Cooling arrangement for cooling a battery of a motor vehicle and method for operating a cooling arrangement

Abstract

Cooling arrangement (10) for cooling a battery (12) of a motor vehicle (14), having a coolant circuit (24) which comprises a cooling device (20) through which a coolant can flow, wherein the cooling device (20) is designed to absorb heat released by the battery (12) during operation of the battery (12), wherein a vehicle-internal section (26) of the coolant circuit (24) comprises an outlet (30) via which the coolant can be introduced into a vehicle-external coolant station (18) of the cooling arrangement (10), wherein the vehicle-internal section (26) of the coolant circuit (24) comprises an inlet (32) via which coolant coming from the coolant station (18) can be introduced into the vehicle-internal section (26) of the coolant circuit (24), in which the cooling device (20) is arranged, wherein the vehicle-external coolant station (18) is designed to change the coolant, in a state fluidically coupled to the outlet (30) and the inlet (32), which coolant remains in the vehicle-internal section (26) after the vehicle-internal section (26) has been uncoupled from the vehicle-external coolant station (18), and which can be conveyed in the vehicle-internal section (26) by means of a vehicle-internal pumping device (22) of the cooling arrangement (10), characterized in that the vehicle-external coolant station (18) has at least one analysis unit (58) by means of which a composition of the coolant that can be introduced into the vehicle-internal section (26) of the coolant circuit (24) via the inlet (32) can be detected, wherein the at least one analysis unit (58) is designed to determine a freeze resistance of the coolant, and wherein the vehicle-external coolant station (18) has an operating device (62) via which a user of the cooling arrangement (10) can set a desired freeze resistance of the coolant remaining in the vehicle-internal section (26) after the vehicle-internal section (26) has been uncoupled from the coolant station (18).

Description

The invention relates to a cooling arrangement for cooling a battery of a motor vehicle, having a coolant circuit which comprises a cooling device through which a coolant can flow. The cooling device is designed to absorb heat released from the battery during operation of the battery. An in-vehicle section of the coolant circuit comprises an outlet via which the coolant can be introduced into a vehicle-external coolant station of the cooling arrangement. The in-vehicle section of the coolant circuit further comprises an inlet via which coolant coming from the coolant station can be introduced into the in-vehicle section of the coolant circuit in which the cooling device is arranged. Furthermore, the invention relates to a method for operating such a cooling arrangement.DE 10 2020 105 989 A1 describes a battery charging system and a method for electrically charging and fluid-based temperature control of a vehicle battery with a fluid-based battery temperature control device. The battery charging system has a charging station which comprises a stationary fluid-based temperature control device. In the method, the vehicle battery is tempered during electrical charging with a fluid heat carrier of the stationary fluid-based tempering device.DE 10 2019 102 814 A1 describes a charging system installed outside an electric vehicle for charging an on-board battery which is mounted in the electric vehicle. The charging system includes an external cooling device that cools the on-board battery. An external passage of the external cooling device through which a refrigerant flows is fluidly separated from an internal cooling device of the electric vehicle.DE 10 2010 007 975 B4 describes a charging station for an electrical energy store of a motor vehicle. Cooling lines connect the motor vehicle to a cooling device integrated in the charging station. A cooling module of the energy store has two connections for the cooling lines. After the termination of a rapid charging of the energy store, it is sufficient to remove the cooling lines assigned to the charging station, and the cooling module can optionally be emptied.DE 44 08 961 C1 describes a method for tempering a battery during a charging process at a charging station, in which a tempering fluid is discharged from the battery-side tempering fluid line before decoupling a connecting line on the charging station side from a battery-side tempering fluid line.DE 10 2017 201 541 A1 describes a system comprising a motor vehicle and a charging station. During charging of a battery of the motor vehicle at the charging station, cooling liquid is brought into thermal contact with a heating fluid in a heat exchanger located in the motor vehicle, wherein the cooling liquid and the heating fluid are separated from one another in the heat exchanger.When charging the battery of a motor vehicle, in particular when rapidly charging the battery, a comparatively large amount of heat is released. If an in-vehicle cooling system is designed to also remove the waste heat arising during charging and in particular during rapid charging, such a cooling system is to be dimensioned to be significantly larger than is the case with regard to the cooling requirement of the battery which the battery has during the driving operation of the motor vehicle. However, such a cooling system oversized for the driving operation is disadvantageous in terms of the associated outlay in terms of the installation space requirement, the costs and the weight.It is the object of the present invention to provide a cooling arrangement of the type mentioned at the beginning, which enables an improved temperature control of the battery and specifies a corresponding method for operating a cooling arrangement.This object is achieved by a cooling arrangement having the features of claim 1 and by a method having the features of claim 10. Advantageous embodiments with expedient developments of the invention are specified in the dependent patent claims and in the following description.The cooling arrangement according to the invention for cooling a battery of a motor vehicle comprises a coolant circuit which comprises a cooling device through which a coolant can flow. The cooling device is designed to absorb heat which is released from the battery during operation of the battery. An in-vehicle section of the coolant circuit comprises an outlet via which the coolant can be introduced into a vehicle-external coolant station of the cooling arrangement. The in-vehicle portion of the coolant circuit further includes an inlet. Coolant coming from the coolant station can be introduced into the in-vehicle section of the coolant circuit via the inlet. In the in-vehicle portion of the coolant circuit, the cooling device is disposed. The vehicle-external coolant station is configured to modify, in a state in which it is fluidically coupled to the outlet and the inlet, the coolant which remains in the vehicle-internal section after decoupling the vehicle-internal section from the vehicle-external coolant station. The coolant is conveyable in the in-vehicle section by means of an in-vehicle pumping device of the cooling arrangement.By connecting the coolant station to the outlet on the one hand and the inlet on the other hand, the vehicle-external coolant station is thus brought into the state in which the vehicle-external coolant station is coupled to the in-vehicle section of the coolant circuit. Thus, the vehicle-external coolant station is capable of changing the coolant remaining in the vehicle-internal section after the in-vehicle section is