System for the thermal regulation of a battery

Abstract

The invention relates to a system (1) for the thermal regulation of an immersion-type battery (3) for a motor vehicle, comprising a control unit configured to monitor the quality of the dielectric heat-transfer liquid in order to ensure the correct operation of the battery (3).

Description

Battery thermal regulation system Technical field of the invention

[0001] The invention relates to the field of thermal regulation systems and in particular such systems for a battery. Technical background

[0002] Motor vehicles increasingly require electrical energy storage capacity, particularly due to anti-pollution standards imposed by local legislation. While the use of a battery does indeed allow an electric motor to replace all or part of a combustion engine and the pollution associated with its combustion, it does not allow it to be replaced under the same operating conditions.

[0003] A first drawback lies in the energy efficiency of the battery, which varies significantly depending on the temperature and the number of cycles carried out (charges and discharges already carried out). It has been observed that outside of an optimal temperature range for the battery, generally between 25°C and 40°C, the energy efficiency drops sharply and comparatively much more than with a thermal engine. Exceeding the ideal temperature range can in particular cause thermal runaway, which can lead to a significant drop in energy efficiency or even irreversible damage, at least partially, to the electrical energy storage cells.

[0004] This drawback has already been raised in documents WO 2021 / 073782, US 2010 / 136389, US 2011 / 262793, CN 214 625 171 U and WO 2021 / 134445.

[0005] A second disadvantage is that the higher the current consumed by the battery, the greater the power discharged by the battery (the Joule effect increasing according to the square of the discharge current) and the more the user is encouraged to use a fast charging terminal (the Joule effect increasing according to the square of the charging current).

[0006] It appears that forced convection cooling or heat exchanger cooling may no longer be sufficient to limit battery temperature. Battery thermal regulation is therefore becoming a major issue for motor vehicles designed to comply with increasingly stringent pollution standards.

[0007] The invention aims in particular to propose a thermal regulation system for a motor vehicle battery allowing the use of even a high-power battery which is safer and more reliable for optimized and robust operation of the battery.

[0008] To this end, the subject of the invention is a thermal regulation system for a motor vehicle battery comprising a closed hydraulic network in which a flow of single-phase dielectric heat transfer fluid is formed using at least one pumping element, the hydraulic network comprising at least one battery module capable of receiving electrical energy storage cells intended to be thermally regulated by immersion in the single-phase dielectric heat transfer fluid using at least partial filling of the battery module with the single-phase dielectric heat transfer fluid,characterized in that the regulation system comprises at least one element for detecting at least one physical value of the single-phase dielectric heat transfer fluid mounted on the hydraulic network and electrically connected to a control unit in order to selectively control the operation of the thermal regulation system as a function of the physical value of the single-phase dielectric heat transfer fluid measured by the detection element to ensure the correct operation of the battery.,

[0009] Advantageously according to the invention, the regulation system is of the type by at least partial immersion of the electrical energy storage cells of the battery by a dielectric heat transfer liquid and, preferably, by total immersion. Indeed, on the one hand, immersion is more efficient for heat exchanges because the specific exchange surface is larger and, on the other hand, the evacuation outside of each module by circulation of the dielectric heat transfer liquid is rapid which allows high efficiency and reactivity of regulation capable of satisfying both the charging (at a fast charging station) and the discharging (electrical consumption of the motor vehicle at high load) of high electrical power of the battery. In a related manner, regulation by immersion is also safer against the spread of possible fire of the battery in the motor vehicle.It is therefore understood that the thermal regulation system according to the invention makes it possible to maintain the electrical energy storage cells at their optimum temperature in order to guarantee optimised operation (maintaining the best energy efficiency) and robust operation (optimal charging and discharging for a longer service life) of the battery whatever the external conditions in which the motor vehicle operates, i.e. even if it is very cold or very hot.

[0010] Advantageously according to the invention, the dielectric heat transfer fluid surrounding the electrical energy storage cells is continuously monitored in order to prevent pollution from being brought to the battery module by the circulation of the dielectric heat transfer fluid, which could make thermal regulation less effective or cause short circuits between the electrical energy storage cells present in the module. It is understood that the thermal regulation system according to the invention therefore allows safer operation (maintenance of the quality of the regulation) and more reliable operation (maintenance in the safe operating conditions of the regulation system - battery assembly allowing a longer service life of the assembly).It can be concluded that thermal runaway phenomena of the battery will be avoided thanks to the thermal regulation system according to the invention, which will limit the situations in which irreversible damage to electrical energy storage cells could be caused.

