Method for temperature control of a battery

Abstract

The procedure involves comparing the energy efficiency of a passive cooling method with that of an active cooling method and selecting the more energy-efficient one. The active cooling method is activated when a critical temperature is reached. The battery temperature is used as the control variable.

Description

[0001] The invention relates to a method for cooling a battery by means of a coolant circuit which is coupled to a passive cooling device and to an active cooling device.

[0002] In many applications, rechargeable batteries must be actively temperature controlled to optimize performance and service life. This is particularly true for high-performance rechargeable batteries for vehicle drive systems, hereinafter referred to simply as batteries. For this purpose, at least one coolant circuit and a heater are installed on the vehicle. The coolant circuit is usually coupled to an active cooling device (refrigeration machine). Occasionally, the temperature control systems are also equipped with a passive cooling device. Passive cooling here means that the battery's waste heat is transferred to a cooler, which releases the heat to the ambient air through a driving temperature difference. The passive cooling device can be coupled to the battery's coolant circuit in any way and usually includes a fan.

[0003] The energy required for battery temperature control is supplied by the battery itself, so it discharges more quickly if no external power supply is available in the current operating situation. This reduces the vehicle's range. Battery temperature control, and especially battery cooling, must therefore be as energy-efficient as possible.

[0004] For this purpose, independent battery thermal management systems (BTMS) are installed on rail vehicles, structurally separate from the battery. A BTMS can comprise active and passive cooling devices and an associated control system. Thermal exchange with the battery occurs via a coolant in the form of a liquid heat transfer medium in the battery's coolant circuit. The coolant is cooled or heated by the BTMS and pumped through the coolant circuit by a coolant pump. The coolant flows through the battery, controlling its temperature.

[0005] In other battery applications, simpler systems for battery temperature control can be used; in particular, heating may not be necessary.

[0006] In a vehicle's BTMS, the BTMS can directly measure the coolant temperature, which is why it is typically used as a control variable. The BTMS thus regulates the coolant temperature to a value within a predetermined range in every operating situation.

[0007] This type of regulation has the following disadvantages: - The coolant temperature is controlled, not the battery temperature. Since there are thermal resistances between the coolant and the battery or the battery cells, the battery temperature can deviate significantly from the coolant temperature. The actual goal of keeping the battery cells within a narrow temperature range is therefore only partially achieved. - To measure the coolant temperature with sufficient accuracy, the coolant must be continuously circulated. If this is not done, increased heat dissipation within the battery will not be detected, as the coolant temperature is not measured near all battery cells. Continuous operation of the coolant pump requires additional energy and shortens the pump's service life. - In a BTMS with both active and passive cooling systems, this typically involves operating the passive cooling system when a predefined driving temperature difference between the coolant temperature and the ambient temperature is reached. This occurs regardless of whether the active cooling system is operating. This also results in additional energy consumption and thus a reduced vehicle range.

[0008] The object of the invention is to provide an improved method for cooling a battery which ensures reliable cooling of the battery and at the same time has a low energy requirement.

[0009] These objects are achieved by a method having the features of patent claims 1 and 13 and by an arrangement according to patent claim 17. Advantageous embodiments of the invention are specified in the subclaims.

[0010] The invention provides, firstly, for using the battery temperature as the controlled variable instead of the coolant temperature. The battery's coolant circuit is thermally coupled to a cooling device and preferably also to a heating device, and the cooling device and, if applicable, the heating device are provided with a control system for their operation, which is particularly part of a BTMS. The battery temperature is measured using a temperature sensor near the battery, i.e., sufficiently close to the battery cells. The battery temperature is used as the controlled variable for the operation of the cooling device and / or the heating device.

[0011] Multiple temperature sensors can be provided so that the temperature of battery cells can be measured individually. Heating can then be controlled using the lowest or an average of several of the lowest cell temperatures. Cooling can be controlled using the highest or an average of several of the highest cell temperatures. This allows the battery cell temperatures to be kept within an optimal range. It also has the advantage that the BTMS, including the coolant pump, can remain completely switched off when there is no heating or cooling demand, thus further reducing energy consumption.