uncoupled from the vehicle-external coolant station in this state. By this change of the coolant, it can be ensured that an improved temperature control of the battery can be achieved by means of the coolant remaining in the in-vehicle section. And for the purpose of tempering the battery, the coolant remaining in the in-vehicle section may be conveyed by the in-vehicle pumping device in the in-vehicle section or within the in-vehicle section of the coolant circuit.By changing the coolant, which can be carried out by the coolant station in the state in which it is fluidically coupled to the outlet and the inlet, it is possible to provide at least temporarily and specifically with respect to a charging process, in particular a rapid charging process, of the battery, in particular for optimizing a heat transfer from the battery to the coolant in the region of the cooling device through which the coolant can flow or from the coolant to the battery in the region of the cooling device. In addition, by changing the coolant, it can be ensured that a particularly unhindered flow through the cooling device with the coolant, which remains in the in-vehicle section of the coolant circuit after decoupling the coolant station from the in-vehicle section of the coolant circuit, can be achieved by means of the in-vehicle pump device.In the state in which it is fluidically coupled to the outlet and the inlet, the coolant intended to remain in the in-vehicle section of the coolant circuit can be conveyed through the coolant circuit by means of the in-vehicle pump device and / or by means of a vehicle-external pump device, which can be part of the coolant station.The vehicle-external coolant station has at least one analysis unit.By means of the at least one analysis unit, a composition of the coolant which can be introduced into the in-vehicle section of the coolant circuit via the inlet can be detected. In this way, it may be determined whether the coolant intended to remain in the in-vehicle section has a desired composition or a composition suitable for the respective use of the motor vehicle. The composition of the coolant that can be introduced into the in-vehicle section of the coolant circuit via the inlet can be made known to the user of the cooling arrangement, in particular.The at least one analysis unit is designed to determine a freezing resistance of the coolant. In particular, the composition of the coolant is of particular interest in view of its freezing resistance, for example in order to prevent undesired solidification of the coolant due to low temperatures from occurring. With a view to determining the content of antifreeze in the coolant and / or the cryoprotectiveness of the coolant, it is particularly simple if the at least one analysis unit is designed as a refractometer.The vehicle-external coolant station has an operating device, by means of which a user of the cooling arrangement can set a desired freezing resistance of the coolant remaining in the vehicle-internal section after decoupling the vehicle-internal section from the coolant station. For example, the user can input or set a temperature or a temperature range via the operating device, up to which or up to which the coolant is to be freeze-proof or frost-proof. In particular, for this purpose, the coolant station can present different temperatures and / or temperature ranges to the user via the operating device for selection, wherein the user can then define the desired freezing resistance.Preferably, the vehicle-external coolant station is configured to change an amount of the coolant remaining in the vehicle-internal portion in the state fluidly coupled to the outlet and the inlet. It can thus be ensured that the quantity of coolant determined for remaining in the in-vehicle section of the coolant circuit is very exactly matched to the temperature control requirements imposed or to be imposed on the coolant, in particular cooling requirements.In particular, the vehicle-external coolant station can be designed to replenish coolant into the in-vehicle section of the coolant circuit and to vent the coolant circuit in the state in which it is fluidically coupled to the outlet and the inlet. In this way, a potential shortage of coolant in the in-vehicle portion of the coolant circuit can be compensated. This is advantageous for a particularly undisturbed temperature control operation, in particular cooling operation, within the in-vehicle section of the coolant circuit using the in-vehicle pump device.Preferably, the vehicle-external coolant station is configured to change a composition of the coolant flowing through the vehicle-internal section in the state in which it is fluidically coupled to the outlet and the inlet. In this way, a particularly well-suited coolant or an advantageous coolant composition can be used at least temporarily, in particular for optimized charging, preferably rapid charging, of the battery. For example, during charging of the battery, a coolant having a very high water content can flow through the coolant circuit, that is to say a coolant which has a higher heat transfer coefficient than a mixture of water and an antifreeze agent, wherein such a mixture has a lower heat transfer coefficient than water.For a subsequent driving operation of the motor vehicle having the battery, on the other hand, a mixture having a higher content of antifreeze and accordingly a lower heat transfer coefficient than the coolant remaining in the section in the vehicle can be used. The composition of the coolant can accordingly also be changed permanently, for example in accordance with the climatic ambient conditions, for a subsequent cooling operation in a driving state of the motor vehicle having the battery.Preferably, the vehicle-external coolant station is configured to change a composition of the coolant remaining in the vehicle-internal section in the state in which it is fluidically coupled to the outlet and the inlet. In this way, it can be achieved in particular that particularly suitable coolant compositions are set for warm weather plies and / or for cold weather plies and / or for a respective season or for use of the motor vehicle in a warm region or in a cold region, while the in-vehicle section of the coolant circuit is coupled to the coolant station. In particular, it can thereby be ensured that the respective composition of the coolant for operation in the respective region or season or in the respective weather situation is changed in a suitable manner with regard to avoiding freezing or solidification of the coolant and / or with regard to good heat transfer.For example, refrigerants in which a ratio of water to antifreeze is in the range of about 60:40 are currently used in central europe in motor vehicles, while refrigerants in which the ratio of water to antifreeze is about 50:50 are used in north europe. As the ambient temperature decreases, the antifreeze fraction is consequently increased. If the vehicle-external coolant station can influence the composition of the coolant, such can be taken into account in adjusting the composition of the coolant suitable for the respective region.In this regard, it is important that a higher proportion of antifreeze in the coolant brings about a lowering of the freezing point of the coolant, but also ensures poorer heat transfer. Consequently, the changing of the composition of the coolant by the coolant station is advantageous in particular with a view to optimizing the achievable heat transfer during operation of the in-vehicle pump device, but also in the state of the coolant station coupled to the in-vehicle section.To implement the