Device for providing electrical energy

Abstract

Device for providing electrical energy, comprising an electrical energy storage device (14; 14') for storing electrical energy, in particular a traction accumulator of an electric, hybrid or fuel cell vehicle, and a fuel cell arrangement (74; 74') for generating electrical energy, wherein the electrical energy storage device (14; 14') is thermally coupled or can be coupled to the fuel cell arrangement (74, 74') by means of a heat transfer arrangement, wherein the device has a first fluid circuit (12, 70; 94, 112) to which the electrical energy storage device (14; 14') is assigned, wherein the first fluid circuit (12, 70; 94, 112) is permeable by a first fluid, wherein the first fluid circuit (12) is thermally coupled to the fuel cell arrangement (74; 74') via at least one first heat exchanger (18; 18'), wherein the device has a second fluid circuit (12, 70; 94,112) has the fuel cell (74;74') is assigned, wherein the second fluid circuit (12, 70; 94, 112) is permeable to a second fluid, wherein the device has a heat exchanger (18, 18') with which heat transfer between the first fluid and the second fluid can be generated, wherein the device has control devices, wherein the fluid circuits (12, 70; 94, 112) are each a sub-circuit of a fluid guide system (12, 70; 94, 112) with several sub-circuits, the volume flows of which can be controlled by the control devices, wherein a heating device (32, 32') of the fuel cell (74; 74') and the electrical energy storage device (14; 14') are arranged in the first fluid guide system (12, 70; 94, 112) and the fuel cell (74; 74') is arranged in the second fluid guide system (12, 70; 94, 112), thereby characterized in that the heating device (32, 32') is designed as a burner which is operated with hydrogen.;

Description

[0001] The invention relates to a device for providing electrical energy. The invention further relates to a drive train comprising such a device. State of the art

[0002] The everyday suitability of battery-electric vehicles is still severely limited compared to combustion engine vehicles for several reasons. The achievable energy content of an electric traction storage device (which is primarily a battery or accumulator) allows for only comparatively short ranges. At the same time, charging times are very long. Furthermore, electric traction storage devices are subject to severe temperature-related limitations. As an electrochemical energy storage and energy converter, the preferred operating temperature for the traction storage device is between 20°C and 30°C. Under extreme operating conditions, such as operating temperatures below freezing, electric traction storage devices are currently severely performance-limited and cannot be charged without adversely affecting their service life.In addition, self-heating of a deep-cold traction battery occurs extremely slowly, as its heat capacity is very high while the charging and discharging efficiencies are still comparatively high. From today's perspective, thermal conditioning (active heating) of the traction battery is required before starting a journey or before the charging process begins in winter temperatures. A further limitation to the everyday suitability of battery-electric vehicles arises from the fact that the conversion efficiencies of the drive system are so high and the operating temperatures are simultaneously so low that the heat losses of the drive system are insufficient to supply the vehicle cabin with heat.Finally, a further limitation to the everyday suitability of battery-electric vehicles is that heating and cooling the passenger compartment requires additional electrical energy, significantly reducing the range of battery-electric vehicles, especially in very low or very high ambient temperatures. When the passenger compartment heating is activated, the range reduction can be up to approximately 40%, depending on the driving cycle.

[0003] The limitations of battery-electric vehicles described above are due to the specific properties of the traction battery (currently, lithium-ion battery technology is favored). They are fundamental in nature and, from today's perspective, will generally continue to exist.

[0004] To mitigate the range problem and thus increase practicality, battery-electric vehicles are sometimes equipped with an additional module to extend their range (a so-called range extender concept). A drive system with a range extender module is a series hybrid drive concept, meaning the range extender module serves solely to generate electrical power onboard, which is fed into the electrical traction system of the range extender vehicle. This allows the traction battery to be recharged while driving, the discharge of the traction battery to be reduced during driving, or the available electric drive power to be increased compared to pure battery operation (boost operation).

[0005] Vehicle manufacturers today primarily pursue combustion engine range extender modules, in which a smaller combustion engine (typically between 5 and 30 kW) drives an electric generator. The reasons for this are the relatively low cost of the combustion engine due to economies of scale and the proven robustness of such conventional drives. Fuel cell-based range extender modules, in which the onboard generation of electrical power is achieved through electrochemical conversion, are also being considered to a lesser extent.