[0011] Furthermore, this configuration makes it possible to continuously determine the presence or absence of pollution in the dielectric heat transfer fluid by simply monitoring one of its physical values ​​without having to intervene in the hydraulic network, i.e. typically without having to take samples of dielectric heat transfer fluid from the hydraulic network. It is also possible according to the invention to immediately detect if the liquid used for filling the fluid network is not the expected one. Preferably, when pollution is determined, the processing unit blocks the circulation of the dielectric heat transfer fluid in the hydraulic network by stopping at least the pumping element to prevent any pollution from entering each battery module as soon as possible.

[0012] Finally, the circulation of the dielectric heat transfer fluid makes it possible to detect any pollution more precisely than a passive system using phase changes (liquid - gas), i.e. in particular without a flow generation pump, the absence of circulation of which does not allow rapid detection depending on where the pollution is introduced in relation to the position of the sensor and / or the inclination of the vehicle in which the thermal regulation system is installed.

[0013] Typically, the choice of a single-phase dielectric heat transfer fluid allows a simple and compact system that can adapt to the dynamics of the vehicle in which the thermal regulation system is installed, whereas the choice of a two-phase heat transfer fluid implies a more complex and bulkier system (hydraulic network and condenser required for each battery module) and whose vehicle dynamics can prevent the passive evaporation reaction.

[0014] The invention may also include one or more of the following optional features, taken alone or in combination.

[0015] Preferably, the detection element is an electrical conductivity sensor (or an electrical resistivity sensor) so that the control unit selectively determines whether a risk of thermal deregulation (less efficient heat exchange) and / or a risk of short circuit (possible electrical connection by the dielectric heat transfer fluid) is incurred in the battery module by the presence of the single-phase dielectric heat transfer fluid. Indeed, pollution is generally associated with a variation in electrical conductivity (electrical resistivity being the inverse of electrical conductivity) and this physical value has significant consequences for the electrical connections in the battery module and, more generally, for the operation of the battery. By way of non-limiting example, the detection element may be an electrode sensor.

[0016] The quality threshold of the control unit, i.e. the threshold from which the control unit will consider that pollution is no longer negligible, can for example be an electrical conductivity σ at most equal to 1 nS∙m - 1 or an electrical resistivity ρ at least equal to 1 GΩ∙m at a temperature of 300 K. Indeed, depending on the temperature of the dielectric heat transfer liquid, the electrical conductivity and, incidentally, the electrical resistivity, vary.

[0017] The sensing element may be mounted on the hydraulic network outside the battery module allowing the control unit to stop the circulation of the single-phase dielectric heat transfer fluid before it reaches each battery module when a predetermined threshold, such as the quality threshold above, is exceeded by the measurement of the sensing element.Typically, if an inlet for filling the hydraulic network with dielectric heat transfer liquid is present, the detection element could be installed downstream and as close as possible to this filling inlet to maximize the speed of detection of a liquid filling error, that is to say in particular if the liquid introduced into the hydraulic network is not the expected dielectric heat transfer liquid and sufficiently upstream of each battery module so that the inertia of the thermal regulation system does not cause it to arrive at each battery module after the shutdown controlled by the control unit.

[0018] The thermal regulation system may comprise a device for heating the single-phase dielectric heat transfer fluid present in the hydraulic network in order to heat at least a portion of the electrical energy storage cells included in the battery module and / or a device for cooling the single-phase dielectric heat transfer fluid present in the hydraulic network in order to cool at least a portion of the electrical energy storage cells included in the battery module. It is therefore understood that the thermal regulation system makes it possible to continuously adapt to the external conditions in which the motor vehicle operates, that is to say both to cold conditions (heating of the cells) and to hot conditions (cooling of the cells).It is also immediate that the control unit can thus, in a first step, heat each battery module to reach the optimal operating temperature of the battery such as, for example, thirty degrees Celsius and, in a second step, thermally regulate (heat or cool) each battery module to maintain the optimal operating temperature of the battery.