measure for changing the composition of the coolant in the motor vehicle, in particular in at least one in-vehicle coolant circuit, it is advantageous if the coolant circuits are designed such that they and their sections can be brought into connection with the coolant flow of the vehicle-external coolant station in a direct or indirect way. In the case of the direct connection, the fluidic coupling is established as soon as the vehicle-external coolant station is coupled to the outlet and the inlet. In the indirect connection, a fluidic coupling can be produced by the in-vehicle coolant circuit or a section of this coolant circuit being fluidically coupled to the vehicle-external coolant station when the outlet and inlet are coupled to the vehicle-external coolant station, for example by switching a valve or similar shut-off device.In this way, it is ensured that the cooling fluid or coolant located in the vehicle or motor vehicle can be adapted overall to the new conditions and thus changed. In addition, the adaptation of a coolant composition can also be implemented for separate subareas of an integrated coolant system. Thus, only the system portions or portions of an in-vehicle coolant circuit may be matched to the new coolant composition that may be placed in direct or indirect contact with the out-vehicle coolant station.Preferably, the vehicle-external coolant station is configured to vent the coolant remaining in the in-vehicle section in the state in which it is fluidically coupled to the outlet and the inlet. This is based on the finding that removing air bubbles from the coolant is advantageous with regard to good heat transfer through the coolant and with regard to undisturbed delivery of the coolant by means of the pump device.The vehicle-external coolant station preferably has at least one analysis unit, by means of which a composition of the coolant that can be supplied to the coolant station via the outlet can be detected. Thereby, the off-vehicle coolant station can determine whether or not the coolant already located in the on-vehicle section of the coolant circuit is suitable, for example, in view of the weather situation and / or season and / or the region in which the motor vehicle having the on-vehicle section of the coolant circuit is used or is to be used.In particular, a user of the cooling arrangement can be provided with feedback from the coolant station, which feedback provides information about the composition of the coolant which is supplied via the outlet of the in-vehicle section of the coolant station. For this purpose, the vehicle-external coolant station can have, in particular, an output device, for example in the form of a display for outputting text or the like. The user can thus determine whether the coolant circuit can be operated with a coolant suitable for the current use of the motor vehicle and / or a future planned use of the motor vehicle.The at least one analysis unit is preferably designed to determine a content of antifreeze in the coolant.The vehicle-external coolant station preferably has a dispensing device, by means of which a user of the cooling arrangement can be communicated with a freezing resistance of the coolant that can be supplied or is supplied to the coolant station via the outlet. Then, for example, the user may determine whether the coolant located in the in-vehicle portion has freezing resistance desired by the user.It is therefore possible for the output device, in particular designed as a display or display, of the vehicle-external coolant station to inform the user what freezing resistance the coolant located in the in-vehicle section of the coolant circuit already has before the coolant station changes. Thus, the user can decide whether a change in the coolant that can be effected by the coolant station should be carried out at all.In particular, if the vehicle-external coolant station has the output device and the operating device, the user can very easily adjust the freezing strength of the coolant by the user indicating or inputting, via the operating device, the desired freezing strength of the coolant intended to remain in the in-vehicle section of the coolant circuit.Preferably, the coolant remaining in the in-vehicle section after decoupling the in-vehicle section from the coolant station can be supplied by means of the in-vehicle pump device to a heat exchanger integrated in the in-vehicle section. In this way, even after decoupling or disconnecting the in-vehicle section of the coolant circuit from the coolant station by means of the heat exchanger, a temperature control, in particular a cooling, of the coolant and thus also of the battery of the motor vehicle can be carried out.The heat exchanger preferably comprises a first fluid space through which the coolant can flow and a second fluid space which is incorporated into a refrigerant circuit of the cooling arrangement in the vehicle. In this case, the second fluid space can be operated as an evaporator of the refrigerant circuit. Accordingly, the heat exchanger can be designed as a so-called chiller. By operating the chiller, active cooling of the battery can be ensured, in particular during the driving operation of the motor vehicle having the battery.Furthermore, the chiller can be used, in particular switched on, when the motor vehicle is standing at the coolant station and the coolant station changes the coolant in the state in which it is fluidically coupled to the inlet and outlet.In particular, if the vehicle-external coolant station is designed as a charging station, by means of which charging of the battery of the motor vehicle can be effected, the chiller can provide a cooling capacity, in particular an additional cooling capacity, while the battery of the motor vehicle is charged at the charging station. This is advantageous in particular during rapid charging of the battery.Preferably, the in-vehicle portion of the coolant circuit includes a connection line connecting a first portion of the in-vehicle portion disposed upstream of the outlet to a second portion of the in-vehicle portion disposed downstream of the inlet. Such a connecting line can be used in particular when the heat exchanger is to be used for removing heat from the coolant and thus from the battery during the driving operation of the motor vehicle, that is to say when the motor vehicle is not at the coolant station.In addition, by providing the connecting line, it can be achieved that in a cooling operation of the cooling arrangement, in which both the vehicle-external coolant station and the heat exchanger are used for removing heat from the coolant, a parallel flow of the coolant through both the vehicle-external coolant station and the heat exchanger can be realized. This is conducive to improved cooling of the battery. Alternatively, it is possible to flow through the vehicle-external coolant station and the heat exchanger in series and in this way to enable at least two-stage cooling of the cooling fluid or coolant.The vehicle-external coolant station preferably has a temperature control module which is designed to absorb heat contained in the coolant and / or to introduce heat into the coolant. Accordingly, cooling of the battery can be achieved by the vehicle-external coolant station, for example when the motor vehicle is stationary at the coolant station and is being charged. However, heat can also be introduced into the in-vehicle section of the coolant circuit via the temperature control module of the vehicle-external coolant station. Accordingly, heating of the battery can also be advantageously effected by means of the cooling arrangement.This may be