[0006] The use of fuel cells in motor vehicles has long been pursued and developed, whether as a primary energy converter or to support an existing drive system (e.g., an internal combustion engine). In recent years, so-called H2 direct fuel cell systems based on a low-temperature PEM (polymer electrolyte membrane) fuel cell have practically established themselves as the technology of choice for these applications.

[0007] There are two main areas of application for supporting fuel cell systems: first, the APU (Auxiliary Power Unit) application in vehicles with combustion engines, and second, the application as a range extender module to extend the range of battery-electric vehicles. In both cases, the use of fuel cells is primarily aimed at generating electrical energy. The fuel cell APU is about increasing the performance of the on-board electrical system, primarily driven by increasingly power-hungry comfort functions such as electric auxiliary air conditioning.

[0008] The fuel cell range extender concept aims to compensate for the range deficit of the currently very large, heavy, and expensive energy storage system (traction accumulator) in electric vehicles. However, the targeted use of the heat loss of the fuel cell array has not yet been pursued in the passenger car sector. In the commercial vehicle segment, the heat loss was also attractive for heating the driver's cabin during long breaks (parking heater).

[0009] The documents DE 10 2009 035 471 A1 and DE 10 2010 013 000 A1 each disclose a vehicle comprising a battery and a fuel cell. Disclosure of the invention

[0010] The disadvantages of the prior art described at the outset can be avoided by the device according to the invention.

[0011] Here, it is provided that an electrical energy storage device is or can be thermally coupled to a fuel cell arrangement by means of a heat transfer arrangement. In this text, a heat transfer arrangement is understood in particular to mean a means by which heat conduction is established between the fuel cell and the electrical energy storage device. In other words, a core concept of the invention lies in the use of supporting fuel cell arrangements for thermal conditioning tasks, particularly within a drive system of a vehicle or the vehicle itself.

[0012] An electrical energy storage device, for example, is an electrochemical energy storage device. In this text, an electrochemical energy storage device is defined as any device designed to directly or indirectly convert chemical energy into electrical energy and supply it to an application.

[0013] The electrochemical energy storage system can be used to drive the vehicle, support the drive or supply energy to other applications or functions of the vehicle.

[0014] Thermal coupling can, in principle, be achieved in any conceivable way; in the simplest case, for example, by mounting the fuel cell in close proximity to the electrical energy storage device, particularly at a location where, due to the design, comparatively weak thermal insulation may be present, thus promoting the desired heat exchange effects. Advantages of the invention

[0015] The invention has numerous advantages, some of which are listed below. The thermal coupling between the fuel cell arrangement and the electrical energy storage device improves the performance of the battery or traction accumulator by utilizing the waste heat from the fuel cell. The thermal coupling of the traction accumulator with the fuel cell is advantageous in several respects in a battery-electric motor vehicle. The poor charging and discharging performance of the traction accumulator at low system temperatures can be compensated for by the good low-temperature starting behavior of current fuel cell systems. The overall heat supply in the vehicle is improved, and the usability of the heat is increased. The fuel (H2) used in a low-temperature PEM fuel cell is utilized excellently, since only minimal exhaust gas losses are dissipated to the environment.Almost all of the thermodynamic conversion losses can be distributed via the fuel cell cooling system in the vehicle and used for heating and conditioning tasks.

[0016] The invention further relates to a drive train of a vehicle, in particular an electric, hybrid, or fuel cell vehicle, with an electric drive that can be connected at least temporarily to at least one drive wheel. The drive train has at least one electrical energy storage device that supplies electrical current.

[0017] With regard to the advantages of the drive train, reference is made to the device according to the invention described above.

[0018] In one embodiment of the invention, the heat that can be emitted by the fuel cell arrangement can be supplied to the electrical energy storage device that is arranged in spatial proximity to the fuel cell arrangement, in particular in the immediate vicinity of the fuel cell arrangement.

[0019] By arranging the component in close proximity to the fuel cell arrangement, heat can be transported with the lowest possible losses over an area with weaker thermal insulation due to the design.

[0020] In one embodiment of the invention, the fuel cell arrangement is designed to release thermal energy in an operating mode. Furthermore, the fuel cell arrangement is thermally coupled to the electrical energy storage device such that at least a portion of the thermal energy from the fuel cell arrangement can be supplied to the electrical energy storage device.

