Thermal energy system for regulating a temperature of a battery section with a battery of a vehicle and vehicle

Abstract

Thermal energy system (100) for regulating a temperature of a battery section (BA) with a battery (B) of a vehicle (300), comprising: a heat pump (110) having a cooling unit (111) for cooling a coolant and a heating unit (112) for heating the coolant; a low-temperature, NT conducting path for conducting the coolant starting downstream of the cooling unit (111) and a high-temperature, HT conducting path for conducting the coolant starting downstream of the heating unit (112); a battery access line (121) fluidly connected to a coolant inlet of the battery section (BA); at least one first valve (131) which, in a first switching state, fluidically connects one of the HT or NT line paths, in particular the NT line pad, to the battery access line (121) and, in a second switching state, fluidically connects one of the HT or NT line paths to a battery bypass (210); the battery bypass (210), which is designed such that the coolant of one of the HT or NT conduction paths can be conducted at least partially parallel to the battery section (BA).

Description

The invention relates to a thermal energy system for regulating a temperature of a battery section with a battery of a vehicle and to a vehicle with such a thermal energy system.Electric vehicles require a cooling system in order to dissipate the power losses that arise in the assemblies (battery, electric machine; reduction gearing; bearings, etc.) and electronic units (inverters, DC / DC converters, DC-AC converters, etc.) during operation and during charging of the battery.The vehicles usually have a plurality of cooling circuits, which can be partially coupled to one another to form a thermal management system. As a rule, a coolant circuit with a water-glycol base is present, via which the heat is dissipated to the environment. A further coolant circuit comprises a heat pump / AC compressor for air conditioning the passenger compartment or for supporting the heat dissipation from the components of the vehicle. A third coolant circuit is provided in some systems for heat dissipation from the lubricating and cooling oil system of the transmission.In the known systems, two basic principles prevail with regard to the interior air conditioning and the cooling of the electronic units. The passenger compartment is heated by means of a coolant heat exchanger from the cooling circuit of the E-drive and cooled via the cooling circuit of the air-conditioning system / heat pump, which requires additional heat exchangers for the air-conditioning system. For greater heating capacities, additional electric heaters are usually necessary, which directly heat either the coolant or the interior air of the passenger compartment.The second principle focuses the function of heating and cooling via the refrigeration circuit by using a condenser heat exchanger instead of a heating heat exchanger and, as required, either heating or cooling the air by it.It is common to all the systems that the electronics units are connected upstream of the electric machine in series with respect to cooling, wherein the coolant preheated by the electronics units is still sufficient for cooling the electric machine.The energy storage device / battery / battery also has losses in energy conversion, caused by the chemical and physical processes within the battery. The influence is power-dependent, so that at low powers the power loss is likewise low and the greater the energy conversion, the higher the internal losses. As a result, liquid cooling can be found in most systems. Targeted cooling and heating of the individual components of the vehicle are consequently difficult to implement and often require complicated thermal management systems. This also results in limitations in the performance of the engine or other requirements, such as the climate of the passenger compartment.DE 10 2020 122 306 A1 describes a heat pump system for a vehicle in which cooling and heating of various elements such as a battery of the vehicle are described.Further prior art is known from EP 3 711 983 A1, DE 10 2021 207 249 A1 and DE 10 2021 127 770 A1.It is an object of the present invention to provide a thermal energy system and a vehicle that at least improves one or more of the aforementioned disadvantages. In particular, it is an object of the present invention to provide a thermal energy system for a vehicle, in which a setpoint temperature of the battery can be reached taking into account target temperatures of the further components of the vehicle.According to a first aspect, the object is achieved by a thermal energy system or thermal management system for regulating a temperature of a battery section with a battery of a vehicle. The system includes a heat pump having a cooling unit for cooling a coolant and a heating unit for heating the coolant, a low temperature, HT, conduit path beginning downstream of the cooling unit for directing the coolant, and a high temperature, HT, conduit path beginning downstream of the heating unit for directing the coolant. The system further includes a battery access line fluidly connected to a coolant inlet of the battery portion and at least one first valve. In a first switching state of the first valve, one of the HT or NT line paths, in particular the NT line pad, is connected fluidically to the battery access line, and in a second switching state of the first valve, the one of the HT or NT line paths is connected fluidically to a battery bypass. The system further comprises the battery bypass, which is designed such that the coolant of the one of the HT or NT conduction paths, in particular of the NT conduction path, can be conducted at least partially in parallel to the battery section.The thermal energy system is proposed, which can transport the energy losses from the electrical components and the energy from the cooling of the passenger compartment, as described in particular below, wherever this is useful or can be stored in the thermal mass for later use. Only when the requirements and the storage capacities have been exhausted can the energy be dissipated to the environment, in particular to the ambient air.In order to increase efficiency, a heat pump is provided which can transfer energy of the low-temperature-level refrigerant into the higher-temperature-level refrigerant so as to provide