useful, for example, if the charging capacity of the battery cannot be fully utilized due to a low temperature. In such a case, by preheating or heating the battery, the usable charging capacity of the battery can be increased. In particular, a time at which the full charging capacity or charging power of the battery is available can thus be shifted forward. This can have the result, in particular, that the charging process, in which the full charging capacity of the battery is to be reached or exhausted, can be carried out particularly quickly. The latter is advantageous in particular when the vehicle-external coolant station is additionally designed as a charging station, by means of which charging of the battery of the motor vehicle can be effected. Then, during the charging of the battery of the motor vehicle, the coolant which is intended to remain in the in-vehicle section of the coolant circuit can be changed at the same time in an advantageous manner.In the method according to the invention for operating a cooling arrangement designed for cooling a battery of a motor vehicle, a coolant flows through a cooling device which is integrated into a coolant circuit of the cooling arrangement. The cooling device is designed to absorb heat released from the battery during operation of the battery. An in-vehicle section of the coolant circuit comprises an outlet via which the coolant is introduced into a vehicle-external coolant station of the cooling arrangement. Furthermore, the in-vehicle section of the coolant circuit comprises an inlet via which coolant coming from the coolant station is introduced into the in-vehicle section of the coolant circuit, wherein the cooling device is arranged in the in-vehicle section. In a state fluidly coupled to the outlet and the inlet, the off-board coolant station changes the coolant remaining in the on-board section after decoupling the on-board section from the off-board coolant station. The coolant remaining in the in-vehicle portion is conveyed inside the in-vehicle portion by an in-vehicle pumping device of the cooling assembly. The vehicle-external coolant station has at least one analysis unit, by means of which a composition of the coolant which can be introduced into the in-vehicle section of the coolant circuit via the inlet is detected, wherein the at least one analysis unit determines a freezing resistance of the coolant. The vehicle-external coolant station has an operating device, via which a user of the cooling arrangement sets a desired freezing resistance of the coolant remaining in the vehicle-internal section after decoupling the vehicle-internal section from the coolant station.Accordingly, a coolant particularly suitable for the cooling operation can be used because coolant changed by the off-board coolant station has been introduced into the in-vehicle section of the coolant circuit by the in-vehicle pumping device delivering this coolant within the in-vehicle section. This makes it possible to achieve improved temperature control of the battery of the motor vehicle.The battery of the motor vehicle can be designed to supply an drive device of the motor vehicle with electrical energy, wherein the cooling arrangement can be used advantageously for cooling the battery.The battery can be designed in particular as a high-voltage battery or high-voltage accumulator, which has a rated voltage of more than 60 volts and preferably of up to several hundred volts.Alternatively, the battery can be designed as a low-voltage battery which has a lower rated voltage, for example a rated voltage of 48 volts or even less. In particular in the case of a battery designed as a high-voltage accumulator, during charging, in particular during rapid charging, a comparatively high amount of waste heat occurs at the coolant station which preferably additionally has the function of a charging station or charging column or the like, which waste heat can be dissipated in a particularly efficient manner by means of the cooling arrangement.The electric drive device of the motor vehicle is preferably designed to cause or at least support a movement of the motor vehicle. Accordingly, the motor vehicle can be designed in particular as an electric vehicle or hybrid vehicle.The advantages and preferred embodiments described for the cooling arrangement according to the invention apply analogously to the method according to the invention and vice versa.Accordingly, the invention also includes developments of the method according to the invention, which have features as have already been described in connection with the developments of the cooling arrangement according to the invention. For this reason, the corresponding developments of the method according to the invention are not described again here.The motor vehicle having the battery is preferably designed as a motor vehicle, in particular as a passenger car or truck, or as a passenger bus.The invention also includes the combinations of the features of the described embodiments. The invention therefore also comprises implementations which each have a combination of the features of a plurality of the described embodiments, provided that the embodiments have not been described as mutually exclusive.Schematic exemplary embodiments of the invention are described below. The following shows: FIG. 1 shows a cooling arrangement for cooling a battery of a motor vehicle, wherein an off-board coolant station comprising a cooling module is coupled to an outlet and an inlet of an in-vehicle portion of a coolant circuit; and FIG. 2 shows the motor vehicle having the battery and the coolant station, which is additionally designed as a charging station in the present case and has the vehicle-external cooling module.The exemplary embodiments explained below are preferred embodiments of the invention. In the exemplary embodiments, the described components of the embodiments each represent individual features of the invention that are to be considered independently of one another and that also develop the invention independently of one another. Therefore, the disclosure is intended to include combinations of the features of the embodiments other than those illustrated. Furthermore, the described embodiments can also be supplemented by further features of the invention that have already been described.In the figures, identical reference numerals designate functionally identical elements.FIG. 1 shows a highly schematic view of a cooling arrangement 10 for cooling a battery 12 of a motor vehicle 14 schematically illustrated in FIG. 2. As can be seen from FIG. 2, the vehicle-external cooling module 16 can be integrated into a stationary coolant station 18, which in the present case has a charging device (not shown) for charging the battery 12 of the motor vehicle 14 and is therefore additionally designed as a charging station. In particular, when the motor vehicle 14 is stationary at the coolant station 18 and the battery 12 is charged in a rapid charging process, a comparatively large amount of waste heat is released from the battery 12. This waste heat can be dissipated by using the cooling arrangement 10.For cooling the battery 12, a cooling device 20 is provided, which can be designed as a cooling plate 20. Referring to FIG. 1, the cooling plate 20 is in thermally conductive contact with the battery 12, and coolant may flow through the cooling plate 20 and may be pumped through a coolant circuit 24 by an in-vehicle pump 22 of the cooling assembly 10.The coolant circuit 24 includes an in-vehicle portion 26 in which the cooling plate 20 and the pump 22 or coolant pump are disposed. Furthermore, the coolant circuit 24 