[0021] This ensures excellent utilization of the fuel (H2) used in the fuel cell, as only minimal exhaust gas losses are released into the environment. Almost all of the thermodynamic conversion losses can be utilized to condition the electrical energy storage system.

[0022] An electrochemical energy storage device, such as a traction battery in particular, is subject to severe temperature-related limitations. At temperatures below freezing, the traction battery is currently severely performance-limited and cannot be charged without adversely affecting its service life. Furthermore, self-heating of a deep-cold traction battery occurs extremely slowly because its heat capacity is very high and, at the same time, its charging and discharging efficiencies are still comparatively high. Therefore, in wintery ambient temperatures, thermal conditioning (in the form of active heating) of the traction battery is required before starting a journey or before the charging process begins. Therefore, according to one embodiment of the invention, the fuel cell arrangement with the electrical energy storage device is in a preheating mode to preheat the electrical energy storage device.

[0023] This significantly reduces the battery's warm-up time, especially during a cold start. The fuel cell is very quick to start even at very low temperatures well below freezing (-30°C) and can provide significant electrical power as well as high thermal outputs. The fuel cell is therefore, in principle, well suited to thermally conditioning a traction battery in a BEV (Battery Electric Vehicle) drive system immediately before driving is enabled, without the drive system being permanently connected to an electric charging station and without the thermal conditioning of the traction battery having to be supplied from the battery's contents.

[0024] In the wording of this text, the term preheating or preheating mode is understood to mean any heating of the electrical energy storage device to a working temperature which is favourable for the latter compared to a low ambient temperature (in particular an ambient temperature below freezing point) before it is used as an energy source or energy sink.

[0025] The operating temperature of the fuel cells is an important process condition, as the electrochemical process proceeds with the greatest efficiency in an optimal temperature range, typically around 80°C for low-temperature PEM fuel cells. Freeze-starting of fuel cells at temperatures below 0°C is a well-known problem, with the performance reduction of the fuel cell stack being significantly high. The prerequisites for an energy-efficient start, in particular a cold start of the fuel cell, are created by the device having an electrical consumer to which the fuel cell can be electrically connected during an operating phase, in particular a warm-up phase. At least a portion of the waste heat from the electrical consumer can be fed to the electrical energy storage device and / or the vehicle cabin. By using the waste heat, the energy efficiency and / or effectiveness of the device is improved.Connecting the load enables a quick and energy-efficient cold start.

[0026] According to one embodiment of the invention, the electrical energy storage device and the fuel cell are assigned to a common fluid circuit.

[0027] This results in a compact design and a small installation volume, as there is no need for separate temperature control systems for the fuel cell and the electrical energy storage unit.

[0028] According to the invention, the device comprises a first fluid circuit, to which the electrical energy storage device is assigned. A first fluid can flow through the first fluid circuit. The first fluid circuit is thermally coupled to the fuel cell assembly via at least one first heat exchanger. Circulating the fluid used has the advantage that the fluid can be reused after each cycle and is available for a new temperature control cycle.

[0029] Furthermore, the invention provides that the device has a second fluid circuit, to which the fuel cell is assigned. A second fluid can flow through the second fluid circuit. The device further comprises a heat exchanger, with which heat transfer can be generated between the first fluid and the second fluid.

[0030] The coupling of the two fluid circuits enables a continuous supply of thermal energy to the electrical energy storage system without any loss of circulating fluid.

[0031] For cooling, heating, or preheating individual functional components, modern motor vehicles are equipped with a complex fluid control system with multiple subcircuits. Therefore, the device within the scope of the present invention comprises control devices. The fluid circuits each represent a subcircuit of a fluid control system with multiple subcircuits, whose volume flows can be controlled by the control devices.

[0032] According to the embodiment of the invention, a heating device of the fuel cell and the electrical energy storage device are arranged in a first fluid control system and the fuel cell is arranged in a second fluid control system.

[0033] By thermally coupling the two fluid control systems via the heat exchanger, the fluid circulating in the first fluid control system can directly influence the temperature of the fluid circulating in the first fluid control system to the desired degree (i.e., without the need for additional fluid flows). This ultimately allows the desired heat exchange effects between the fuel cell or heating device and the electrical energy storage device to be achieved. By separating the two fluid control systems, the fluid temperature can be adapted to the specific requirements of the functional component to be tempered.