[0012] The coupling of the active and passive cooling devices with the coolant circuit can be realized in any way, for example by means of heat exchangers or integrated into the coolant circuit of the battery.

[0013] The invention alternatively or additionally provides for cooling a battery by means of a coolant circuit which is coupled to a passive cooling device and to an active cooling device such that the passive cooling device and the active cooling device can alternatively cool a coolant in the coolant circuit.

[0014] The passive cooling device comprises a device for changing the cooling performance of the passive cooling device via an adjustable parameter, hereinafter referred to as the adjustment means. A battery temperature, a coolant temperature, and an ambient temperature are recorded as the current operating conditions. A first energy efficiency of the passive cooling device is determined at a first parameter value of the adjustment means under the current operating conditions (coolant temperature, ambient temperature, and / or battery temperature). In other words, the energy efficiency is determined at the currently available values, for example the battery temperature, the coolant temperature, and / or the ambient temperature, for example using a characteristic curve family. This value represents the first energy efficiency of the passive cooling device at a first parameter value under the current operating conditions.

[0015] The first energy efficiency of the passive cooling device is then compared with a threshold value, and if the first energy efficiency of the passive cooling device is greater than the threshold value, the passive cooling device is operated with the first parameter value. The coolant is thus cooled by the passive cooling device, with the adjustment means being operated with the first parameter value.

[0016] The battery temperature continues to be monitored, and when a threshold temperature is reached, the active cooling system is activated. This threshold battery temperature is greater than or equal to the first battery temperature and is also referred to as the final switching point.

[0017] The determination of energy efficiencies and subsequent comparisons preferably occurs when a first battery temperature S1 is reached, also referred to as the first switching point. Alternatively or additionally, these steps can be performed at specific time intervals or when an operating condition changes.

[0018] The adjustment means is preferably a fan. The adjustable parameter is then preferably a fan speed. Alternatively or additionally, the adjustment means can be a coolant pump. The adjustable parameter is then preferably a pump speed.

[0019] In one exemplary embodiment, the passive cooling device comprises a fan with an adjustable fan speed. A battery temperature, a coolant temperature, and an ambient temperature are recorded as current operating conditions. A first energy efficiency of the passive cooling device is determined at a first fan speed under the current operating conditions (in particular, coolant temperature, ambient temperature). In other words, the energy efficiency of the passive cooling device at a first fan speed is determined, for example, based on a characteristic curve field for the currently available values ​​of the operating conditions; this value represents the first energy efficiency of the passive cooling device at a first fan speed under the current operating conditions.

[0020] The first energy efficiency of the passive cooling device is then compared with the threshold value. If the first energy efficiency of the passive cooling device is greater than the threshold value, the passive cooling device is operated at the first fan speed. The coolant is thus cooled by the passive cooling device, with the fan operating at the first fan speed.

[0021] The battery temperature continues to be recorded and when the limit temperature is reached, the active cooling system is operated.

[0022] If a coolant pump is used as the adjustment tool and its speed is used as the adjustable parameter, the same applies. Several adjustment tools can also be combined. Energy efficiency can then be determined and optimized in a multidimensional manner.

[0023] This ensures that the battery temperature is kept within an optimal range and, at the same time, the battery is cooled using the most energy-efficient method possible.

[0024] For the energy efficiency comparison, a threshold value can be selected that depends on the current operating conditions. It is particularly preferred that an energy efficiency of the active cooling device is used as the threshold value. In other words, an energy efficiency of the active cooling device under the current operating conditions is determined and used as the threshold value. This results in the passive cooling device being operated with the first value of the adjustable parameter only if it is more energy-efficient than the active cooling device. If the first energy efficiency of the passive cooling device at the first parameter value and the current operating conditions is lower than the energy efficiency of the active cooling device under these operating conditions, the previous parameter value is retained. For example, the previous fan speed can be zero, i.e.the fan is then not operated or is operated at a lower speed, namely the fan speed associated with a battery temperature below the first battery temperature.