[0019] The control unit can vary the flow rate of the single-phase dielectric heat transfer fluid flow as a function of the physical value of the single-phase dielectric heat transfer fluid measured by the detection element. It is thus possible, according to the invention, to dynamically adapt the thermal regulation system to the quality of the single-phase dielectric heat transfer fluid. For example, for a given single-phase dielectric heat transfer fluid, the heat transfer capacity (or coefficient) of which deteriorates over time, for example due to aging of the liquid, the control unit then increases the flow rate of the liquid flow to maintain the optimum operating temperature of the battery. It is also possible, according to the invention, to adapt the thermal regulation system to single-phase dielectric heat transfer fluids of different qualities.For example, for a single-phase dielectric heat transfer fluid having a heat transfer capacity (or coefficient) lower, respectively higher, than a reference heat transfer capacity (or coefficient), the control unit increases, respectively reduces, the flow rate of the liquid flow to maintain the optimum operating temperature of the battery. For example, the control unit can selectively control the rotational speed of the pumping element.

[0020] The invention also relates to a motor vehicle characterized in that it comprises a thermal regulation system as presented above, each battery module of which comprises electrical energy storage cells. Advantageously according to the invention, all the technical characteristics and effects of the thermal regulation system make it possible to guarantee optimal operation of the electrical energy exchanges between the battery and the components of the motor vehicle, such as, for example, during the running of the motor vehicle or during recharging with electrical energy while the motor vehicle is parked. Brief description of the figures

[0021] Other features and advantages of the invention will emerge clearly from the description given below, for information purposes only and in no way limiting, with reference to the appended drawings, in which:

[0022] is a schematic top view of an example of a vehicle in which a thermal regulation system according to the invention is mounted;

[0023] is a schematic perspective view of an example of a thermal regulation system according to the invention;

[0024] is an enlarged partial view of the centered on the battery;

[0025] is a schematic view of the electrical and hydraulic connections of an example of a thermal regulation system according to the invention. Detailed description

[0026] In all that follows, the orientations are the orientations of the figures. In particular, the terms "upper", "lower", "left", "right", "above", "below", "forward" and "backward" are generally understood to refer to the direction of representation of the figures. In addition, the terms "upstream" and "downstream" are understood to refer to the direction of circulation of the dielectric heat transfer fluid in the hydraulic network of the thermal control system.

[0027] In the present description, to clarify the explanation of the invention, temperature (T01, T02, etc.), presence (C02), flow (F03), quality (Q04), pressure (P01) or level (L04) detection elements are arbitrarily declared as a first detection element, a second detection element, etc. This is a simple nomenclature to differentiate and name different elements of the thermal regulation system 1. This nomenclature does not imply a priority of one detection element over another and such names can easily be interchanged without departing from the scope of the present description. This nomenclature also does not imply an order, i.e. a third detection element could be used without a first detection element and / or a second detection element being necessary for the implementation of the invention.

[0028] The invention applies to any type of thermal regulation system 1 by battery immersion, in particular those intended to equip a passenger car 4, SUV (“Sport Utility Vehicles”), two-wheeled vehicles (in particular motorcycles), airplanes, industrial vehicles chosen from vans, “Heavy Goods Vehicles” - that is to say metro, buses, road transport vehicles (trucks, tractors, trailers), off-road vehicles such as agricultural or civil engineering vehicles -, or other transport or handling vehicles.

[0029] The motor vehicle 4 may be of the electric type, i.e., having at least one electric motor powered by at least one battery, of the hybrid type, i.e., having at least one internal combustion engine powered by at least one fuel (gasoline, liquefied petroleum gas, diesel, natural gas for vehicles, biofuel such as, for example, ethanol obtained from plant material, etc.) and assisted by at least one electric motor powered by at least one battery and / or the on-board network of the motor vehicle 4, of the fuel cell type, i.e., having at least one electric motor powered by at least one battery and / or by a fuel cell powered by dihydrogen and dioxygen, or of the rechargeable hybrid type, i.e., having at least one internal combustion engine powered by at least one fuel (gasoline, liquefied petroleum gas, diesel, natural gas for vehicles, biofuel such as, for example, ethanol obtained from plant material, etc.).) and at least one electric motor powered by the on-board network of the motor vehicle 4 and / or at least one battery rechargeable by connection with an electrical network external to the motor vehicle 4. Of course, the invention is not limited to the above examples of motor vehicles 4 but applies to any type of motor vehicle 4 comprising at least one battery without departing from the scope of the invention.