[0034] Due to the thermal coupling of the two fluid control systems, the passenger compartment heating is also integrated into the vehicle's temperature control system and can be thermally coupled with the fuel cell depending on the vehicle's operating state and when heat is required in the passenger compartment, thus using the heat from the fuel cell to heat the passenger compartment.

[0035] According to one embodiment of the invention, the heating device is an electric heating device, in particular a PTC heater. An electric heating device allows for rapid heating.

[0036] Within the scope of the present invention, it is provided that the heating device is a burner which is operated with hydrogen.

[0037] This means that the heater can be operated with the hydrogen that is already available as fuel for the fuel cell.

[0038] In one embodiment of the invention, the electric heating device can be electrically connected to the fuel cell as an electrical load. The electric heating device thus performs a dual function, eliminating the need for an additional separate component. This results in a small installation volume and cost savings by eliminating the number of components.

[0039] In one embodiment of the invention, the device comprises a heat storage device connected or connectable to the fuel cell, which is supplied with thermal energy by the fuel cell. The heat storage device is coupled or connectable to the electrical energy storage device in order to transfer the stored thermal energy to the electrical energy storage device.

[0040] The stored energy can be transferred to the electrical energy storage unit at times when the fuel cell produces little or no heat, thereby increasing the overall efficiency of the system. Short description of the drawings Fig. 1 shows a block diagram of a cooling system of a first variant of a battery-electric vehicle; and Fig. Figure 2 shows a block diagram of a cooling system of a second variant of a battery-electric vehicle. Embodiments of the invention

[0041] The Fig. 1, the cooling system 10 of a first variant of a vehicle with battery-electric drive, shown as a block diagram, has a first fluid guidance system 12 of a first variant in which a first fluid is guided.

[0042] The individual components of a battery-electric vehicle drive system are integrated into the first fluid control system 12 of the first variant. The first fluid control system 12 of the first variant has several parallel lines P1, P2, P3, P4 connected in parallel, each of which is connected on either side to a longitudinal line L1, L2.

[0043] A traction accumulator 14, a first part 17 of a process cooler 16, and a first part 19 of a coolant / coolant coupling heat exchanger 18 are arranged serially one after the other in the parallel line P4 of the first fluid control system 12 of the first variant.

[0044] In a further parallel line P2, a first part 20 of an interior heat exchanger 22 is provided for discharging supplied heat into the passenger compartment of the motor vehicle. More specifically, heat can be transferred via the interior heat exchanger 22 to air that is to be introduced into the passenger compartment.

[0045] An electric drive 24 is arranged together with an inverter 26 in the parallel line P3 of the first fluid control system 12 of the first variant. The inverter 26 receives electrical power from the traction battery 14, which is connected to the DC / DC converter 80. Using the power thus supplied, the inverter 26 controls the electric drive 24 to provide propulsion power for the vehicle.

[0046] A first part 28 of a vehicle cooler 30 is arranged in the parallel line P1. A resistance heater using PTC elements is also integrated into the first fluid guidance system of the first variant 12. The electric heating device 32, constructed from the PTC elements, is arranged in the parallel line P5 together with a first feed pump 34. The first feed pump 34 feeds the first fluid, in particular within a mini-circuit M described in more detail below. A second feed pump 36 for circulating the first fluid along defined circulation paths is arranged in the longitudinal line L1.

[0047] By detecting the fluid temperature at different points within the existing fluid sub-circuits by means of a first temperature detection device 38 and a second temperature detection device 40, a thermostatic valve, for example, can be adapted to the varying requirements of the fluid sub-circuits circulating in the first fluid control system 12, the first variant, during operation.

[0048] When the state of charge of the traction battery 14 falls below a predetermined value, a charging device 42 feeds the traction battery 14 to charge it with electrical energy from the external public grid.

[0049] At a branch point of the longitudinal line L1 from the parallel branch P2, a first coolant control valve, e.g., a three-way valve 44, is arranged, which is known to control the volume flows of the first fluid through the first three-way valve 44 into one of two lines. A switching valve 46 connects the parallel branch P4 alternatively to the longitudinal line L2 or the parallel branch P5. With the first shutoff valve 48, which is serially integrated with the electric drive 24 and the converter 26 in the parallel branch P3, a fluid subcircuit can be shut off, for example, or one fluid subcircuit can be separated from another fluid subcircuit.

