can be understood, for example, as opposed to different cooling circuit branches, cooling circuits that each have their own circuit components, such as a pump, in particular the at least one coolant pump, and a coolant reservoir, while different cooling circuit branches can have common components, for example a common coolant pump and a common one coolant reservoir.
  • the invention and its refinements thus make it possible to continue to use numerous existing components in a cooling circuit, as well as to use existing circuit topologies, and to implement an advantageous, adapted control strategy to transfer the heat from the thermally continuous cell to others in a particularly efficient manner transfer areas of the motor vehicle.
  • the invention also relates to a cooling arrangement for cooling a battery for a motor vehicle, the cooling arrangement having the battery, which comprises a plurality of battery cells, and a cooling circuit through which a coolant can flow, the cooling circuit having a cooling device through which the coolant can flow Cooling of the battery comprises and at least one coolant pump which is designed to circulate a coolant located in the cooling circuit in the cooling circuit in an active state of the at least one coolant pump.
  • the cooling arrangement includes a control device for controlling the at least one coolant pump, wherein the control device is designed to detect a fault involving a thermal runaway of at least one of the battery cells of the battery and the at least one coolant pump, in particular independently of an activation state of a high-voltage vehicle electrical system of the motor vehicle , to be controlled in such a way that these in If the fault is detected, it is activated or continues to be operated in the active state.
  • the invention also relates to a motor vehicle with a cooling arrangement according to the invention or one of its configurations.
  • the control device can have a data processing device or a processor device that is set up to carry out an embodiment of the method according to the invention.
  • the processor device can have at least one microprocessor and/or at least one microcontroller and/or at least one FPGA (Field Programmable Gate Array) and/or at least one DSP (Digital Signal Processor).
  • the processor device can have program code which is set up to carry out the embodiment of the method according to the invention when executed by the processor device.
  • the program code can be stored in a data memory of the processor device.
  • the invention also includes developments of the cooling arrangement according to the invention, which have features as have already been described in connection with the developments of the method according to the invention. For this reason, the corresponding developments of the cooling arrangement according to the invention are not described again here.
  • the motor vehicle according to the invention is preferably designed as a motor vehicle, in particular as a passenger car or truck, or as a passenger bus or motorcycle.
  • the invention also includes the combinations of features of the described embodiments.
  • the invention also includes Implementations each having a combination of the features of several of the described embodiments, unless the embodiments are described as mutually exclusive.
  • Fig. 1 is a schematic representation of two battery cells
  • Fig. 2 is a schematic representation of a cooling circuit of a
  • Cooling arrangement in the inactive and in the active state
  • FIG. 3 shows a schematic representation of a motor vehicle with a cooling arrangement according to a further exemplary embodiment of the invention.
  • FIG. 1 shows a schematic representation of two battery cells 10 of a battery 12 on a cooling device 14 as part of a cooling arrangement 16 (compare FIG. 2) according to an exemplary embodiment of the invention.
  • the Cooling device 14 can be embodied, for example, as a cooling plate 14 through which a coolant can flow.
  • the illustration in FIG. 1 is mainly used to illustrate different thermal paths 18a, 18b, 18c, via which energy, in particular heat energy, can get from one battery cell 10 to the other cell 10. If, for example, a thermal event occurs in one of the battery cells 10, as is the case in the present example with the battery cell 10a in FIG. 1, then this heats up to a great extent.
  • the heat generated in the cell 10a can spread to an adjacent cell 10b via the various paths 18a, 18b, 18c.
  • attempts have hitherto been made to thermally insulate the cells from one another, for example by providing an intermediate cell material 20 between the cells 10, which has a high thermal resistance. In principle, this allows the thermal resistance of the second transmission path 18b to be increased, but this normally means that sufficient thermal decoupling of the cells cannot be provided in order to prevent thermal propagation.
  • the cell poles of the cells 10 are also electrically conductively connected to one another via cell connectors 22, so-called busbars, which also provides good thermal coupling of the cell poles, which leads to the first thermal path 18a shown in FIG.
  • the cooling plate 14 is also made of metallic material and is therefore very well thermally conductive, as a result of which very good thermal coupling is also provided between the cells 10 via the third path 18c shown when the cooling is inactive.
  • the cooling arrangement 16 has the battery 12, which in turn can include a plurality of battery cells 10, of which only three are shown as an example for reasons of clarity. Furthermore, the cooling arrangement 16 again includes a cooling device 14, as has also already been described for FIG. In addition, the cooling arrangement 16 has a cooling circuit 24 . A coolant can be circulated in this. In order to move the coolant through the cooling circuit 24, the cooling circuit 24 includes a coolant pump 26.