[0030] By "thermal regulation system 1" is meant all types of systems 1 for managing the flow, temperature and pressure of a dielectric heat transfer liquid intended, by moving said dielectric heat transfer liquid around a part of the electrical energy storage cells 9 of a battery 3 (exchange by immersion in the dielectric heat transfer liquid), to exchange heat with said part of the electrical energy storage cells 9 in order to control its temperature, that is to say typically to heat and / or cool, according to a predetermined control, said part of the electrical energy storage cells 9 immersed in the dielectric heat transfer liquid.

[0031] By "dielectric heat transfer fluid" is meant a liquid intended to remain in liquid form in the hydraulic network 6 of the thermal regulation system 1 in order to exchange by contact the cold and / or the heat of at least a portion of the electrical energy storage cells 9 of a battery 3. Typically, the dielectric heat transfer fluid can circulate around all or part of the electrical energy storage cells 9 by at least partially filling a module 7 of battery 3. As explained above, the dielectric heat transfer fluid is single-phase, that is to say that it will not change phase (will remain liquid) in the temperature range considered in normal operation such as, for example, between -40°C and 60°C. According to the invention, the heat transfer fluid is dielectric, that is to say that it preferably has an electrical resistivity ρ at least equal to 1∙10 9ohm meters (1 GΩ∙m) at a temperature of 300 kelvins (300 K) or, conversely, an electrical conductivity σ at most equal to 1∙10 - 9 siemens per meter (1 nS∙m - 1 ) at a temperature of 300 kelvins (300 K), so as not to disturb the electrical connections between, in particular, the cells 9 present in the same module 7 of battery 3. This type of dielectric heat transfer fluid may be similar to those used for electrical transformers. It will therefore not be described further in the present description because it is known per se. By way of non-limiting example, the dielectric heat transfer fluid may for example be a product of the Novec® 7500 type sold by the company 3M®, of the F18 or F20 type sold by the company Total® or of the DF7 or DFK type sold by the company MiVolt®.

[0032] By "electrical energy storage cell 9" is meant all types of electrochemical accumulators capable of storing electrical energy and, reversibly, of restoring the stored electrical energy.

[0033] By "battery module 7 3" is meant a housing 8 intended to group together at least two electrical energy storage cells 9 electrically connected in series or in parallel. In the context of the invention, a circulation of dielectric heat transfer liquid is provided in at least one battery module 7 3 in order to thermally regulate at least a portion of the electrical energy storage cells 9 capable of being received in the battery module 7 3.

[0034] By “battery 3” is meant all the modules 7 electrically connected in series or in parallel and, incidentally, all the cells 9 for storing electrical energy included in the modules 7.

[0035] By "powertrain 2" is meant the assembly comprising the engine(s) intended to directly or indirectly drive the wheels of the motor vehicle 4 as well as the accessories of each engine such as, for example, the alternator, the cooling system, the gearbox or the lubrication system.

[0036] In the example illustrated in , a thermal regulation system 1 of a battery 3 is mounted in a motor vehicle 4. In this example, an electrical connection element 5 is provided on the body of the motor vehicle 4 to allow the battery 3 to be recharged. As will be explained above, the thermal regulation system 1 and / or the battery 3 can be fluidically and / or electrically connected to the powertrain 2. Advantageously according to the invention, all the technical characteristics and effects of the thermal regulation system 1 make it possible to guarantee optimal operation of the electrical energy exchanges between the battery 3 and the components of the motor vehicle 4, such as, for example, during the running of the motor vehicle or during recharging with electrical energy while the motor vehicle is parked.

[0037] The thermal regulation system 1 is, advantageously according to the invention, of the type involving immersion of the electrical energy storage cells 9, that is to say that each module 7 of battery 3 comprises a housing 8 intended to enclose electrical energy storage cells 9 in dielectric heat transfer fluid. Preferably, the electrical energy storage cells 9 of each module 7 of battery 3 are completely immersed in dielectric heat transfer fluid.