[0050] For controlling and / or regulating the valves 44, 46, 48 and, for example, also the feed pumps 34, 36, the first fluid control system 12 of the first variant has a control unit (not shown).

[0051] With the specified positions and flow connections of the above functional components, a series of different fluid subcircuits in the first fluid control system 12 of the first variant can be switched depending on the situation—that is, depending on the respective current ambient temperatures, the individual components, and the optimal temperatures to be achieved—by appropriately controlling the individual valves 44, 46, 48 and / or feed pumps 34, 36. In particular, the minicircuit can be constructed around the traction accumulator 14 and fluidically and / or thermally decoupled from the remaining fluid subcircuit or fluid subcircuits.

[0052] A refrigerant circuit 50 of a first variant of an air conditioning system comprises a compressor 52 configured to circulate a second fluid within the refrigerant circuit 50 of the first variant. The refrigerant circuit 50 of the first variant has three parallel branches Z1, Z2, Z3 connected in parallel. An evaporator 58 is arranged in the parallel branch Z2. The circulating second fluid (the refrigerant) can release heat to the environment (cooling air, which is subsequently supplied to the cooler 28) via the gas cooler / condenser 54.

[0053] A first fan 56 associated with the vehicle radiator 30 serves to ensure a sufficient cooling air flow when the vehicle is stationary or when driving slowly and the airflow is insufficient.

[0054] A vehicle heater has an air blower unit 60 known to those skilled in the art, which is assigned to the interior heat exchanger 22 and arranged in its vicinity. A second part 66 of the process cooler 16 is arranged in the parallel branch Z3.

[0055] The valves 62, 64 are controlled when cooling is required, either for the air conditioning air or for the coolant of the traction accumulator 14. When heating is required, the heat exchanger 18 couples heat from the third fluid into the first fluid.

[0056] A separate, independent second fluid guidance system 70, a first variant in which a third fluid is conducted, serves to control the temperature of a range extender module 72 with a cooling system and, in turn, has two longitudinal lines L1', L2' and four parallel lines P1', P2', P3', P4', into which the individual components of the range extender module 72 with a cooling system are integrated. A fuel cell 74 is arranged in one of the parallel lines.

[0057] The standalone range extender module 72 with cooling system is designed, for example, for optional installation, or even subsequent installation, in a motor vehicle.

[0058] The fuel cell 74, used as a range extender, generates additional electrical energy from chemical energy through an electrochemical process. Depending on the vehicle's operating strategy, this energy can be used to recharge the traction battery 14 or fed directly into the vehicle's drive circuit. In the electrochemical process, a fuel, such as hydrogen, is combined with an oxidizer, such as ambient air, to generate electrical energy.

[0059] For example, the range extender module 72 with cooling system is deactivated again when the automatically monitored charge level of the traction battery 14 is sufficient to reach a destination. Possible fuel cells 74 include, but are not limited to, low- and medium-temperature fuel cells based on a polymer electrolyte membrane.

[0060] The third fluid, which serves primarily to dissipate heat from the fuel cell 74, should have only very low electrical conductivity, as otherwise the insulation resistance of the on-board electrical system may reach unacceptably low values. For this purpose, an ion exchanger 76 absorbs ions dissolved in the third fluid, which increase the conductivity and thus ensures that a maximum permissible conductivity of the third fluid is not exceeded.

[0061] The coolant control valve, designed, for example, as a three-way valve 78, serves to regulate the temperature in the circuit and adjusts the proportion of fluid flow through the cooler 88. The fluid flow through the ion exchanger 76 is primarily determined by the pump 87.

[0062] A cooler 88 with a fan 90 is arranged in the parallel line P1'.

[0063] The electrical current of the fuel cell is adjusted by the DCDC converter 80, which in turn is arranged in the parallel branch P4' of the second fluid control system 70 of the first variant.

[0064] A filter element 82 connected in series with the fuel cell 74 filters out particles from a feed stream for the fuel cell 74.

[0065] The fuel cell 74 is connected via a connecting line for the operating medium of the fuel cell 96 to a first part 98 of a coolant / operating medium coupling heat exchanger 100, the second part 102 of which is located in the parallel line P3'.