the refrigerants for the LT and HT piping paths, in particular. The coolant of the HT conduction path can have a lower temperature level compared to the coolant of the HT conduction path, at least in sections. By means of different flow flows, it can be made possible to also use energy from the ambient air for heating purposes by means of the heat pump. In addition, the heat pump may allow for cooling / A / C of the passenger compartment.The basic idea of the proposed system can be based on the representation of two coolant circuits, consisting of a low-temperature circuit with the HT line path and a high-temperature circuit with the HT line path with different temperature levels. The ratio of the temperatures of the circuits may be between a temperature of the HT circuit minus a temperature of the NT circuit -10 to +100K. The thermal coupling of the two coolant circuits is produced via the heat pump. This can comprise at least one compressor, at least one expansion valve, at least one evaporator heat exchanger (coolant-refrigerant heat exchanger) on the LT circuit for absorbing energy from the cooling circuit, and also a liquid cooled condenser (LCC) on the HT circuit and a surge tank or collector and / or dryer.At least first to third valves (flow switches) can be arranged in such a way that all required operating states can be operated with the system by the respective combination of the switching states of the valves. At least one of the first to third valves can be provided as a radial rotary slide valve design, but a different shape such as an axial piston slide valve is likewise possible.The system may include a main coolant circuit of the coolant. The main circuit can be configured in particular for cooling and / or heating at least one of the following sections: a cooling section, an engine section, a heating section and a radiator section. In addition, the main circuit may heat and / or cool the battery section.One of the first to third valves, in particular the first valve, can be incorporated into the hydraulic main circuit in such a way that in a first switching state the coolant flows to the battery section, in particular the battery, while in a second switching state the coolant is conducted past the battery, in particular via the battery bypass, so that preferably no energy exchange takes place between the battery and the coolant flowing in the main circuit. The battery can thereby be decoupled from the main circuit of the thermal system. As a result, for example for the purpose of more rapidly heating the passenger compartment or for more rapidly reaching the target temperature of the heating circuit and of the cooling circuit of the main circuit, the thermal mass of the battery can be selectively added to or removed from the active heat balance. Due to the very high thermal capacity of a traction battery including the water fill quantity, the heating time to the target temperature in the heating circuit can be reduced by approximately 50 to 80% with the same thermal output.The system can be designed such that it changes between the first and second switching states of the first valve in an intermittent operation such that the temperature level of the battery can be adjusted in a desired range and / or a switching hysteresis. A time interval and / or a time relationship between the two switching states may determine an amount of coolant through the battery, and thus the cooling power and the amplitude of hysteresis of the battery temperature level.The time interval may be between 0-100%. It can be advantageous to carry out the shut-off of the flow through the battery section, in particular the battery, only for a relatively short duration and to supply a certain average minimum volume flow, for example in order to homogenize the battery temperature and to avoid hotspots in the battery. The time period can be determinable as a function of the coolant temperature in the battery section, in particular at the battery, and should in particular not be higher than a boiling temperature of the coolant. The coolant temperature in the battery section, in particular at the battery, can be selected with respect to the boiling temperature in such a way that influences on a coolant flow of the coolant at and / or in the battery, in particular a volume flow, pressure loss, etc., are taken into account, advantageously on the precondition that the worst-case position in the battery is used as a reference variable. The worst case position may be a location on or in the battery that has a highest temperature. Accordingly, the cooling of the battery can be oriented towards the battery. The flow of coolant in the battery and / or past cells of the battery may be critical for cooling the battery, as the same flow conditions may not prevail at any location of the battery. There are thus areas and / or positions within the battery that are warmer or colder and these may be considered as parameters for the cooling control.It can be advantageous to vary the volume flow of the main circuit between the battery switched on and off, in particular by means of the first and second switching states of the first valve. By means of a high volume flow, a high amount of energy can be supplied / discharged to the battery in a short time, and at the same time optimum coolant exchange can be achieved. A small volume flow, on the other hand, can assist the heating of the battery by self-heating, in that this avoids local temperature peaks, but only very small amounts of energy are discharged into the main circuit. In the case of active battery heating by the main circuit, it may be expedient to vary the volume flow in order advantageously to lower the outlet temperature of the coolant at the battery as far as possible and to store all energy in the battery, while a more homogeneous temperature distribution in the battery can be achieved by means of a high volume flow. The temperature control of the battery can be determined according to a target position or target temperature.The determination of the coolant temperature at the battery, in particular cells of the battery, can be determined by direct measurement or preferably indirectly, advantageously via an empirical calculation model. In this case, a correspondingly adapted safety margin to the boiling limit of the coolant, which takes account of a model error, can be taken into account for a maximum coolant setpoint