  • the coolant is in the lines, pipes and channels of the cooling circuit 24.
  • the inactive State of the coolant pump 26 is denoted by i in the present case. If an error F now occurs, which relates to a thermal runaway of one of the battery cells 10, as shown at the bottom in FIG. 2, then the coolant pump 26 is activated and thus switched to its active state a. As a result, the coolant is now circulated in the cooling circuit 24 , which is illustrated by the arrow 28 . This is accompanied by a circulation of the coolant.
  • the detection of the error F is illustrated with the arrow D. In other words, the detection D of such a fault F leads directly to the activation of the coolant pump 26.
  • the coolant pump 26 and also a control device (not shown here) for activating the pump 26 can be supplied with energy via a low-voltage vehicle electrical system of the motor vehicle, so that the pump 26 can also be operated even if the battery 12 is decoupled from the rest of the vehicle electrical system.
  • the circulation of the coolant made possible by the activation of the pump 26 means that the existing thermal capacity of the coolant itself and of the cooling plate and other components coupled to the cooling circuit 24 can continue to be used in order to absorb as much thermal energy as possible.
  • This effect ensures that only a small amount of heat is introduced into the neighboring cells 10b and this is therefore no longer sufficient to also cause a thermal runaway of these trigger neighboring cells 10b.
  • the heat released from the thermally runaway cell 10a such as illustrated in Figure 1, can be transported away from this temperature hotspot very quickly by the flowing coolant, even when the coolant itself can no longer be cooled.
  • the heat transfer via the third path 18c is significantly reduced as a result.
  • the heat is absorbed by the coolant, transported further and given off to other components, for example also absorbed by the cooling plate 14 itself, but distributed much better and more homogeneously over the entire cooling plate, absorbed and distributed by the coolant itself, and also to other battery components, for example , for example control units or the like.
  • Other components for example other high-voltage components of the vehicle, can also be actively integrated into the cooling circuit in order to be able to transfer additional heat to them. This is illustrated again in particular in FIG. 3 .
  • FIG. 3 shows a schematic representation of a motor vehicle 30 with a cooling arrangement 16 according to a further exemplary embodiment of the invention.
  • the cooling arrangement 16 can in particular be designed as already described for FIGS. 2 and 1 .
  • the cooling circuit 24 is shown, which has as components the cooling device 14 for the battery 12, the coolant pump 26 and also, for example, a coolant reservoir 32.
  • a further cooling device 34 for a further component 36 is shown in this example.
  • the further component 36 can be a high-voltage consumer, for example power electronics for the electric motor, a converter device or the like.
  • the further cooling device 34 can be designed as a cooling plate, heat exchanger or the like.
  • the cooling circuit 24 thus comprises two partial paths, a first partial path 24a, in which the cooling device 14 is arranged, and a second partial path 24b, in which the cooling device 34 for the further component 36 is integrated.
  • a valve 38a, 38b is also assigned to each path 24a, 24b. This allows control the cooling capacity for the respective cooling devices 14, 34, in particular also in normal operation without a fault F.
  • a control device 40 is also shown here as part of the cooling arrangement 16. This is designed to control both the pump 26 and the valves 38a, 38b. If an error F now occurs, which relates to a thermal runaway of a battery cell 10a of the plurality of battery cells 10 comprised by the battery 12, then this can be detected by a detection device 42.
  • the detection device 42 can signal the detected fault F accordingly to the control device 40 .
  • the battery 12 can be separated from the rest of the high-voltage vehicle electrical system 46 by activating a disconnecting device 44, for example also by means of the control device 40.
  • the separating device 44 can be provided, for example, by high-voltage contactors 44, which are opened in the course of the separating.
  • the control device 40 itself, as well as the pump 26 and optional further components, can continue to be supplied with electricity via the low-voltage vehicle electrical system 48 and an energy store 50 comprised by this. This now advantageously also allows the control device 40 to control the pump 26 in order to activate it. In addition, it can also control the valve 38a in order to open it.
  • the actuation of the separating device 44, the valves 38a, 38b and the pump 26 by the control device 40 is illustrated in FIG. 3 by dashed arrows.
  • the coolant can flow through the cooling device 14 , as a result of which the heat can be transported away from the battery 12 and can be absorbed by other components of the cooling circuit 24 .
  • the control device 40 can also activate the valve 38b in order to open it, in order to also integrate the further component 36 into the cooling circuit 24, in particular via its assigned cooling device 34.
  • the heat transported from the battery 12 can thus be used by various other Components and devices, in particular of the entire motor vehicle 30, are included.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Electrochemistry (AREA)
  • Manufacturing & Machinery (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Energy (AREA)
  • Sustainable Development (AREA)
  • Automation & Control Theory (AREA)
  • Combustion & Propulsion (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)