comprises a vehicle-external section 28, in which the cooling module 16 of the vehicle-external coolant station 18 is arranged. Interfaces of the coolant circuit 24 to the surroundings of the motor vehicle 14 are provided in the present case by an outlet 30 and by an inlet 32.The coolant circuit 24 of the cooling arrangement 10 outlined and described in FIG. 1 has been used in this configuration by way of example in order to represent the overall functionality between the vehicle-external coolant station 18 and the at least partially vehicle-internal coolant circuit 24. The coolant circuit 24 and the further systems connected to it, such as a refrigerant circuit 46, can be formed in further and also more complex connections. However, corresponding variants of the cooling arrangement 10 are of minor significance for understanding the basic interaction of the coolant circuit 24 with the coolant station 18 explained here.Conduits or the like may be connected to the outlet 30 and the inlet 32 to couple the off-board coolant station 18, and more particularly the off-board coolant module 16, to the on-board portion 26 of the coolant circuit 24 (see FIG. 2 ). These off-vehicle conduits are associated with the off-vehicle portion 28 of the coolant circuit 24 (see FIG. 2 ), while the outlet 30 and the inlet 32 are associated with the on-vehicle portion 26 of the coolant circuit 24.FIGS. 1 and 2 schematically show how the vehicle-external coolant station 18 is fluidically coupled to the outlet 30 on the one hand and to the inlet 32 on the other hand. In this state, the coolant station 18 is capable of changing the coolant remaining in the in-vehicle section 26 after decoupling the in-vehicle section 26 of the coolant circuit 24 from the out-vehicle coolant station 18. Since the coolant station 18 serving at the same time as a charging column or charging station can only temporarily change the coolant for the cooling process during the rapid charging operation or else permanently for a driving operation or charging operation which is independent of a rapid charging station and which is intended to remain in the section 26 of the coolant circuit 24 in the vehicle, it is possible to ensure optimization of the heat transfer which can be achieved by the coolant. In addition, it can be avoided that the coolant or cooling fluid solidifies or freezes in the coolant circuit 24.This is based on the finding that different compositions of the coolant are desirable depending on the weather or season or depending on the weather conditions in a region in which the motor vehicle 14 is to be used. For example, a high content of an antifreeze in the coolant may ensure that the coolant has a low freezing point. This is advantageous in cold weather or in a cold weather situation or in the cold season or when the motor vehicle 14 is used in a region in which comparatively low temperatures prevail. In contrast, a lower content of antifreeze in the coolant and a higher content of water are advantageous if a lower cryoprotective strength of the coolant is sufficient. This is because a better heat transfer can then be achieved by the coolant.Specifically, the coolant station 18 may modify the coolant determined to remain in the in-vehicle portion 26 of the coolant circuit 24 by replenishing coolant to the in-vehicle portion 26 as needed. For this purpose, the coolant station 18 can have at least one storage container 56, in which coolant and / or an antifreeze agent can be stored.In particular, the coolant station 18 can have a plurality of storage containers 56, wherein only one of the storage containers 56 is shown schematically in FIG. 2. One of the reservoirs 56 may contain water or such a solvent. In a further storage container 56, an antifreeze agent can be stored. Furthermore, further additives can be stored in further storage containers 56, which can be used to set desired properties of the coolant to be used in the motor vehicle 14. Additionally or alternatively, it is possible for at least one coolant which contains water, antifreeze and / or at least one other or further additive to be stored in the at least one storage container 56.In the present case, the coolant station 18 is designed to change a composition of the coolant, which is intended to remain in the in-vehicle section 26 of the coolant circuit 24, in the state in which it is fluidically coupled to the outlet 30 and the inlet 32. In this way, for example, the freezing temperature of the coolant to be fulfilled or maintained can be adjusted by the coolant station 18 varying or adapting corresponding additive proportions.For the purpose of detecting a composition of the coolant supplied to the coolant station 18 via the outlet 30 and / or the composition of the coolant introduced into the in-vehicle portion 26 of the coolant circuit 24 via the inlet 32, the coolant station 18 may include an analysis unit 58 (see FIG. 2 ).In particular, the analysis unit 58 can be designed to determine a content of antifreeze in the coolant and / or a cryoprotectiveness of the coolant. For example, the composition of the coolant, which is introduced into the coolant station 18 via the outlet 30 after coupling the vehicle-external coolant station 18 to the outlet 30 and the inlet 32 (compare FIG. 2 ), can be analyzed or determined by means of the analysis unit 58.The coolant station 18 can have an output device, for example in the form of a display 60, via which the composition of the coolant which is supplied to the coolant station 18 via the outlet 30 can be communicated to a user of the cooling arrangement 10. In particular, the display 60 can be used to inform the user of the cooling arrangement 10 of a freezing resistance of the coolant.Additionally or alternatively, the user of the cooling assembly 10 may be communicated via the display 60 having the composition including the coolant introduced or recirculated into the in-vehicle portion 26 of the coolant circuit 24 via the inlet 32 after coupling the out-of-vehicle coolant station 18 to the outlet 30 and the inlet 32 (see FIG. 2 ).Furthermore, the coolant station 18 preferably has an operating device 62 (compare FIG. 2 ), via which a desired freezing resistance of the coolant, which is to remain in the in-vehicle section 26 of the coolant circuit 24 after decoupling the in-vehicle section 26 from the coolant station 18, can be inbed or set by the user. A possible procedure for such a freezing point adaptation of the coolant, for example for summer operation of the motor vehicle 14 and for winter operation of the motor vehicle 14, will be explained below.First, the coolant station 18 is fluidly coupled to the outlet 30 and the inlet 32 (see FIG. 2 ) and thus the off-board cooling module 16 is also connected to the in-vehicle portion 26 of the coolant circuit 24 (see FIG. 1 ). The user can store a checking request or correction request with regard to a temperature resistance or freezing resistance of the coolant, for example by making an input at the operating device 62. In particular, the user can define up to which temperature the coolant should be freeze-resistant or frost-resistant. A corresponding target value can be set by the user by making the input at the operating device 62. In particular, temperatures or temperature ranges can be offered to the user for selection by the coolant station 18. In this case, the coolant station 18 can take into account, for example, which freezing resistance of the coolant is advisable in consideration of the weather situation to be expected and / or the season and / or the region in which the motor vehicle 14 is used or will be used.Alternatively, without the user