temperature.The battery portion may be made of the battery. Alternatively, the battery and further units and / or lines, in particular of the system, can be arranged in the battery section.The system includes the first valve and may include at least one other valve. The system may include at least the second, third and / or fourth valves.At least one of the first to fourth valves may be a 4 / 2 valve or a 3 / 2 valve. The first to fourth valves may be at least partially identical valves and / or at least partially different valves. At least two of the first to fourth valves can be different and can be combined, in particular to form a 5 / 2 valve. Advantageously, the first valve may be a 3 / 2 valve and the second and third valves may each be a 4 / 2 valve. Additionally or alternatively, the fourth valve may be a 3 / 2 valve. Alternatively, the first valve may be a 4 / 2 valve.The system can further comprise a battery output line, which is fluidically connected to a coolant output of the battery section, in particular of the battery, wherein the battery output line and the battery bypass are combined downstream of the battery section to form a single line. The battery input line can be fluidically connected in particular to a coolant inlet of the battery. Consequently, the coolant flows of the battery bypass and the battery output line can be combined to form a common coolant flow.The battery access line and / or the battery output line can comprise and / or form the coolant inlet or coolant outlet of the battery section, in particular of the battery.Downstream and upstream may refer to a flow direction of the coolant. If a conduit is configured to direct the coolant from a first unit to a second unit, this may include the coolant flowing from the first unit to the second unit.The battery bypass can have a first bypass line which is designed for at least partially conducting the coolant from the battery bypass to the battery access line of the battery section, in particular of the battery. The first minor line may be directly connected to the battery access line.The first bypass line may be designed for cooling and / or heating at least one first electronic unit of the vehicle. Consequently, the battery section, in particular the battery, can be connectable in series with the first electronic unit of the vehicle.The first electronic unit and further electronic units mentioned below can be or comprise power electronics. The first electronic unit and the further electronic units can be one of an inverter, a DC / DC converter and / or a DC-AC converter.The first bypass line can have a diaphragm and / or throttle, in particular upstream of the first electronic unit. Additionally or alternatively, the battery bypass can have a diaphragm and / or throttle, in particular downstream of the first bypass line. By means of the chokes and / or baffles, a branched-off volume flow can be limited in such a way that local temperature differences, in particular hotspots of the battery, are avoided, but no substantial energy exchange takes place with the main circuit. By means of the throttle or throttles and / or the throttle or throttles, a branched-off volume flow can be limited. The orifice and / or throttle or the orifices and / or the throttles can be designed to be variable, so that the volume flow via the battery bypass can be adapted as required.The system may further comprise a line loop configured to at least partially route the coolant from the battery output line of the battery section, in particular the battery to the first valve, in particular in the second state of the first valve to the battery access line. The line loop may be and / or comprise a line.The conduit loop may be configured such that convective and / or gravity-powered circulation of coolant may be performed in the conduit loop and the battery. The line loop may comprise a throttle and / or orifice. By heating the coolant in the battery section, in particular the battery, the heated coolant can rise and at the same time draw in cooler coolant. The heated coolant may be conductive back to the battery access line via the conduit loop. Accordingly, a passive coolant flow can be produced.In the first switching state of the first valve, the line loop may be disconnected from the battery access line. In this first switching state, it is possible to supply the coolant of the one of the HT or HT line paths directly from the first valve to the battery access line, in particular the battery.The line loop may comprise a coolant pump, in particular for pumping the coolant in the line loop.A coolant flow through the battery section can thus be decoupled from the main circuit, but in particular the coolant outlet of the battery is fluidically connected to the coolant inlet of the battery, so that cooling of the battery is possible passively via the housing. Local temperature differences can allow a flow of the coolant and thus homogenization of the temperature distribution in the battery. The design of the battery is preferably to be chosen appropriately in order to support convection. The battery is advantageously arranged in such a way that density differences between coolant with different temperature levels prevent local overheating by the warmer coolant rising and colder coolant flowing after.The system can further comprise a Venturi nozzle and / or a suction jet pump, which is fluidically connectable or connected to the battery section, in particular the battery, by means of the battery outlet line and to the first valve by means of the battery bypass, in particular in the second switching state of the first valve. The system may further comprise a cooling line which is configured for at least partially conducting the coolant from the battery bypass to the first valve, in particular in the second switching state of the first valve to the battery access line. The venturi may be configured such that the coolant is at least partially drawable from the battery output line. If the battery access line is connected to the cooling line, coolant of the cooling line is consequently drawn in. In the first switching state of the first valve, the coolant can take place from the battery outlet line to the Venturi nozzle and via the latter further to the main circuit and / or the individual line.As an alternative to the Venturi nozzle, the system can be designed in such a way that a line end section of