[0066] The second part 84 of the coolant / coolant coupling heat exchanger 18 is arranged in the parallel line P2'. Due to the thermal coupling of the two fluid control systems of the first variant via the coolant / coolant coupling heat exchanger 18, the third fluid circulating in the second fluid control system of the first variant can directly influence the temperature of the first fluid to a desired extent (i.e., without having to interpose additional fluid flows).

[0067] A first temperature sensing device 86, located in the longitudinal line L1', regulates a fluid flow depending on the temperature. The circulation of the fluid within the second fluid control system 70 of the first variant is driven by a third feed pump 87, which is located between the two connection points of the ion exchanger 76 to the longitudinal line L1'.

[0068] The following describes the operation of the cooling system 10 of the first variant during a warm-up phase immediately after a freezing start. The partial fluid circuits in the first fluid control system 12 of the first variant are initially connected by the configuration of the individual valves 44, 46, 48 in such a way that the mini-circuit M is created around the traction accumulator 14, which is thermally decoupled from the other existing partial fluid circuits of the first fluid control system 12 of the first variant. The mini-circuit M serves to heat the traction accumulator 14 and passes counterclockwise in this order through the first feed pump 34, the coolant / coolant coupling heat exchanger 18, the process cooler 16, the PTC heater 32, the traction accumulator 14, and again through the first feed pump 34.

[0069] During this phase, the fuel cell assembly 74 is started, which requires a sufficiently large electrical load for a freeze-start. This electrical load is provided by the electric PTC heater 32 in the mini-circuit M. The very large heat generation of the fuel cell 74 during a freeze-start is absorbed by the second fluid control system 70 of the first variant (the cooler 30' is disconnected during this phase) and transferred to the mini-circuit M via the coolant / coolant coupling heat exchanger 18. The traction accumulator 14 can thus be heated up quickly. Once a minimum temperature level of the traction accumulator 14 is reached, the interior heat exchanger 22 can also benefit from the heat introduced via the coolant / coolant coupling heat exchanger 18 by switching the individual valves 44, 46, 48 in the first fluid control system of the first variant.

[0070] As soon as the traction battery 14 can be charged due to a sufficient temperature level, the PTC heater 32 is no longer operated as an electrical load for the fuel cell 74, but instead the traction battery 14 is charged. The transition from the electrical heating device 32 to the traction battery 14 can be continuous.

[0071] In summary, an inventive idea in the cooling system 10, the first variant, consists in the integration and clever placement of the coolant / coolant coupling heat exchanger 18.

[0072] The Fig. The cooling system 92 of the second variant of a vehicle with battery-electric drive, shown as a block diagram in Figure 2, has a first fluid guidance system 94 of a second variant, in which a fourth fluid is guided. Fig. 2 are for parts that are parts of the Fig.1 are equivalent and / or the same, the same reference numerals with an additional suffix are used.

[0073] The first fluid guidance system 94 of the second variant again has a plurality of parallel lines P1'', P2''', P3'', P4'', P5'', P6'', which are connected in parallel to one another and which in turn are each connected with their opposite ends to a longitudinal line L1'', L2''.

[0074] An electric drive 24' and an inverter 26' of the battery-electric vehicle drive system are integrated into the first fluid control system 94 of the second variant. The inverter 26', arranged in series with the electric drive 24' in the parallel line P3'', supplies the electric drive 24'' with an alternating voltage or three-phase voltage of a predetermined frequency. The electric drive 24', in turn, supplies drive power to drive the vehicle.

[0075] A fuel cell 74' is arranged in the parallel line P5''. The filter 82', connected in series with the fuel cell 74', filters out suspended particles or solids from the feed stream to the fuel cell 74'.

[0076] The electrical power generated by the fuel cell 74' can in turn be used according to the system concept of the range extender concept to recharge the traction accumulator 14' integrated in the second fluid control system described below, a second variant, or can be fed directly to the drive circuit of the vehicle.

[0077] The fuel cell 74' is again connected via a connecting line for the operating medium of the fuel cell 96 to a first part 98' of a coolant / operating medium coupling heat exchanger 100', the second part 102' of which is located in the parallel line 4''.

[0078] A DCDC converter 80' or direct current converter is used to regulate the current of the fuel cell 74'.

