Heat transfer methods

Abstract

The present invention relates to a method for transferring heat between a first heat transfer system (1) of a motor vehicle (6) and a second heat transfer system (2) outside the motor vehicle (6), comprising the following steps: - Detection of whether heat should be transferred from the first heat transfer system (1) to the second heat transfer system (2); - Transfer of heat from the first heat transfer system (1) to the second heat transfer system (2), if it has been detected that heat is to be transferred from the first heat transfer system (1) to the second heat transfer system (2); where the detection depends on a historical usage pattern of the motor vehicle (6) and / or on a heat demand in the second heat transfer system (2).

Description

[0001] The present invention relates to a method for transferring heat between a first heat transfer system of a motor vehicle and a second heat transfer system outside the motor vehicle according to the preamble of claim 1.

[0002] In this description, the term "outside the vehicle" refers specifically to a heat transfer system that is largely located outside the vehicle. It is possible that a small portion of the second heat transfer system is located inside the vehicle to connect a heat exchanger within the vehicle to the larger portion of the second heat transfer system.

[0003] In this context, a heat transfer system is understood to be a system capable of transporting heat from a heat source to a heat sink. A fluid, particularly a liquid such as water, which may also contain additives like antifreeze, is frequently used for this purpose. The fluid can absorb heat at the heat source and release it at the heat sink. For example, the battery of an electric vehicle can heat up during charging. This heat can be transferred to the environment or to another heat sink using the first heat transfer system.

[0004] The battery can act as a heat sink before the charging process begins, which is heated using the first heat transfer system in order to make the charging process more efficient, especially in the initial phase.

[0005] It is known from the prior art to transfer heat generated during the charging process of a motor vehicle battery to a public district heating network. It is also known to use heat from the public district heating network to preheat the battery, if necessary, before the charging process begins.

[0006] Such a procedure is known, for example, from DE 10 2022 115 366 A1.

[0007] DE 10 2015 214 452 A1 describes a thermal management system for vehicles comprising a control unit, a gas exchange unit, and a communication unit. Based on input variables, the control unit detects whether thermal energy should be transferred to or from the vehicle and prompts the communication unit to send a corresponding signal to an external thermal energy supply unit. The external unit responds to the signal by releasing or receiving gas to enable heat transfer.

[0008] US 2021 / 0 114 479 A1 describes a method for handling energy surpluses or deficits in a local energy system. The method includes determining the energy status of the local energy system based on data relating to the local energy system. It also determines an accumulator status for each of a set of mobile devices that include an accumulator, based on accumulator data relating to that particular mobile device. Each of the mobile devices is evaluated based on its determined accumulator status and energy status. A mobile device is selected from the set of mobile devices to which at least one of the control or navigation information associated with the local energy system is to be sent, based on the respective evaluations of each of the set of mobile devices.The tax information and / or navigation information will be sent to the selected mobile device.

[0009] DE 10 2022 107 048 A1 describes a method for operating an energy technology system in which the waste heat generated at a battery charging station is supplied, at least temporarily, to a building's heating system. The charging power of the battery charging station is adjusted, with regard to both level and duration, either to the heat absorption capacity of the heating system or, conversely, the heat absorption capacity is regulated to the expected waste heat from the charging station.

[0010] In contrast, the present invention is based on the objective of better adapting the periods in which heat is transferred from the first heat transfer system of the motor vehicle to the second heat transfer system to periods in which heat is required in the heat transfer systems.

[0011] This problem is solved by a method according to claim 1, a motor vehicle according to claim 6, and a system according to claim 7. Embodiments of the invention are specified in the dependent claims.

[0012] The process detects whether heat is to be transferred from the first heat transfer system to the second. If it is detected that heat is to be transferred from the first to the second heat transfer system, the heat is transferred. This heat transfer can be achieved, in particular, using a heat exchanger. For example, heat can be transferred to cool the battery or electrical components of the vehicle. This can be particularly advantageous or even necessary during battery charging. The battery can be configured to supply electrical energy to an electric motor of the vehicle, which in turn is configured to propel the vehicle.

[0013] The detection process depends on the vehicle's historical usage patterns and / or a heat demand in the secondary heat transfer system. Historical usage patterns can include information about past vehicle usage, from which it can be inferred whether, for example, the vehicle's interior and / or battery should be heated because the vehicle is expected to be used in the near future. Heating the battery can be particularly advantageous in cold ambient temperatures.

[0014] Taking historical usage patterns into account during detection is advantageous in order to increase user comfort and / or conserve battery power.