[0025] The fan can be a single fan or multiple fans that generate a common airflow or separate airflows to supply the passive cooler and the condenser of the chiller.

[0026] The coefficient of performance (COP) is preferably used to determine energy efficiency. The COP (COP) is the ratio of the cooling capacity to the electrical power consumption of the cooling system; instead of the latter, the electrical power consumption of the BTMS can also be used: LZ=Cooling capacityElec. input power

[0027] When a fan is used as the adjustment device, the coefficient of performance of the passive cooling system depends primarily on the fan speed, as well as the ambient temperature and the coolant temperature, particularly the so-called driving temperature difference between the intake ambient air and the coolant. Both influencing factors can be measured during operation. This allows the coefficient of performance and thus the energy efficiency of the passive cooling system to be determined at any time during operation, for example, continuously.

[0028] The coefficient of performance of the active cooling system also primarily depends on the temperature of the ambient air drawn in and the coolant temperature. This coefficient of performance, and thus the energy efficiency of the active cooling system, can be determined at any time during operation, for example, continuously.

[0029] The coefficient of performance can also be determined using another adjustment device, but the adjustable parameter usually has a significant influence. For example, with a pump, the speed is also a key factor in determining the coefficient of performance.

[0030] The limit battery temperature is preferably higher than the first battery temperature. This means that as the battery temperature rises during operation, the first battery temperature is reached first (the so-called first switching point). At this point, a check is carried out to determine whether the passive cooling device operates more energy-efficiently than the active cooling device when a first parameter value is set. If this is the case, the passive cooling device is operated with the first parameter value. If the battery temperature continues to rise during operation, the limit battery temperature may be reached, and the active cooling device is operated. This occurs, in particular, by switching on a refrigerant compressor in the refrigerant circuit of the active cooling device.

[0031] Preferably, several switching points (designated S1, S2, etc.) are provided, i.e. values ​​of the battery temperature at which the energy efficiency of the passive cooling device is compared with respective threshold values, whereby different values ​​of the adjustable parameter are used in each case to determine the energy efficiency of the passive cooling device. In this case, a switching point assigned to a higher battery temperature is in many cases also assigned a higher value of the adjustable parameter (e.g., the speed). The threshold values ​​can be different; in particular, they can depend on the respective current operating conditions. Preferably, the energy efficiency of the active cooling device under the current operating conditions is used as the respective threshold values.In other words, when a second battery temperature (i.e., a second switching point) is reached that is higher than the first battery temperature, the energy efficiency of the passive cooling device is determined at a second value of the adjustable parameter (referred to as the second energy efficiency of the passive cooling device). At this second value, the passive cooling device generally operates less energy-efficiently than at the first value, for example, at low fan speed. The energy efficiency of the active cooling device under the current operating conditions is also determined and compared with the second energy efficiency of the passive cooling device. If the latter is higher than the former, the passive cooling device is operated with the second parameter value.

[0032] It is particularly advantageous to equip the switching points with a hysteresis. This prevents excessive switching between two operating modes when a measured value is within the switching range.

[0033] If the battery temperature limit is reached and the active cooling system is operating, the passive cooling system can be deactivated, for example, by turning off the fan. However, it can also continue to operate if the energy efficiency of combined cooling (i.e., simultaneous passive and active cooling) is greater than that of active cooling alone. The adjustable parameter, such as the fan speed, is set to maximize the energy efficiency determined for the combined cooling system.

[0034] Alternatively or additionally, it is planned to carry out a comparison of the energy efficiency of passive and active cooling at predefined time intervals and / or when operating conditions (in particular the ambient temperature) change.