[0079] In the first fluid guidance system 94 of the second variant, a PTC heater 32' is also arranged together with a first part 20' of an interior heat exchanger 22' and a first part 19' of a coolant / coolant coupling heat exchanger 18' in the parallel line P2''. The interior heat exchanger 22' again serves to heat air supplied to the passenger compartment. A fan blower unit 60', which generates the required air flow, is assigned to the interior heat exchanger 22'.

[0080] In the parallel line P1'' of the first fluid guidance system 94 of the second variant, a first part 28 of a vehicle cooler 30' is arranged, which serves to dissipate excess thermal energy of the fourth fluid to the environment. A fan 56' is again assigned to the vehicle cooler 30' to generate an air flow at low vehicle speeds.

[0081] An ion exchanger 76' in the first fluid conduction system 94 of the second variant reduces the conductivity of the fourth fluid.

[0082] The circulation of the fourth fluid within the first fluid control system of the second variant is driven by a fourth feed pump 104, which is arranged between the two connection points of the ion exchanger 76' on the longitudinal line L1''.

[0083] At a branch point of the longitudinal line L1'' from the parallel line P2'', a further coolant control valve, e.g. a second three-way valve 106, is arranged, in which at least two of the valve connections communicate with each other in order to allow a defined fluid flow across this second three-way valve 106.

[0084] The second shutoff valve 108 can interrupt a volume flow in a portion of the fluid control system 94. A temperature detection device 110 is arranged in the longitudinal line L1''.

[0085] With the specified positions and flow connections of the above functional components, a series of different fluid sub-circuits in the first fluid control system 94, the second variant, can be switched depending on the situation - that is, depending on the respective current temperatures of the environment, the individual components and the optimal temperatures to be achieved - by appropriately controlling the individual valves 106, 108.

[0086] The traction accumulator 14', which feeds the electric drive 24', has a lower temperature optimum than the fuel cell 74' and is therefore integrated into a separate, independent second fluid control system 112, a second variant, in which a sixth fluid is conveyed. A first part 114 of a process cooler 116 (which is a heat exchanger) of an air conditioning system is arranged together with the second part 84' of the coolant / coolant heat exchanger 18' in the parallel branch P2* of the second fluid control system 112, the second variant.

[0087] The circulating fourth fluid of the first fluid control system 94 of the second variant can, to a predetermined extent, directly influence (i.e., without the interposition of further fluid flows) the temperature of the sixth fluid circulating in the second fluid control system 112 of the second variant via the second coolant / coolant coupling heat exchanger 18'.

[0088] Furthermore, a cooler 118 with air blower 120 is integrated into the second fluid control system of the second variant.

[0089] By means of the charging device 42', the traction accumulator 14' is charged from the external public network when its charge level falls below a predetermined value.

[0090] The fluid temperature can be measured by a third temperature detection device 121 and adjusted during operation by a controllable valve to changing requirements of the fluid subcircuits in the second fluid control system 112 of the second variant. A fifth feed pump 122 arranged in the longitudinal line L1* ensures the circulation of the sixth fluid.

[0091] A refrigerant circuit 124 of a second variant of the air conditioning system has a main circuit 126 and a secondary circuit 128. The main circuit 126 consists of two longitudinal lines A1, A2 and two parallel lines connected in parallel. The longitudinal line A1 contains the circulation compressor 52'. The evaporator 58' is arranged in the main circuit 126.

[0092] The second part 130 of the process cooler 116 is integrated in the secondary circuit 128, which is connected to the main circuit 126 via two connecting lines C1, C2.

[0093] The gas cooler / condenser 54' is part of the main circuit 126 and is also functionally assigned to the secondary circuit 128. The refrigerant circuit 124 is designed as a two-evaporator refrigeration system. A second fan 132 is again assigned to the gas cooler / condenser 54'. A first shut-off and expansion valve 134 is provided for the connecting line C1, while a second shut-off and expansion valve 136 is integrated into a parallel branch of the main circuit 126.

[0094] The distribution of the tempering medium flow in the individual circuit systems 94, 112 to the individual heat exchangers 16, 18, 22, 30; 16', 18', 22', 30' can be controlled by means of the respective valves.