the battery bypass has a first diameter and the line end section protrudes at least partially into the individual line. The individual line can have a second diameter at least along a line start section into which the line end section of the battery bypass protrudes at least partially. The first diameter may be smaller than the second diameter. When the coolant flows from the battery bypass into the single pipe at a higher speed, suction is generated, and thus a pressure drop occurs between the pipe end portion and the pipe start portion. This allows suction from a further connection, here from the battery output line. Consequently, an ejector jet may be produced.The system may further comprise a heat exchanger or be configured to direct the coolant to that heat exchanger, the heat exchanger being disposed in the battery portion. The thermal energy system may further comprise an independent battery circuit configured to cool and / or heat the battery by means of a second coolant. The independent battery circuit can be independent of the main circuit. A coolant inlet of the heat exchanger for the coolant may form the coolant inlet of the battery section and a coolant outlet of the heat exchanger for the coolant may form the coolant outlet of the battery section. The heat exchanger may be configured to exchange thermal energy between the independent battery circuit and a coolant flow from the battery access line to the battery output line. The second coolant may be identical to or different from the coolant. The second coolant can physically have a greater density change over temperature compared to the coolant and thus optimize the cooling effect. The independent battery circuit may include one or more conduits for conducting the second coolant.The first coolant can be a water-polyethylene glycol mixture, in particular Glylsantine. The second coolant may be a coolant suitable and / or used for absorber refrigerators. The second coolant may comprise or consist of an ammonia-water mixture or alcohols. A boiling point of the first and / or second coolant can be matched to a setpoint temperature level of the units to be cooled and / or heated, in particular an admissible temperature level of these.The system may further comprise an electronics bypass configured to at least partially route the coolant from the battery bypass to the battery output line and to cool and / or heat a second electronics unit of the vehicle. The second electronic unit is arranged in particular upstream of the battery output line and advantageously along the electronic bypass.The system can further comprise a second bypass line, which begins upstream of the second electronic unit and is designed for at least partially conducting the coolant from the electronic bypass to the battery access line, in particular directly to the latter.The electronics bypass and / or the second bypass line can comprise a diaphragm and / or throttle. The electronics bypass can have the orifice and / or throttle upstream of the electronics unit and downstream of the start of the second bypass line. Advantageously, in the second switching state of the first valve, the coolant can flow at least partially via the electronics bypass and the battery bypass as a function of the valves and / or chokes. In the first switching state of the first valve, the coolant can flow from the one of the HT or NT line paths directly from the first valve via the battery access line to the battery section, in particular the battery. In the second switching state of the first valve, the diverted volumetric flows can be limited in such a way that hotspots on the battery are avoided, but no substantial energy is introduced into the cooling circuit of the main circuit of the coolant of the system. By means of the electronics bypass, a parallel temperature control, according to requirements, of the second electronics unit is possible.The thermal energy system may be configured to cool and / or heat via the HT and NT conduction pathsa cooling section having at least one third electronic unit, in particular two, three or more third electronic units of the vehicle and / or a passenger compartment, FGZ heat exchanger for cooling a passenger compartment of the vehicle,a motor section having a motor of the vehicle, wherein the thermal energy system is configured to conduct the coolant flow from the motor section to the heating unit,a heating section having an FGZ heat exchanger for heating the passenger compartment, and / ora radiator section having a radiator of the vehicle.The system may comprise one or more of the units of the aforementioned sections.The system may include the second valve fluidly connecting the cooling portion to the radiator portion and the heating portion to the first valve in a first switching state, wherein the second valve fluidly connects the cooling portion to the first valve and the heating portion to the radiator portion in a second switching state. Alternatively or additionally, the system may comprise the third valve, which in a first switching state fluidically connects the single line to the engine section and the radiator section to the cooling unit, wherein in a second switching state the third valve fluidically connects the single line to the cooling unit and the radiator section to the engine section.One of the valves connecting one section, conduit or unit to another section, conduit or unit may include connecting respective conduits thereof.The thermal energy system can be designed in such a way that, in an open state of the radiator, a thermal energy exchange can be provided between an ambient fluid, in particular the ambient air of an environment, and the coolant of the radiator section. The thermal energy system can be designed such that, in a closed state of the radiator, the thermal energy exchange with the ambient fluid can be suppressed at least partially. The thermal energy system may further comprise a radiator device. Alternatively, the radiator section may comprise such a radiator means. The radiator device may optionally allow air to pass through the radiator device (open state) or prevent a flow through (closed state).In the first switching state of the first valve, the second valve can be in the second switching state and / or the third valve can be in the first switching state, wherein in particular the radiator can be in the closed state, such that an energy exchange with the