[0035] In one variant, multiple values ​​of the adjustable parameter are included in the energy efficiency comparison. For example, if the battery temperature is at the second switching point S2, the energy efficiency of the passive cooling system is determined for the second fan speed and for the first fan speed, as well as the energy efficiency of the active cooling system.

[0036] Of the fan speeds whose energy efficiency exceeds the energy efficiency of the active cooling system, the higher speed is preferred, as this provides the highest cooling performance. If no passive cooling system has an energy efficiency higher than the active cooling system, the fan speed is set to zero.

[0037] This variant can also be carried out if the battery temperature is between two switching points and the comparison is time-controlled or triggered by a change in operating conditions. For example, if the battery temperature is between S2 and SG, the energy efficiency of the passive cooling system for the second fan speed and for the first fan speed, as well as the energy efficiency of the active cooling system, are determined. Of the fan speeds whose energy efficiency is higher than the energy efficiency of the active cooling system, the one with the higher speed is then selected. If no energy efficiency of the passive cooling system is higher than the energy efficiency of the active cooling system, the fan speed is set to zero. This is useful because the operating parameters, in particular the ambient temperature, and thus the efficiency of the passive cooling system, can change quickly.

[0038] The initial battery temperature, the limit battery temperature, and any additional switching points can be fixed or changed during operation, i.e., depending on the operating situation and, in particular, the power supply situation. Since the selection of the switching points influences the required energy, it is advantageous to consider how much energy is available in the respective operating situation. This is especially true for a traction battery in a rail vehicle.

[0039] If the switching points are set low, the battery temperature is in an optimal range for service life, but more energy is then required for cooling. For example, the active cooling system is operated in many situations. Conversely, higher switching points result in lower energy requirements for cooling, as the passive cooling system operates over a wider temperature range. It is therefore advantageous to set the switching points at lower temperatures in an operating situation with a guaranteed power supply than in an operating situation with a poor power supply, for example, without an external power supply.

[0040] According to one embodiment, four operating situations are distinguished: 1. Fast battery charging: This results in significant power loss from the battery in the form of waste heat, necessitating a very high cooling capacity. In this case, the switching points are set so low that active cooling, possibly supported by passive cooling, is activated at relatively low temperatures. It is also possible to set the switching points to the same value, i.e., the initial battery temperature and the limit battery temperature have the same value, for example, 25°C. 2. External power supply available: The battery draws sufficient charging power (in a rail vehicle, for example, via a contact wire or other external power source), for example, to cover the operation of the BTMS. The switching points are set so that the battery cell temperatures are in an optimal range for service life. In this case, the operation of the BTMS does not reduce the vehicle's range. 3. An external power supply is available: In this case, the switching points are slightly increased, resulting in a compromise between maintaining battery life and vehicle range. In the case of a rail vehicle, the vehicle runs on battery power, possibly assisted by a fuel cell. 4. An external power supply is present and the battery charge level is low (emergency operation / energy-saving mode): For a rail vehicle's traction battery, this means there is a risk that the destination will no longer be reached. In this case, the switching points are further increased. Cooling by the BTMS may only be achieved through passive cooling at a low fan speed, thus requiring very little energy.

[0041] A selection of the limit battery temperature (as described above) dependent on the operating situation and in particular the energy supply situation is also advantageous if the energy efficiency of passive and active cooling and their comparison is omitted. This ensures optimal use of the available energy and a greater range is achieved with a traction battery. With such a method, the battery temperature is recorded and the passive cooling device is operated when the battery temperature is below the limit battery temperature. The active cooling device is operated when the battery temperature is above the limit battery temperature. The limit battery temperature depends on the operating situation and in particular the energy supply situation; in particular, the criteria described above can be applied.

[0042] The invention is explained in more detail below using exemplary embodiments. They show a schematic representation Fig. 1 an embodiment of a system configuration for battery cooling with an active cooling device and a passive cooling device Fig. 2 a speed-battery temperature diagram and Fig. 3 a flow diagram of an embodiment to illustrate the method.