[0038] Indeed, on the one hand, immersion is more efficient for heat exchanges because the specific exchange surface is larger and, on the other hand, the evacuation outside each module 7 of battery 3 by circulation of the dielectric heat transfer fluid is rapid, which allows high efficiency and reactivity of regulation capable of satisfying both the charging (at a fast charging station) and the discharging (electrical consumption of the motor vehicle 4 at high load) of high electrical power of the battery. In addition, the heat exchange is very efficient because it is done directly by convection of the heat transfer fluid on the casing of each cell 9 for accumulating electrical energy. In a related manner, regulation by immersion is also safer against the spread of possible fire of the battery 3 in the motor vehicle 4.It is therefore understood that the thermal regulation system 1 according to the invention makes it possible to maintain the electrical energy storage cells 9 at their optimum temperature in order to guarantee optimized operation (maintaining the best energy efficiency) and robust operation (optimal charging and discharging for a longer service life) of the battery 3 regardless of the external conditions in which the motor vehicle 4 operates, that is to say even if it is very cold or very hot.

[0039] The thermal regulation system 1 thus comprises a closed hydraulic network 6 in which a flow of dielectric heat transfer fluid in liquid phase is formed using at least one pumping element PUMP01. In the example illustrated in Figures 2 to 4, the hydraulic network 6 therefore notably comprises all the modules 7 of the battery 3 (three at a time) so that the electrical energy storage cells 9 can be thermally regulated by the circulation of dielectric heat transfer fluid in each housing 8. The hydraulic network 6 thus comprises a pipe structure on which a set of instruments is mounted allowing the control unit 11 of the thermal regulation system 1 to manage the circulation of the dielectric heat transfer fluid.

[0040] The hydraulic network 6 preferably comprises several battery modules 7 3 mounted in parallel, which has several advantages. First of all, it is simpler to regulate several battery modules 7 3 in parallel than a single volume comprising the same number of electrical energy storage cells 9. It is also simpler to install in the motor vehicle 4 several battery modules 7 3 in parallel than a single volume comprising the same number of electrical energy storage cells 9. Finally, it is simpler to be able to replace a module 7 comprising faulty electrical energy storage cells 9 rather than replacing the entire battery 3 for only a small portion of faulty electrical energy storage cells 9.

[0041] The PUMP01 pumping element allows the dielectric heat transfer fluid to be raised in pressure and thus circulated through the hydraulic network 6. The PUMP01 pumping element must therefore ensure a given flow rate and overcome the pressure losses present in the hydraulic network 6. As will be explained more precisely above, it is directly controlled by the control unit 11 (sometimes called in English "battery thermal management system" or "BTMS") according to the measurements of the instrumentation set of the hydraulic network 6.

[0042] In the example illustrated in Figures 2 to 4, it can be seen that on either side of the pumping element PUMP01 there are filtration elements FILT01, FILT02. The role of the filtration elements FILT01, FILT02 is to protect the components of the thermal regulation system 1 from external contamination. The filtration element FILT01 protects the pumping element PUMP01 from particles originating from the filling of the hydraulic network 6 with dielectric heat transfer liquid or generated by the electrical energy storage cells 9 (in the event of thermal runaway for example). The filtration element FILT02 protects the electrical energy storage cells 9 by blocking, for example, particles that may be generated by the pumping element PUMP01 during its running-in phase.

[0043] The preferably controllable valves BV01, BV03 allow the hydraulic network 6 to be purged, with a view to replacing the dielectric heat transfer fluid or changing a component of the thermal regulation system 1. To do this, the valve BV03 must first be opened in order to vent the hydraulic network 6. The valve BV01 must then be opened to allow the dielectric heat transfer fluid to flow out of the hydraulic network 6. Preferably, as illustrated in the example of the, the valve BV03 is located above, that is to say at a higher altitude relative to ground level, than most of the hydraulic network 6 and, conversely, the valve BV01 is located below, that is to say at a lower altitude relative to ground level, than most of the hydraulic network 6, which makes it easier to evacuate the dielectric heat transfer fluid with the help of gravity.The hydraulic network 6 can then be refilled via the valve BV03 (having first closed the valve BV01). We see that the valve BV03 communicates with the hydraulic network 6 via the expansion tank VES03 which makes it possible to simplify the filling and easily adjust the volume of dielectric heat transfer fluid in the hydraulic network 6.