speaking a composition request of the coolant adapted to a respective ambient temperature, the composition present can be maintained. This means that the future coolant quality corresponds to the quality of the coolant that has been used hitherto. The coolant station 18 can also, via the operating device 62 and / or via the display 60, itself make an optional proposal for the future composition of the coolant or cooling fluid to the user, for example as a function of current weather data and / or of long-term weather data or else fundamentally on the basis of the season and / or the seasonal conditions. The coolant station 18 can also set a temporary coolant adaptation independently exclusively for the rapid charging operation and the associated cooling process of the battery 12 without an adaptation of a quality of the coolant requested by the user. Following the charging operation, in particular rapid charging operation, it is then possible to switch back from the coolant station 18 to the initial quality of the coolant.The coolant station 18 may replenish coolant into the in-vehicle portion 26 of the coolant circuit 24 as needed. For this purpose, it is advantageous if the coolant station 18 can analyze the composition of the coolant which is already located in the in-vehicle section 26 of the coolant circuit 24 when the coolant station 18 is coupled to the section 26. Further, the coolant station 18 preferably ensures that neither air bubbles nor contaminants remain in the in-vehicle portion 26 after the lines of the coolant station 18 associated with the out-of-vehicle portion 28 of the coolant circuit 24 (see FIG. 2 ) have been decoupled from the outlet 30 and the inlet 32.If the coolant station 18 has replenished coolant and / or water, for example originating from the storage container 56, and / or at least one additive, such as in particular antifreeze, into the in-vehicle section 26 of the coolant circuit 24, the coolant station 18 can determine, after a specific mixing time, which freezing resistance the coolant which is supplied to the coolant station 18 via the outlet 30 has. The cryoprotectiveness can be determined in particular by the analysis unit 58 determining the content of antifreeze in the coolant.Here, when an actual value of the freezing resistance, which can be indicated by a temperature value, is found to be smaller than a target value of the freezing resistance, the refrigerant can be diluted. Accordingly, a coolant that is less additive, in particular antifreeze, and is intended to remain in the in-vehicle section 26 can be adjusted by the coolant station 18. For example, the proportion of water in the coolant, which is intended to remain in the section 26, can be increased for this purpose.If, on the other hand, it is found that the actual value of the freezing resistance (i.e. approximately the temperature at which the coolant freezes) is greater than the setpoint value, then an enrichment of the coolant can be carried out by increasing the content of additives, in particular of antifreeze agents, in the coolant, which is intended to remain in the in-vehicle section 26. For example, for this purpose, a coolant can be obtained from the at least one storage container 56, which coolant has a lower water content and a higher content of antifreeze. Alternatively, antifreeze originating directly from the at least one storage container 56 can be introduced into the coolant which the coolant station 18 draws via the outlet 30. The coolant station 18 then feeds the coolant richer in additives, in particular antifreeze agents, and thus changed, into the in-vehicle section 26 of the coolant circuit 24 to the motor vehicle 14 via the inlet 32.During this change or changeover of the coolant, the coolant is preferably cooled or heat is extracted from the coolant by means of the vehicle-external cooling module 16. This is particularly useful when the battery 12 of the motor vehicle 14 is charged at the same time. This is because waste heat can be dissipated from the battery 12. In particular, during such cooling of the battery 12, the composition of the coolant can be detected in random or continuously, in particular the ratio of water to antifreeze and / or to other additives, for example. Then, when it is found that the actual value of the freezing resistance is the target value, the change in the composition of the refrigerant made by the refrigerant station 18 can be finished.If necessary or desirable, cooling of the battery 12 may then be continued by continuing to pass the coolant through the off-board cooling module 16.In particular, when the battery 12 of the motor vehicle 14 is charged, the off-board coolant station 18 may be decoupled from the on-board portion 26 of the coolant circuit 24. Previously, the coolant station 18 preferably ensures that the coolant which remains in the in-vehicle section 26 is present in a sufficient quantity and in a composition suitable for a desired intended use, free of air bubbles and / or contaminants. A driving operation of the motor vehicle 14 can then be started or continued.In particular, the coolant station 18 may effect an exchange of the coolant located in the in-vehicle section 26 of the coolant circuit 24. By means of such an exchange, a high purity of the coolant can be achieved, which is intended to remain in the in-vehicle section 26 after decoupling the vehicle-external coolant station 18 from the motor vehicle 14.If the coolant station 18 is capable, as described in the present case, of determining the composition and in particular the freezing resistance of the coolant, it is possible in particular to achieve a particularly good heat transfer into the coolant during cooling of the battery 12 or a good heat transfer to the battery 12 during heating thereof and an avoidance of solidification or freezing of the coolant. This is because the composition of the coolant can be adjusted as desired by the coolant station 18.One advantageous implementation of a change in the composition of the coolant may first comprise an analysis of the coolant supplied to the coolant station 18 from the in-vehicle section 26 of the coolant circuit 24. A correction of the composition of the coolant to a mixture particularly well suited for the charging process can then be carried out. In particular, the mixture can contain almost 100% water, so that a good heat transfer into the coolant takes place during cooling of the battery 12.At the end of the charging process, the coolant station 18 can fill the in-vehicle section 26 of the coolant circuit 24 with a coolant which has a target composition which is well suited for the operation of the motor vehicle 14 independent or decoupled from the coolant station 18. In this case, a specification and / or weather forecast made by the user, in particular a present or expected temperature, and / or similar parameters can be taken into account.Additionally or alternatively, it is possible for the coolant station 18 to restore or adjust the composition of the coolant that the coolant had prior to coupling the in-vehicle portion 26 of the coolant circuit 24 to the coolant station 18. Thus, the original composition of the coolant can be maintained by the coolant station 18 refilling the in-vehicle portion 26 of the coolant circuit 24 subsequent to the charging operation.Optionally, the final coolant state or a final composition of the coolant can be checked or analyzed again by the coolant station 18 and communicated to the user or vehicle user, for example via a display such as the display 60 and / or via an expression and / or in a digital manner. Additionally or alternatively, an entry