Abstract

L'invention concerne un procédé pour refroidir une batterie (12) d'un véhicule automobile (30), qui est constituée de plusieurs éléments de batterie (10, 10a, 10b), au moyen d'un dispositif de refroidissement (14) pouvant être parcouru par un liquide de refroidissement et faisant partie d'au moins un circuit de refroidissement (24) pouvant être parcouru par le liquide de refroidissement, lequel circuit comprend au moins une pompe à liquide de refroidissement (26) qui, dans un état actif (a), fait circuler dans le circuit de refroidissement (24) le liquide de refroidissement se trouvant dans au moins un circuit de refroidissement (24). Un dispositif de commande (40) commande ladite au moins une pompe à liquide de refroidissement (26) en fonction d'une détection (D) d'un cas de défaut (F) constitué par un emballement thermique d'au moins l'un des éléments (10, 10a, 10b) de la batterie (12), de telle sorte que ladite au moins une pompe à liquide de refroidissement (26) est activée ou continue de fonctionner à l'état actif lorsque le cas de défaut (F) est détecté.
EP22799890.3A 2021-10-13 2022-09-30 Procédé pour refroidir une batterie d'un véhicule automobile, système de refroidissement et véhicule automobile Pending EP4416787A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021126467.7A DE102021126467A1 (de) 2021-10-13 2021-10-13 Verfahren zum Kühlen einer Batterie eines Kraftfahrzeugs, Kühlanordnung und Kraftfahrzeug
PCT/EP2022/077256 WO2023061771A2 (fr) 2021-10-13 2022-09-30 Procédé pour refroidir une batterie d'un véhicule automobile, système de refroidissement et véhicule automobile

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EP4416787A2 true EP4416787A2 (fr) 2024-08-21

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US (1) US12548819B2 (fr)
EP (1) EP4416787A2 (fr)
CN (1) CN118120098A (fr)
DE (1) DE102021126467A1 (fr)
WO (1) WO2023061771A2 (fr)

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US20250239676A1 (en) 2025-07-24
US12548819B2 (en) 2026-02-10
CN118120098A (zh) 2024-05-31
DE102021126467A1 (de) 2023-04-13
WO2023061771A3 (fr) 2023-06-08
WO2023061771A2 (fr) 2023-04-20

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