[0015] A heat demand in the second heat transfer system can be detected, for example, if the second heat transfer system is a public district heating network and consumers in the public district heating network require more heat. It is also possible for a heat demand to exist or arise in the second heat transfer system if, for example, the second heat transfer system serves a single house and the heat demand in the house increases.

[0016] Considering the heat demand in the second heat transfer system is advantageous in order to transfer heat available in the first heat transfer system to the second system at times when it is needed there. Otherwise, it may be advantageous to release the heat from the first heat transfer system to the environment when it is required.

[0017] When heat is transferred from the first heat transfer system to the second, the amount of energy transferred can be calculated based on the heat output, and this energy transfer to the second heat transfer system is then billed. This can be particularly advantageous if the second heat transfer system is a public district heating network.

[0018] The second heat transfer system could be a public district heating network. It can be advantageous to transfer heat to the public district heating network if it is to be supplied by the first heat transfer system, since the public district heating network contains many heat sinks that can make good use of, or even require, the heat to be supplied.

[0019] In the first heat transfer system, heat is required when a vehicle battery needs to be warmed up before charging begins. The timing for this can be determined from historical usage patterns. It is also possible that heat will be required in the first heat transfer system when the battery temperature falls below a certain threshold and a charging cable is connected to the vehicle.

[0020] During the charging of the vehicle's battery, heat is transferred from the first heat transfer system to the second. The charging start time is defined based on the heat demand in the second heat transfer system. This makes it possible to utilize the heat generated during battery charging precisely when heat is needed in the second heat transfer system. In this way, the heat can be used particularly efficiently.

[0021] According to one embodiment of the invention, the historical usage pattern can include data from a satellite navigation system, usage times of the motor vehicle, distances traveled by the motor vehicle, and / or information on the times and durations of charging the motor vehicle's battery. A satellite navigation system is understood to include, in particular, GPS, GLONASS, Galileo, and / or Beidou. The data from the satellite navigation system can, in particular, relate to the position of the motor vehicle. The historical usage pattern thus includes information about past uses of the motor vehicle. This information can be used, for example, to predict when the motor vehicle will be used and when the battery will be charged.These predictions can in turn be used to make the heat transfer from the first heat transfer system to the second heat transfer system more efficient, or in particular to carry it out during particularly useful periods or to avoid it during other periods.

[0022] According to one embodiment of the invention, it can be detected whether heat is required in the first heat transfer system. Heat is then transferred from the second heat transfer system to the first heat transfer system if it is detected that heat is required in the first heat transfer system. This heat transfer can also be billed. For example, heat may be required in the first heat transfer system if the interior or the battery needs to be heated. In particular, historical usage patterns can also be taken into account to determine whether heat is required in the first heat transfer system.

[0023] It is also possible that heat is required in the first heat transfer system if the interior of the vehicle needs to be warmed up before it is expected to be used. The timing for this can be determined from historical usage patterns.

[0024] According to one embodiment of the invention, the first heat transfer system and the second heat transfer system can be fluidically decoupled from each other. This can particularly mean that a fluid used for heat transfer in the first heat transfer system does not come into contact with a fluid used for heat transfer in the second heat transfer system. The heat can be transferred from the first heat transfer system to the second heat transfer system, and optionally vice versa, via a heat exchanger in the vehicle.

[0025] This is advantageous to prevent the fluids from mixing. The fluid in the first heat transfer system may contain an antifreeze agent to protect it from freezing at temperatures below 0°C. If the fluids were to mix, the concentration of the antifreeze in the fluid of the first heat transfer system would decrease, potentially compromising reliable frost protection.

[0026] According to one embodiment of the invention, once the heat transfer has ceased, the fluid of the second heat transfer system can be completely removed from the vehicle. This can be implemented, for example, using a control valve. Removing this fluid from the vehicle is advantageous to prevent it from freezing, which could cause damage. This embodiment can be particularly advantageous when only a small portion of the second heat transfer system is located within the vehicle.

[0027] The motor vehicle according to claim 6 comprises a first heat transfer system, a battery, and a heat exchanger. The first heat transfer system is configured to dissipate heat generated by the battery and transfer it via the heat exchanger to a second heat transfer system outside the motor vehicle. This includes, in particular, the possibility that a small portion of the second heat transfer system is arranged inside the motor vehicle, connecting the heat exchanger to a port on the motor vehicle. The motor vehicle can then be connected to the remainder of the second heat transfer system via this port. The motor vehicle is configured to perform a method according to an embodiment of the invention.

[0028] The system according to claim 7 comprises a motor vehicle according to an embodiment of the invention and the second heat transfer system.