[0043] Fig. 1 shows a system configuration implemented in a rail vehicle for controlling the temperature of a traction battery 11, comprising a coolant circuit 1, a passive cooling device 2, and an active cooling device 3. The passive cooling device 2, the active cooling device 3, and the coolant circuit 1 are components of a temperature control device 4, which in turn is part of a BTMS (Battery Thermal Management System) 5. The battery 11 is connected to the coolant circuit 1 via a supply line 12 and a return line 13. The coolant circuit 1 comprises a coolant pump 14 and a heating module 15 as a heating device. The battery temperature is measured by a sensor 16 and transmitted to the BTMS. The sensor 16 can be designed such that the temperatures of individual battery cells are measured separately.

[0044] The passive cooling device 2 is coupled to the coolant circuit 1 via a 3-way valve 21 and a further connection 22 and comprises a cooler 23 that is cooled by ambient air. This passive cooling can be supported by a fan as an adjustment device 24, but it can also be cooled with ambient air and, if necessary, airstream when the fan is switched off.

[0045] The active cooling device 3 is a conventional refrigerant circuit and is coupled to the coolant circuit 1 via an evaporator 31 as a heat exchanger. Furthermore, the refrigeration circuit of the active cooling device comprises a refrigerant compressor 32, a condenser 33, and an expansion valve 34 serving as an expansion device.

[0046] A temperature sensor 17 for the coolant temperature and a temperature sensor 18 for the ambient temperature are also provided. The temperature sensor 17 is preferably arranged in the coolant circuit 1 of the battery.

[0047] The BTMS 5 further comprises a control and computing unit 6. This receives data from the temperature sensors 16, 17, and 18, as well as further data on the current operating state and situation, in particular whether an external power supply is present. The control and computing unit 6 selects the switching points depending on the current operating situation and controls the process sequence by which the battery temperature is regulated.

[0048] Fig. 2 illustrates an embodiment of the method using a speed / battery temperature diagram, Fig. Figure 3 shows the process steps as a flow chart. The operating situation is assumed to be normal driving conditions with an external power supply available.

[0049] At the start of operation, the battery temperature, measured by sensor 16, is below the first battery temperature / switching point S1. The passive cooling device 2 is operated with the fan switched off, i.e., the fan speed N (value of the adjustable parameter) is zero. If necessary, the coolant pump 14 can also be switched off. The battery temperature TB, the ambient temperature, and the coolant temperature (in the passive cooling device near the radiator) are continuously measured by sensors 16, 18, and 17 (step 50).

[0050] The battery heats up during operation. When the first battery temperature S1 (1st switching point) is reached (step 51), the measured values ​​of ambient temperature and coolant temperature are used to determine the coefficient of performance for the passive cooling device and fan operation at a first speed as the first coefficient of performance, i.e. the first energy efficiency for the passive cooling device under the current operating conditions is determined (step 52). The first coefficient of performance can, for example, be taken from a family of characteristics for the passive cooling device 2. Alternatively, it can be calculated. Furthermore, in step 52, the coefficient of performance (energy efficiency) of the active cooling device 3 under the current operating conditions (coolant temperature, ambient temperature) is determined. The two coefficients of performance are compared (step 53).If the first COP for passive cooling is higher than the COP for active cooling, the first fan speed is set (step 54). If – for example, due to a low driving temperature difference – the first COP for passive cooling is lower than the COP for active cooling, passive cooling is not energy efficient and the fan is not operated at the first fan speed, but at the previous speed, which is zero in this case. In this case, the battery temperature continues to rise, possibly until the limit temperature SG is reached (step 59), at which the active cooling device operates. This is shown in . Fig. 2 is represented by the horizontal dashed line with the fan speed zero. However, when the second battery temperature is reached, a comparison of the performance figures of passive cooling (at the second fan speed) and active cooling can be carried out again, which is shown in the Fig. 2 and Fig. 3 is not shown. This is useful because the parameters determining the coefficient of performance may have changed, for example, the ambient temperature.