can be made by the coolant station 18 into an in-vehicle information database (not shown) of the motor vehicle 14, which information database provides information about the coolant state or the final composition of the coolant.It is advantageous if a uniform coolant is used in motor vehicles 14 of different manufacturers or the respectively used coolant can be mixed without problems. This is because all motor vehicles 14 of different manufacturers can then be operated at the coolant station 18 serving as a service station and / or the number of storage containers 56 for fluids and / or additives and the like can also be reduced.If further coolant circuits, not shown here, are present on the inside of the vehicle, which are not open to the environment of the motor vehicle 14, coolant located in these coolant circuits cannot be adapted or influenced by the coolant station 18. However, this can be achieved if these further coolant circuits can be fluidically coupled to the coolant circuit 24 shown in the present case. However, the specific configuration of such coolant circuits is also of secondary importance for the fundamental interaction of the coolant circuit 24 with the coolant station 18 explained in the present case.In the cooling arrangement 10 shown in FIG. 1, the coolant circuit 24 has a first valve 34 at the outlet 30. If the first valve 34 is moved into a closed position or closed, coolant is prevented from entering the vehicle-external section 28 of the coolant circuit 24 and thus also the vehicle-external cooling module 16 via the outlet 30.In an analogous manner, according to FIG. 1, a further valve 36 can be provided at the inlet 32. When the valve 36 is placed in a closed position or closed, coolant cannot enter the in-vehicle portion 26 of the coolant circuit 24 via the inlet 32.The inlet 32 and the outlet 30 can be arranged in the region of an outer skin 38 of the motor vehicle 14 as can the valves 34, 36 (compare FIG. 2 ). The outer skin 38 of the motor vehicle 14 is illustrated only in a partially schematic manner in FIG. 1.In particular, by closing or covering the inlet 32 and the outlet 30, contaminants or the like can be prevented from entering the in-vehicle portion 26 of the coolant circuit 24 from the outside of the motor vehicle 14. For example, the inlet 32 and / or the outlet 30 may be protected from contamination by protective caps, closures, or the like (not shown).After removal or removal of such protective caps, the lines of the coolant station 18 shown schematically in FIG. 2 can be connected to the outlet 30 on the one hand and to the inlet 32 on the other hand. Then, when the valves 34, 36 are opened, the pump 22 may pump the coolant through the coolant circuit 24, thereby utilizing the off-board cooling module 16 to remove heat from the battery 12.In particular, the vehicle-internal pump 22 can be used to ensure that the coolant also flows through the vehicle-external cooling module 16. However, it is possible for a delivery device or pump (not shown) to be additionally arranged in the section 28 of the coolant circuit 24 outside the vehicle, by means of which pump a flow of the coolant through the cooling module 16 outside the vehicle and further through the section 26 of the coolant circuit 24 inside the vehicle can be effected or at least assisted.If, as shown in FIG. 2, the lines associated with the section 28 of the coolant circuit 24 outside the vehicle are connected to the outlet 30 on the one hand and to the inlet 32, the coolant can also be caused to flow through the section 28 of the coolant circuit 24 outside the vehicle by opening the valves 34, 36 or by pushing the valves 34, 36 open by means of the coolant being conveyed.According to FIG. 1, a heat exchanger 40 different from the cooling device, in the present case therefore from the cooling plate 20 shown by way of example, is arranged in the section 26 of the coolant circuit 24 in the vehicle. The heat exchanger 40 comprises a first fluid space 42 through which the coolant can flow. Accordingly, the first fluid space 42 of the heat exchanger 40 is incorporated into the in-vehicle section 26 of the coolant circuit 24.Furthermore, the heat exchanger 40 comprises a second fluid space 44, which is incorporated into a vehicle-internal refrigerant circuit 46 of the cooling arrangement 10. The second fluid space 44 of the heat exchanger 40 can be operated as an evaporator of the refrigerant circuit 46. Conventional components 48 of the refrigerant circuit 46, such as a compressor, a condenser or gas cooler connected downstream of the compressor, and an expansion element connected upstream of the evaporator in the form of the second fluid chamber 44, are not shown in more detail in FIG. 1 for reasons of clarity.The heat exchanger 40 can also be referred to as a chiller. This chiller can be connected if necessary, for example if both the vehicle-external cooling module 16 and the heat exchanger 40 or chiller are to be used for cooling the battery 12 when the motor vehicle 14 is standing at the charging station or coolant station 18.Furthermore, it is possible to use the chiller or heat exchanger 40 also during the driving operation of the motor vehicle 14, that is to say when the valves 34, 36 are closed in the present case.In the variant of the cooling arrangement 10 shown in FIG. 1, the in-vehicle section 26 of the coolant circuit 24 has a connecting line 50, which connects a first sub-region 52 of the in-vehicle section 26 arranged upstream of the outlet 30 as seen in the direction of flow of the coolant to a second sub-region 54 of the in-vehicle section 26 arranged downstream of the inlet 32. When the coolant flows through this connecting line 50, the coolant coming from the cooling plate 20 can be supplied to the heat exchanger 40 or chiller, bypassing the cooling module 16 external to the vehicle.Connection points at which the connecting line 50 is connected to the first sub-region 52 on the one hand and to the second sub-region 54 on the other hand can be designed as branching points of the in-vehicle section 26 of the coolant circuit 24. Furthermore, it is possible to provide valves (not shown in the present case), in particular switching valves, at these connection points.It is also shown in FIG. 1 that the in-vehicle section 26 of the coolant circuit 24 comprises a bypass line 64, via which the coolant can be conveyed through the in-vehicle section 26 of the coolant circuit 24, bypassing the heat exchanger 40 or chiller. The bypass line 64 may be provided in addition to or as an alternative to the connection line 50.FIG. 2 furthermore schematically shows that the motor vehicle 14 can have an electric drive device, for example in the form of at least one electric motor 66, which is supplied with electrical energy by the battery 12. The at least one electric motor 66 can cause the transportation vehicle 14 to move or at least assist such a movement. Means for electrically connecting the battery 12 to the charging device (not shown) of the coolant station 18 for the purpose of charging the battery 12 are not shown in more detail in FIG. 2 for reasons of clarity.Overall, the examples show how external cooling of the battery 12 with an open connection to the coolant station 18 can be provided by the cooling arrangement 10, wherein the coolant station 18 enables adaptation of the freezing point of the coolant, for example for summer operation and for winter operation of the motor vehicle 14.The charging station or coolant station 18 is thus designed in particular as a fluid service station or coolant service station for a system open to the environment of the motor vehicle 14.