[0095] The following describes the operation of the cooling system 10 of the second variant during a warm-up phase immediately after a freeze-start. In this case, the basic function of the cooling system of the second variant is similar to the previously described function of the cooling system of the first variant. During a freeze-start, the fuel cell 74' is loaded via the PTC heater 32'. The lost heat and the heating output of the PTC heater 32' are introduced into the fourth fluid and transferred to the second fluid control system 112 of the second variant via the coolant / coolant coupling heat exchanger 18'. If the temperature in the first fluid control system 112 of the second variant is sufficient, the heater heat exchanger 22' also benefits from the additional heat supply resulting from the fuel cell arrangement 74'.Of course, the fuel cell assembly 74' can also be operated without the battery conditioning requirement, simply to provide heat for the interior heating. The resulting electrical power output would be used directly for vehicle propulsion or temporarily stored in the traction battery 14', or the electrical power of the fuel cell could be used as an additional heat source in the electric heating device.

Claims

[1] Device for providing electrical energy, comprising an electrical energy store (14; 14') for storing electrical energy, in particular a traction accumulator of an electric, hybrid or fuel cell vehicle, and comprising a fuel cell arrangement (74; 74') for generating electrical energy, wherein the electrical energy store (14; 14') is or can be thermally coupled to the fuel cell arrangement (74, 74') by means of a heat transfer arrangement, wherein the device has a first fluid circuit (12, 70; 94, 112) to which the electrical energy store (14; 14') is assigned, wherein the first fluid circuit (12, 70; 94, 112) can be flowed through by a first fluid, wherein the first fluid circuit (12) is thermally coupled to the fuel cell arrangement (74; 74') via at least one first heat exchanger (18; 18'), wherein the device has a second fluid circuit (12, 70; 94,112) to which the fuel cell (74;74'), wherein the second fluid circuit (12, 70; 94, 112) can be flowed through by a second fluid, wherein the device has a heat exchanger (18, 18') with which a heat transfer between the first fluid and the second fluid can be generated, wherein the device has control devices, wherein the fluid circuits (12, 70; 94, 112) are each a partial circuit of a fluid control system (12, 70; 94, 112) with several partial circuits, the volume flows of which can be controlled by the control devices, wherein a heating device (32, 32') of the fuel cell (74; 74') and the electrical energy storage device (14; 14') are arranged in the first fluid control system (12, 70; 94, 112) and the fuel cell (74; 74') is arranged in the second fluid control system (12, 70; 94, 112) are, ; characterized by that the heating device (32, 32') is designed as a burner which is operated with hydrogen. [2] Device according to claim 1, wherein the heat which can be emitted by the fuel cell arrangement (74; 74') can be supplied to the electrical energy storage device (14; 14') which is arranged in spatial proximity to the fuel cell arrangement (74; 74'), in particular in the immediate vicinity of the fuel cell arrangement (74; 74'). [3] Device according to claim 1 or 2, wherein the fuel cell arrangement (74; 74') is designed to release thermal energy in an operating mode and wherein the fuel cell arrangement (74; 74') is thermally coupled to the electrical energy store (14; 14') in such a way that at least part of the thermal energy from the fuel cell arrangement (74; 74') can be supplied to the electrical energy store (14; 14'). [4] Device according to one of claims 1 to 3, wherein the fuel cell arrangement (74; 74') is or can be coupled to the electrical energy storage device (14; 14') in a preheating mode for preheating the electrical energy storage device (14; 14'). [5] Device according to one of claims 1 to 4, wherein the device comprises an electrical consumer (32; 32') to which the fuel cell (74; 74') can be electrically connected in an operating phase, in particular a warm-up phase, wherein at least a heat component of a waste heat from the consumer (32; 32') can be supplied to the electrical energy store (14; 14') and / or the vehicle cabin. [6] Device according to one of claims 1 to 5, wherein the electrical energy storage device (14; 14') and the fuel cell (74; 74') are associated with a common fluid circuit. [7] Device according to one of claims 1 to 6, wherein the device has a heat accumulator connected or connectable to the fuel cell, which is fed with heat energy from the fuel cell (74; 74'), wherein the heat accumulator is coupled or connectable to the electrical energy accumulator (14; 14') in order to transfer the stored heat energy to the electrical energy accumulator (14; 14'). [8] Drive train of a vehicle, in particular an electric, hybrid or fuel cell vehicle with an electric drive (24; 24') which can be connected at least temporarily to at least one drive wheel, and with at least one electrical energy store (14, 14') which supplies electrical current, wherein the drive train has a device according to one of claims 1 to 7.

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