[0051] If the first fan speed was set in step 54 and the battery temperature continues to rise, a check is made in step 55 to determine whether the second battery temperature (switching point S2) has been reached. If this is the case, the second energy efficiency for the passive cooling system under the current operating conditions is determined in step 56, assuming a second fan speed. Furthermore, the coefficient of performance (energy efficiency) of the active cooling system under the current operating conditions is determined. The two coefficients of performance are compared (step 57). If the second coefficient of performance for passive cooling is greater than the coefficient of performance for active cooling, the second fan speed is set (step 58).If the second COP for the passive cooling system is lower than the COP for the active cooling system, passive cooling at the second fan speed is not energy-efficient, and the fan continues to operate at the previous (first) fan speed. In this case, if the battery temperature continues to rise (horizontal dashed line at the first fan speed in . Fig. 2), in step 59, it is checked whether the limit temperature SG has been reached. If this is reached, the active cooling device is switched on.

[0052] Additional switching points can be provided, where the process steps explained for the second switching point are carried out analogously. In other words, instead of the Fig. 2, more or fewer levels can also be used for passive cooling.

[0053] When the battery temperature reaches the limit battery temperature SG (step 59), the active cooling device is switched on (step 60). It can then be further determined whether, under the current operating conditions, energy efficiency increases or at least does not decrease if the passive cooling device remains in operation; this can be determined for different fan speeds (step 61). Thus, when the battery temperature is above the limit battery temperature (SG), the energy efficiency of a combination of the passive cooling device at a fan speed and the active cooling device under the current operating conditions is determined. If the energy efficiency of such a combination is greater than the energy efficiency of the active cooling device alone, the passive and active cooling devices are operated simultaneously.The fan speed is set to achieve the highest energy efficiency for combined cooling (step 62). This is shown in the . Fig. 2 symbolized by the hatched area extending beyond SG and across different fan speeds.

[0054] If the battery temperature drops further, for example, due to a falling ambient temperature and / or low battery performance, the described process is carried out analogously: when a switching point is reached, the coefficient of performance of passive cooling at a lower fan speed is compared with the coefficient of performance of active cooling. For example, if the battery temperature drops below the second battery temperature, a check is carried out to determine whether passive cooling at the first fan speed is more energy-efficient than active cooling under the current operating conditions.

[0055] The features and aspects of the invention described in the exemplary embodiments can, of course, be combined with one another in various ways. In particular, the features can be used not only in the described combinations, but also in other combinations or on their own.