Claims

Cooling arrangement (10) for cooling a battery (12) of a motor vehicle (14), having a coolant circuit (24) which comprises a cooling device (20) through which a coolant can flow, wherein the cooling device (20) is designed to absorb heat released from the battery (12) during operation of the battery (12), wherein an in-vehicle section (26) of the coolant circuit (24) comprises an outlet (30) via which the coolant can be introduced into a vehicle-external coolant station (18) of the cooling arrangement (10), wherein the in-vehicle section (26) of the coolant circuit (24) comprises an inlet (32) via which coolant coming from the coolant station (18) can be introduced into the in-vehicle section (26) of the coolant circuit (24) in which the cooling device (20) is arranged, wherein the vehicle-external coolant station (18) is designed to introduce coolant from the coolant station (18) into the in-vehicle section (26) of the coolant circuit (24), in which the cooling device (20) is arranged, in a state in which the coolant remains in the in-vehicle section (26) after decoupling the in-vehicle section (26) from the vehicle-external coolant station (18), and which can be conveyed in the in-vehicle section (26) by means of an in-vehicle pump device (22) of the cooling arrangement (10), characterized in that the vehicle-external coolant station (18) has at least one analysis unit (58), by means of which a composition of the coolant which can be introduced into the in-vehicle section (26) of the coolant circuit (24) via the inlet (32) can be detected, wherein the at least one analysis unit (58) is designed to determine a freezing resistance of the coolant, and wherein the vehicle-external coolant station (18) has an operating device (62), The freezing resistance of the coolant remaining in the in-vehicle section (26) after decoupling the in-vehicle section (26) from the coolant station (18) can be set by a user of the cooling arrangement (10).Cooling arrangement (10) according to Claim 1, characterized in that the vehicle-external coolant station (18) is designed, in the state in which it is fluidically coupled to the outlet (30) and the inlet (32), to change an amount of the coolant remaining in the in-vehicle section (26), in particular to replenish coolant in the in-vehicle section (26).Cooling arrangement (10) according to one of the preceding claims, characterized in that the vehicle-external coolant station (18) is designed, in the state in which it is fluidically coupled to the outlet (30) and the inlet (32), to modify a composition of the coolant flowing through the in-vehicle section (26) and / or a composition of the coolant remaining in the in-vehicle section (26), in particular to vent the coolant remaining in the in-vehicle section (26).Cooling arrangement (10) according to one of the preceding claims, characterized in that the vehicle-external coolant station (18) has at least one analysis unit (58), by means of which a composition of the coolant which can be supplied to the coolant station (18) via the outlet (30) can be detected.Cooling arrangement (10) according to one of the preceding claims, characterized in that the at least one analysis unit (58) is designed to determine a content of antifreeze in the coolant.Cooling arrangement (10) according to one of the preceding claims, characterized in that the vehicle-external coolant station (18) has a dispensing device (60), by means of which a freezing resistance of the coolant which can be supplied to the coolant station (18) via the outlet (30) can be communicated to a user of the cooling arrangement (10).Cooling arrangement (10) according to one of the preceding claims, characterized in that the coolant remaining in the in-vehicle section (26) after decoupling the in-vehicle section (26) from the coolant station (18) can be fed by means of the in-vehicle pumping device (22) to a heat exchanger (40) integrated in the in-vehicle section (26), wherein the heat exchanger (40) comprises a first fluid space (42) through which the coolant can flow and a second fluid space (44) integrated in an in-vehicle refrigerant circuit (46) of the cooling arrangement (10), wherein the second fluid space (44) can be operated as an evaporator of the refrigerant circuit (46).Cooling arrangement (10) according to one of the preceding claims, characterized in that the in-vehicle section (26) of the coolant circuit (24) comprises a connecting line (50) which connects a first sub-region (52) of the in-vehicle section (26) arranged upstream of the outlet (30) to a second sub-region (54) of the in-vehicle section (26) arranged downstream of the inlet (32).Cooling arrangement (10) according to one of the preceding claims, characterized in that the vehicle-external coolant station (18) has a temperature control module (16) which is designed to absorb heat contained in the coolant and / or to introduce heat into the coolant, and / or the vehicle-external coolant station (18) is designed as a charging station, by means of which charging of the battery (12) of the motor vehicle (14) can be effected.Method for operating a cooling arrangement (10) designed to cool a battery (12) of a motor vehicle (14), in which a coolant flows through a cooling device (20) which is incorporated into a coolant circuit (24) of the cooling arrangement (10), wherein the cooling device (20) is designed to absorb heat released from the battery (12) during operation of the battery (12), wherein an in-vehicle section (26) of the coolant circuit (24) comprises an outlet (30) via which the coolant is introduced into a vehicle-external coolant station (18) of the cooling arrangement (10), wherein the in-vehicle section (26) of the coolant circuit (24) comprises an inlet (32) via which coolant coming from the coolant station (18) is introduced into the in-vehicle section (26) of the coolant circuit (24) in which the cooling device (20) is arranged, wherein the vehicle-external coolant station (18), in a state in which it is fluidically coupled to the outlet (30) and the inlet (32), changes the coolant which remains in the vehicle-internal section (26) after decoupling the vehicle-external section (26) from the vehicle-external coolant station (18), and which is conveyed within the vehicle-internal section (26) by means of a vehicle-internal pumping device (22) of the cooling arrangement (10), characterized in that the vehicle-external coolant station (18) has at least one analysis unit (58), by means of which a composition of the coolant which can be introduced into the vehicle-internal section (26) of the coolant circuit (24) via the inlet (32) is detected, wherein the at least one analysis unit (58) determines a freezing resistance of the coolant, and wherein the vehicle-external coolant station (18) has an operating device (62), The freezing resistance of the coolant remaining in the in-vehicle section (26) after decoupling the in-vehicle section (26) from the coolant station (18) is set by a user of the cooling arrangement (10).

Images