[0029] Further features and advantages of the present invention will become clear with reference to the following description of preferred embodiments and the accompanying figures. The same reference numerals are used for identical or similar components, features, or elements, and for components, features, or elements with identical or similar functions. Fig. 1 a schematic representation of the two heat transfer systems according to one embodiment of the invention; and Fig. 2 A schematic side view of a partially transparent motor vehicle according to an embodiment of the invention.

[0030] The first heat transfer system 1 is fluidically separated from the second heat transfer system 2. The fluids flowing in heat transfer systems 1 and 2 therefore cannot mix during operation. The second heat transfer system 2 has a vent 4 and a fluid pump 5, which can pump the fluid through the second heat transfer system 2.

[0031] During operation, heat can be transferred from the first heat transfer system 1 to the second heat transfer system 2 and vice versa via the heat exchanger 3.

[0032] The motor vehicle 6 comprises a small portion of the second heat transfer system 2, which can be connected to the rest of the second heat transfer system 2 via a connection 7 of the motor vehicle 6.

[0033] During operation, charging a vehicle battery generates heat, which is transferred from the first heat transfer system 1 to the heat exchanger 3. In the heat exchanger 3, the heat is transferred to the second heat transfer system 2, which has a large proportion of its output outside the vehicle 6. The second heat transfer system 2 could, for example, be a public district heating network. The heat generated during battery charging can thus be used in the public district heating network.

[0034] If, for example, using information about the vehicle's historical usage patterns, battery charging is anticipated and the battery temperature is below a certain threshold, heat can be transferred from the second heat transfer system 2 to the first heat transfer system 1 via the heat exchanger 3. The first heat transfer system 1 can then warm the battery. This is advantageous for efficient battery charging at the beginning of the charging process.

[0035] Historical usage patterns can also be taken into account when determining whether heat should be transferred from the first heat transfer system 1 to the second heat transfer system 2. For example, such a transfer can be carried out if it is expected that the heat will not be needed in the vehicle. It is also possible for the heat to be transferred if it has been determined that heat will be needed in the second heat transfer system 2. Furthermore, it is possible for no heat to be transferred from the first heat transfer system 1 to the second heat transfer system 2 if—for example, using information about historical usage patterns—it is expected that the heat will be needed in the vehicle.

Claims

[1] Method for transferring heat between a first heat transfer system (1) of a motor vehicle (6) and a second heat transfer system (2) outside the motor vehicle (6), comprising the following steps: - Detection of whether heat should be transferred from the first heat transfer system (1) to the second heat transfer system (2); - Transfer of heat from the first heat transfer system (1) to the second heat transfer system (2), if it has been detected that heat is to be transferred from the first heat transfer system (1) to the second heat transfer system (2); wherein the detection depends on a historical usage pattern of the motor vehicle (6) and / or on a heat demand in the second heat transfer system (2). characterized by, that the second heat transfer system (2) is a public district heating network, wherein heat is required in the first heat transfer system (1) when a battery of the motor vehicle (6) is to be warmed up before the start of a charging of the battery, wherein during the charging of the battery of the motor vehicle (6) heat is transferred from the first heat transfer system (1) to the second heat transfer system (2), wherein a start time of the charging is defined depending on a heat demand in the second heat transfer system (2). [2] Method according to the previous claim, characterized by , that the historical usage behavior includes data from a satellite navigation system, usage times of the motor vehicle (6), distances traveled with the motor vehicle (6) and / or information on times and durations of charging of a battery of the motor vehicle (6). [3] Method according to any one of the preceding claims, characterized by, that it is detected whether heat is required in the first heat transfer system (1), whereby heat is transferred from the second heat transfer system (2) to the first heat transfer system (1) if it has been detected that heat is required in the first heat transfer system (1). [4] Method according to any one of the preceding claims, characterized by , that the first heat transfer system (1) and the second heat transfer system (2) are fluidically decoupled from each other and the heat is transferred from the first heat transfer system (1) to the second heat transfer system (2) via a heat exchanger (3) of the motor vehicle (6). [5] Method according to any one of the preceding claims, characterized by , that after the heat transfer has ended, a fluid from the second heat transfer system (2) is completely removed from the motor vehicle (6). [6] Motor vehicle (6) comprising a first heat transfer system (1), a battery and a heat exchanger (3), wherein the first heat transfer system (1) is configured to transport heat generated by the battery and to transfer it via the heat exchanger (3) to a second heat transfer system (2) outside the motor vehicle (6), wherein the motor vehicle (6) is configured to carry out a method according to one of the preceding claims. [7] System comprising a motor vehicle (6) according to the preceding claim and the second heat transfer system (2).

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