ambient air is suppressed.In the second switching state of the first valve, the second valve can be in the second switching state and / or the third valve can be in the first switching state. In particular, in the open state of the radiator, a reduced energy exchange with the ambient air can be enabled, while in the closed state of the radiator, an energy exchange with the ambient air is suppressed.The system may further comprise a radiator bypass and a fourth valve. The fourth valve can be configured such that, in a first switching state of the fourth valve, the coolant can be conducted to the radiator bypass and, in a second switching state of the fourth valve, to the radiator section. The radiator bypass may be configured such that the coolant is guidable in parallel to the radiator portion. In particular, in the second switching state of the first valve, the fourth valve can be in the first switching state. This can cause the thermal capacities of the battery and the coolant in the radiator circuit to be taken out, thus further reducing the reaction time of the system for heating the passenger compartment, for example.The fourth valve may be in the first switching state, the first valve may be in the second switching state, the second valve may be in the first switching state and / or the third valve may be in the second switching state.Furthermore, different combinations of the switching states of the first to fourth valves are possible in order to enable different operating modes for cooling and / or heating the one or the different sections and units.According to a second aspect, the object is achieved by a vehicle comprising a thermal energy system according to the first aspect. The vehicle may be an at least partially electrically driven vehicle. The vehicle may include one or more units of the vehicle sections.Preferred exemplary embodiments are explained by way of example with reference to the enclosed figures. The following are shown: FIG. 1 shows a first exemplary embodiment of a thermal energy system with a battery bypass with a closed state of a radiator; FIG. 2 shows the first exemplary embodiment with the radiator in an open state; FIG. 3 shows a second exemplary embodiment of a thermal energy system having a battery bypass and a radiator bypass; FIG. 4 shows a third exemplary embodiment of a thermal energy system having a battery bypass and a bypass line; FIG. 5 shows a fourth exemplary embodiment of a thermal energy system having a battery bypass and a bypass line; FIG. 6 shows a fifth exemplary embodiment of a thermal energy system having a battery bypass and a line loop; FIG. 7 shows a sixth exemplary embodiment of a thermal energy system having a battery bypass and a Venturi nozzle; FIG. 8 shows a seventh exemplary embodiment of a thermal energy system having a battery bypass and an independent battery circuit; FIG. 9 shows an eighth exemplary embodiment of a thermal energy system having a battery bypass and an electronics bypass; FIG. 10 shows a ninth exemplary embodiment of a thermal energy system having a battery bypass, an electronics bypass and a bypass line; and FIG. 11 shows a vehicle having a thermal energy system according to one of the exemplary embodiments of FIGS. 1 to 10.In the figures, identical or substantially functionally identical or similar elements are denoted by the same reference numerals. Lines are shown in the form of arrows and / or dashed lines, wherein the arrow direction can represent a flow direction of a coolant. The lines can fluidically connect respective units and / or lines shown to one another.FIG. 1 shows a first exemplary embodiment of a thermal energy system 100 with a heat pump 110, wherein the thermal energy system 100 is designed for cooling and / or heating a cooling section KA with three electronic units EE and a passenger compartment, FGZ, heat exchanger WT for cooling a passenger compartment, a battery section BA with a battery B, a heating section HA with an FGZ heat exchanger WT for heating the passenger compartment, a radiator section RA with a radiator R and an engine section MA with an engine M of the vehicle 300. The engine section MA further comprises its own coolant circuit, which can exchange thermal energy with a coolant of a main circuit of the thermal energy system 100 by means of a WT of the engine section MA. The figures further show pumps P for pumping the coolant of the lines and of the system 100, and a coolant container KB which is designed for receiving and discharging the coolant of the main circuit.Furthermore, the system 100 of FIG. 1 has first to third valves 131, 132, 133 which can be switched between a first and a second switching state in each case and fluidically connect the lines, units and sections shown to one another as a function of the switching states. The heat pump 110 includes a cooling unit 111 for cooling the coolant and a heating unit 112 for heating the coolant. Downstream of the cooling unit 111, a low temperature HT conduction path starts, and downstream of the heating unit 112, a high temperature HT conduction path starts. The heat pump 110 further comprises a compressor, an expansion valve, an evaporator heat exchanger in the form of the cooling unit 111 and a surge tank, and a liquid-cooled condenser in the form of the heating unit 112.In order to be able to achieve a setpoint temperature of the battery B as simply as possible, taking into account the target temperatures of the other components such as the engine M and the WTs of the passenger compartment, the coolant can be conducted by means of the first valve 131 in a first switching state from the second valve 132, in particular from the cooling section KA and thus from the low-temperature conduction path NT to the battery section BA with the battery B. To this end, the first valve 131 connects the line from the second valve 132 to a battery access line 121. The battery access line 121 is connected to a coolant inlet of the battery section BA, here the battery B, in order to cool the battery B by means of the coolant. A coolant output of the battery section BA, here the battery B, is connected to a battery output line 122. In this state, the coolant flows over the battery access line 121 and not over a battery bypass 210. The battery bypass 210 and the battery output line 122 are merged downstream of the battery B into a single line that directs the coolant to the third valve 133.The