Claims

[1] Method for controlling the temperature of a battery by means of a coolant circuit which is coupled to a passive cooling device (2) and to an active cooling device (3) in such a way that the passive cooling device and the active cooling device can alternatively cool a coolant in the coolant circuit (1), wherein the passive cooling device (2) comprises an adjustment means (24) for changing the cooling performance via an adjustable parameter, with the following steps: - recording current operating conditions, in particular a battery temperature, a coolant temperature and an ambient temperature, i. Determining a first energy efficiency of the passive cooling device (2) at a first parameter value of the adjustable parameter under the current operating conditions, ii. Comparing the first energy efficiency of the passive cooling device (2) with a threshold value iii. if the first energy efficiency of the passive cooling device (2) is greater than the threshold value, operating the passive cooling device (2) with the first parameter value, - when a limit battery temperature (SG) is reached which is greater than or equal to the first battery temperature (S1), the active cooling is operated. [2] Method according to the preceding claim, characterized by that steps i) - iii) are carried out when a first battery temperature (S1) is reached. [3] Method according to one of the preceding claims, characterized by that steps i) - iii) are carried out at specific intervals and / or when operating conditions change. [4] Method according to one of the preceding claims, characterized by that the adjusting means (24) comprises a fan with an adjustable speed and / or a coolant pump with an adjustable speed. [5] Method according to one of the preceding claims, characterized by that the threshold depends on the current operating conditions. [6] Method according to one of the preceding claims, characterized by that an energy efficiency of the active cooling device (3) is determined under the current operating conditions and is used as a threshold value. [7] Method according to one of the preceding claims, characterized by that the previous value of the adjustable parameter is maintained if the first energy efficiency of the passive cooling device is less than the threshold. [8] Method according to one of the preceding claims, characterized by that the coefficient of performance of the cooling device (2, 3) is used as energy efficiency. [9] Method according to one of the preceding claims, characterized by , that - when a second battery temperature (S2) is reached which is higher than the first battery temperature (S1) and lower than the limit battery temperature (SG): - determining a second energy efficiency of the passive cooling device (2) at a second fan speed under the current operating conditions, wherein the second fan speed is higher than the first fan speed, - comparing the second energy efficiency of the passive cooling device with the threshold value, - Operating the passive cooling device at the second fan speed if the second energy efficiency of the passive cooling device is greater than the threshold. [10] Method according to one of the preceding claims, characterized by that the battery (11) is used as a traction battery for a vehicle, in particular a rail vehicle. [11] Method according to one of the preceding claims, characterized bythat at a battery temperature above the limit battery temperature (SG) - the energy efficiency of a combination of the passive cooling device at a value of the adjustable parameter and the active cooling device is determined under the current operating conditions and - the passive and active cooling devices are operated simultaneously if the energy efficiency of a combination is greater than the energy efficiency of the active cooling device. [12] Method according to one of the preceding claims, characterized by that an operating situation of the vehicle is recorded and the first battery temperature (S1), the limit battery temperature (SG) and, if applicable, the second battery temperature (S2) depend on the operating situation of the vehicle. [13] Method for controlling the temperature of a battery by means of a coolant circuit which is coupled to a passive cooling device (2) and to an active cooling device (3) in such a way that the passive cooling device and the active cooling device can alternatively cool a coolant in the coolant circuit (1), in which a battery temperature is recorded, in which, when the battery temperature is below a limit battery temperature, the passive cooling device cools the coolant and, when the battery temperature is above a limit battery temperature, the active cooling device cools the coolant, where battery is a traction battery of a vehicle and the limit battery temperature is selected depending on an operating situation of the vehicle describing an energy supply situation. [14] Method according to one of claims 12-13, characterized bythat in an operating situation with external energy supply of the vehicle, the first battery temperature (S1), the limit battery temperature (SG) and, if applicable, the second battery temperature (S2) are selected to be lower than in an operating situation without external energy supply of the vehicle. [15] Method according to the preceding claim, characterized by that in an operating situation with rapid charging of the traction battery, the first battery temperature (S1), the limit battery temperature (SG) and, if applicable, the second battery temperature (S2) are selected to be the same. [16] Method according to one of the preceding claims, characterized by that the active and passive cooling devices (3, 2) and / or a heating device (15) thermally coupled to the coolant circuit (1) are provided with a control for their operation, and the battery temperature is used as a controlled variable for controlling the heating device (24) and / or the cooling devices (2, 3). [17] Device for carrying out the method according to one of the preceding claims - with a coolant circuit (1) which is coupled to a passive cooling device (2) and to an active cooling device (3) such that the passive cooling device and the active cooling device can alternatively cool a coolant in the coolant circuit (1), wherein the passive cooling device (2) comprises an adjusting means (24) for changing the cooling capacity via an adjustable parameter, - with a temperature sensor (16) for the battery temperature, a temperature sensor (17) for the coolant temperature and a temperature sensor (18) for the ambient temperature, - with a control and computing unit (6) which is connected to the output of the temperature sensors (16, 17, 18) and regulates the battery temperature via the adjustable parameter and via the operation of the active cooling device.

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