second valve 132 is in a second switching state in FIG. 1 and connects the cooling section KA to the first valve 131 and the heating section HA to the radiator section RA. The third valve 133 is shown in a first switching state in FIG. 1 and connects the single line to the engine section MA and connects the radiator section RA to the cooling unit 111. The motor portion MA is fluidly connected to the heating unit 112 downstream of the WT of the motor portion MA.Further, the radiator R is shown in a closed state in FIG. 1, so that heat energy exchange between a coolant in the radiator section RA with ambient air is suppressed or only occurs very little.FIG. 2 shows, in comparison with FIG. 1, the first valve 131 in a second switching state in which the coolant is conducted from the second valve 132 to the battery bypass 210. The battery bypass 210 is parallel to the battery section BA, and heat energy is not exchanged with the battery B. Further, the radiator R is shown in an opened state, and heat energy is exchanged with the ambient air. In FIG. 2 and the subsequent figures, the illustration of the sections BA, KA, HA, RA and MA, which are drawn in with dotted lines, has been partially omitted in order to obtain a better overview.By means of the proposed system 100, for example for the purpose of more rapidly heating the passenger compartment or for more rapidly reaching the target temperature of a heating and / or cooling circuit of the main circuit, the thermal mass of the battery B can be selectively added or removed from the active heat balance. The heating circuit may be a coolant circuit that starts at and ends at the heating unit 112. The cooling circuit may be a coolant circuit that starts at and ends at the cooling unit 111. Due to the very high thermal capacity of a traction battery including the water fill quantity, the heating time to the target temperature in the heating circuit can be reduced by approximately 50 to 80% with the same thermal output.In the case of alternating operation between the first and second switching states of the first valve 131, the temperature level of the battery B can be adjusted within a desired tolerance range or a switching hysteresis by intermittent operation. The time interval and the time ratio between the positions determine the cooling capacity or amplitude of the switching hysteresis.Each of the first to third valves 131 to 133 and a valve 134 described below may have at least one or the first switching state and one or the second switching state. The second valve 132 can fluidically connect the cooling section KA to the radiator section RA in a first switching state. The third valve 133 can fluidically connect the single line to the cooling unit 111 and the radiator section RA to the engine section MA in a second switching state.By means of the first and second switching states of the first to third valves 131 to 133, in particular of the first to fourth valves 131 to 134, the various sections shown can be cooled and / or heated as required.FIG. 3 shows a second exemplary embodiment of a thermal energy system 100, in which, in comparison with the first exemplary embodiment of FIG. 2, the thermal energy system 100 further comprises a radiator bypass and the fourth valve 134.The radiator bypass 220 is configured to direct the coolant in parallel to the radiator portion RA, in particular the radiator R and to the third valve 133. By means of the fourth valve 133, the coolant can be conducted from the cooling section KA or the heating section HA (depending on the switching state of the second valve 132) to the radiator section RA, in particular the radiator R, in a first switching state of the fourth valve 134 and to the radiator bypass 220 in a second switching state of the fourth valve 134. By means of the radiator bypass 220 and the fourth valve 134, the thermal capacity in the radiator section RA can be taken out, whereby the reaction time of the system 100 can be further reduced.FIG. 4 shows a third exemplary embodiment of a thermal energy system 100, in which the system 100 additionally comprises a first bypass 211. The battery bypass 210 and the first bypass line 211 each have a shutter according to FIG. 4. The first bypass line 211 is configured to route coolant from the battery bypass 210 to the battery access line 121. In this case, the first bypass line 211 begins upstream of the aperture of the battery bypass 210. By means of the first bypass line 211, a bypass flow of coolant to the battery B can be adjusted when the coolant is conducted to the battery bypass 210, such that a low flow rate can be made possible. This can be adjustable in particular in such a way that hotspot formation on and / or in the battery B can be suppressed, since sufficient cooling can be achieved by means of the low throughflow. In FIG. 4, the radiator R is in the closed state, so that energy exchange with the ambient air is suppressed.FIG. 5 shows a fourth exemplary embodiment of a system 100, in which, in addition to the third exemplary embodiment, at least one electronic unit EE is incorporated in the first bypass line 211 and downstream of the orifice of the first bypass line 211, in order to cool and / or heat it, in particular to cool it. Consequently, serial flow through the electronic unit EE in the first bypass line 211 and the battery B is possible. Accordingly, the formation of hot spots of the battery B and a thermal energy input by this electronic unit EE and the battery B can also be controlled here by controlling the apertures of the first bypass line 211 and the battery bypass 210. This electronic unit EE is advantageously arranged upstream of the battery B, since this can have a lower heat capacity.FIG. 6 shows a fifth embodiment of a system 100 with a line loop 230 and the battery bypass 210. The line loop 230 may be a line. The line loop 230 may be configured to be configured to at least partially route the coolant from the battery output line 122 to the first valve 131. The first valve 131 is in the second switching state and connects the line loop 230 to the battery access line 121. According to this configuration, the coolant can be bypassed to the battery section BA via the battery bypass 210. Coolant located in the battery portion BA may contribute to cooling of the battery B and thus may heat up. If the coolant is conducted via the battery bypass 210, passive cooling of the battery B via the housing thereof can be made possible. Local temperature differences make it possible to flow the coolant and thus to homogenize the temperature distribution in the battery B. The design of the battery B can be selected such that convection is assisted. The battery B is advantageously arranged in such a way that the density differences between coolant with different temperature levels prevent local overheating by the warmer coolant rising and colder coolant flowing in. Accordingly, the formation of hot spots and an energy input into the main circuit can be kept low, so that the reaction time of the system 100 is further improved.FIG. 7 shows a sixth embodiment of a system 100 with the battery bypass 210, a venturi VD and a cooling line 240. The venturi VD constitutes an initial portion of the single passage. The battery bypass 21 βis fluidically connected to the Venturi nozzle VD, and the battery outlet line 122 is likewise fluidically connected to the Venturi nozzle VD. The cooling line 240 is configured for at least partially conducting the coolant from the battery bypass 210 to the first valve 131, in particular in the second switching state of the first valve 131 to the battery access line 121. The venturi VD may alternatively be a ejector. By means of the Venturi nozzle, a bypass flow of the coolant can be branched off from the main circuit and fed back to the latter. The pressure ratios before and after the venturi permit a main flow of coolant to be divided without an active pump and combined after passing through the battery B.FIG. 8 shows a seventh exemplary embodiment of a system 100 having the battery bypass 210 and an independent battery circuit 250. For this purpose, the system 100 further comprises a heat exchanger WT, wherein the coolant inlet of the battery section BA is here a coolant inlet and the coolant outlet of the battery section BA is a coolant outlet of the heat exchanger WT of the independent battery circuit 250. The battery circuit 250 is configured to direct a second coolant from the heat exchanger WT to the battery B and downstream of the battery B to the heat exchanger WT. The heat exchanger WT is configured to exchange heat energy between the main circuit coolant and the battery circuit 250. The battery circuit 250 may include one or more lines. Further, as shown in FIG. 8, the battery circuit 250 includes a pump downstream of the battery B and upstream of the heat exchanger WT. The second coolant of the battery circuit 250 may be identical to or different from the coolant of the main circuit. Consequently, a cooling circuit independent of the main circuit is proposed, the coolant of which physically has a greater density change over temperature and can thus achieve optimized cooling with respect to the battery B. A connection to the main cooling circuit is advantageous by means of the heat exchanger WT.FIG. 9 shows an eighth exemplary embodiment of a system 100 having the battery bypass 210 and an electronics bypass 260. The battery bypass 210 and the electronics bypass 260 each have a throttle. The electronics bypass 260 is configured to at least partially route the coolant from the battery bypass 210 to the battery output line 122. Furthermore, the electronics bypass 260 is designed for cooling and / or heating an electronics unit EE along the electronics bypass 260. Consequently, in parallel with the battery section BA, in particular the battery B, cooling and / or heating of the electronics unit EE according to requirements can take place along the electronics bypass 260. Furthermore, an energy input of the battery B is correspondingly low.FIG. 10 shows a ninth exemplary embodiment of a system 100 having the battery bypass 210, the electronics bypass 260 and a second bypass line 261. The battery bypass 210, the electronics bypass 260 and the second bypass line 261 each have a throttle. The second bypass line 261 starts upstream of the throttle of the electronics bypass 260 and is configured to at least partially route the coolant to the battery access line 121. Via the second secondary line 261, an additional branch of the coolant is provided, which is connected to the battery access line 121, wherein the throttle limits the branching volume flow in such a way that hotspots are avoided, but no substantial energy input into the main circuit takes place.The exemplary embodiments 100 shown in FIGS. 1 to 10 can be at least partially combined with one another and the invention is not restricted to the individual exemplary embodiments.FIG. 11 shows a vehicle 300 having a system 100 according to one of the preceding exemplary embodiments. The vehicle 300 may be an at least partially electrically driven vehicle 300. The vehicle 300 may include one or more units and / or portions of the embodiments shown in FIGS. 1-10.Reference numerals denote reference numerals100 Thermal energy system 110 Heat pump 111 Cooling unit 112 Heating unit 121 Battery access line 122 Battery output line 131 First valve 132 Second valve 133 Third valve 134 Fourth valve 210 Battery bypass 211 First auxiliary line 220 Radiator bypass 230 Line loop 240 Cooling line 250 Independent battery circuit 260 Electronics bypass 261 Second auxiliary line 300 Vehicle B Battery BA Battery section EE Electronics unit HA Heating section HT High temperature line path KA Cooling section KB Coolant container M Motor MA Motor section NT Low temperature line path P Pump R Radiator RA Radiator section VD Venturi nozzle WT Heat exchanger

Claims

A thermal energy system (100) for regulating a temperature of a battery section (BA) with a battery (B) of a vehicle (300), comprising: a heat pump (110) having a cooling unit (111) for cooling a coolant and a heating unit (112) for heating the coolant; a low temperature, HT, conduit path beginning downstream of the cooling unit (111) for conducting the coolant and a high temperature, HT, conduit path beginning downstream of the heating unit (112) for conducting the coolant; a battery access conduit (121) fluidly connected to a coolant inlet of the battery section (BA); at least one first valve (131), which in a first switching state fluidically connects one of the HT or NT line paths, in particular the NT line pad, to the battery access line (121) and in a second switching state fluidically connects the one of the HT or NT line paths to a battery bypass (210); the battery bypass (210), which is designed such that the coolant of the one of the HT or NT line paths can be conducted at least partially parallel to the battery section (BA).The thermal energy system (100) of claim 1, further comprising: a battery output line (122) fluidly connected to a coolant output of the battery section (BA), wherein the battery output line (122) and the battery bypass (210) are merged into a single line downstream of the battery section (BA).Thermal energy system (100) according to claim 1 or 2, wherein the battery bypass (210) comprises a first bypass line (211) configured for at least partially guiding the coolant from the battery bypass (210) to the battery access line (121).Thermal energy system (100) according to Claim 3, wherein the first bypass line (211) is designed for cooling and / or heating at least one first electronic unit (EE) of the vehicle (300).Thermal energy system (100) according to one of the preceding claims, wherein the first auxiliary line (211) has a diaphragm and / or throttle, and / or wherein the battery bypass (210) has a diaphragm and / or throttle, in particular downstream of the first auxiliary line (211).Thermal energy system (100) according to one of claims 2 to 5, further comprising: a line loop (230) which is configured for at least partially conducting the coolant from the battery output line (122) to the first valve (131), in particular in the second switching state of the first valve (131) to the battery access line (121).The thermal energy system (100) of claim 6, wherein the conduit loop (230) is configured such that convective and / or gravity-driven circulation of the coolant is executable in the conduit loop (230) and the battery (B).Thermal energy system (100) according to one of claims 2 to 7, further comprising: a Venturi nozzle (VD) which is fluidically connected to the battery section (BA), in particular the battery (B), by means of the battery outlet line (122) and to the first valve (131) by means of the battery bypass (210); a cooling line (240) which is designed for at least partially conducting the coolant from the battery bypass (210) to the first valve (131), in particular to the battery access line (121) in the second switching state of the first valve (131), wherein the Venturi nozzle (VD) is designed such that the coolant can be at least partially drawn in from the battery outlet line (122).The thermal energy system (100) according to any one of the preceding claims, further comprising: a heat exchanger (WT) arranged in the battery section (BA), wherein the thermal energy system (100) further comprises an independent battery circuit (250) configured to cool and / or heat the battery (B) by means of a second coolant, wherein a coolant inlet of the heat exchanger (WT) for the coolant forms the coolant inlet of the battery section (BA) and a coolant outlet of the heat exchanger (WT) for the coolant forms the coolant outlet of the battery section (BA), wherein the heat exchanger (WT) is configured to exchange thermal energy between the independent battery circuit (250) and a coolant flow from the battery access line (121) to the battery outlet line (122).Thermal energy system (100) according to one of the preceding claims, further comprising: an electronics bypass (260) which is configured for at least partially conducting the coolant from the battery bypass (210) to the battery output line (122) and for cooling and / or heating a second electronics unit (EE) of the vehicle (300).Thermal energy system (100) according to claim 10, further comprising: a second bypass line (261) starting upstream of the second electronic unit (EE) and being configured for at least partially guiding the coolant from the electronic bypass (260) to the battery access line (121).Thermal energy system (100) according to one of the preceding claims, wherein the thermal energy system (100) is configured by means of the HT and NT conduction paths for cooling and / or heating - a cooling section (KA) with at least one third electronic unit (EE) of the vehicle (300) and / or a passenger compartment, FGZ, heat exchanger (WT) for cooling a passenger compartment of the vehicle (300), - an engine section (MA) with an engine (M) of the vehicle (300), wherein the thermal energy system (100) is configured for conducting the coolant flow from the engine section (MA) to the heating unit (112), - a heating section (HA) with an FGZ heat exchanger (WT) for heating the passenger compartment, and / or a radiator section (RA) with a radiator (R) of the vehicle (300).Thermal energy system (100) according to claim 12, further comprising: a second valve (132), which in a first switching state fluidically connects the cooling section (KA) to the radiator section (RA) and the heating section (HA) to the first valve (131), wherein in a second switching state the second valve (132) fluidically connects the cooling section (KA) to the first valve (131) and the heating section (HA) to the radiator section (RA); and / or a third valve (133) which, in a first switching state, fluidically connects the single line to the engine section (MA) and the radiator section (RA) to the cooling unit (111), wherein, in a second switching state, the third valve (133) fluidically connects the single line to the cooling unit (111) and the radiator section (RA) to the engine section (MA).Thermal energy system (100) according to either of Claims 12 and 13, wherein the thermal energy system (100) is designed such that, in an open state of the radiator (R), thermal energy exchange between an ambient fluid of an environment and the coolant of the radiator section (RA) can be provided, wherein the thermal energy system (100) is designed such that, in a closed state of the radiator (R), the thermal energy exchange with the ambient fluid can be at least partially suppressed.Thermal energy system (100) according to either of Claims 12 and 13, further comprising: a radiator bypass (220) and a fourth valve (134), wherein the fourth valve (134) is designed such that, in a first switching state of the fourth valve (134), the coolant can be conducted to the radiator bypass (220) and, in a second switching state of the fourth valve (134), it can be conducted to the radiator section (RA), wherein the radiator bypass (220) is designed such that the coolant can be conducted in parallel to the radiator section (RA).A vehicle (300) comprising a thermal energy system (100) according to any preceding claim.

Images