[0044] In addition, the BV04 valve allows the system to be purged in the event of incorrect filling. Indeed, as will be better explained below, when there is a liquid filling error, the liquid is contained between the controllable proportional valves VA03 and VA04. The BV04 valve therefore allows this portion of the hydraulic network 6 to be emptied of the liquid inserted by mistake.

[0045] The VES03 expansion tank is located downstream of the VA03 valve, so that the latter can be functional. The primary function of the VES03 expansion tank is to compensate for thermal expansion of the dielectric heat transfer fluid, or any other volume variation that may occur in the hydraulic network 6. Since the dielectric heat transfer fluid is considered incompressible, this protects the hydraulic network 6 against pressures and depressions of the dielectric heat transfer fluid that can damage the components or alter their functionality. In the event of a variation in the volume of the dielectric heat transfer fluid, an inert gas located in the VES03 expansion tank will expand or compress to follow the variations in the dielectric heat transfer fluid. This gas will therefore increase or decrease in pressure.This also means that in the event of a reduction in the volume of liquid in the circuit, the VES03 expansion tank will also act as a reserve of dielectric heat transfer liquid to supply the hydraulic network 6 and mitigate this reduction in volume.

[0046] The VES03 expansion tank also participates in the cooling of the dielectric heat transfer fluid in the hydraulic network 6. The hydraulic network 6 passing through the VES03 expansion tank, the thermal inertia of the cold dielectric heat transfer fluid located in the VES03 expansion tank makes it possible to absorb part of the calories from the hot dielectric heat transfer fluid coming from the modules 7 of battery 3. This natural cooling thus makes it possible to reduce the energy consumption of the EXCH05 cooling device necessary for the proper regulation of the temperature of the dielectric heat transfer fluid.

[0047] In addition, the expansion tank VES03 has a level detection element L04 located inside it. It allows the control unit 11 to be warned when the level of dielectric heat transfer liquid in the expansion tank VES03 is too low, which could mean a leak, for example. This can be an on / off sensor that only sends a signal when the level becomes critical, or a sensor that returns the liquid level in real time using, for example, a float moved by the level of dielectric heat transfer liquid in the expansion tank VES03.

[0048] The OPR03 pressure relief valve is a valve that opens at high pressure. It protects the system from pressure increases that are too great to be compensated by the VES03 expansion tank, in particular overpressures induced by a gas release from an electrical energy storage cell 9 in the event of thermal runaway. This prevents the system from exploding under this pressure increase. The OPR03 pressure relief valve will therefore open under the effect of excessive pressure, release the gas into the atmosphere in order to reduce the internal pressure of the hydraulic network 6, and close again when the pressure reaches an acceptable level again. The gas must be expelled far enough away from users so as not to endanger them.The pressure threshold enabling the OPR03 overpressure valve to be triggered is preferably dependent on the operating pressure of the hydraulic network 6, i.e. it must not be triggered at a pressure too close to the operating pressure. The pressure threshold may be, for example, between 3.0 bar and 3.5 bar if the operating pressure of the hydraulic network 6 is 2 bar, i.e. for example equal to 3.0 bar, 3.1 bar, 3.2 bar, 3.3 bar, 3.4 bar or 3.5 bar. The pressure threshold enabling the OPR03 overpressure valve to be closed may be, for example, between 2.5 bar and 3.0 bar, i.e. for example equal to 2.5 bar, 2.6 bar, 2.7 bar, 2.8 bar, 2.9 bar or 3.0 bar.Preferably, the difference between the values ​​of the pressure thresholds between the opening and the closing of the pressure relief valve OPR03 can be, for example, between 0.5 bar and 1 bar, that is to say for example equal to 0.5 bar, 0.6 bar, 0.7 bar, 0.8 bar, 0.9 bar or 1.0 bar. Of course, these values ​​can vary depending on the operating pressure of the hydraulic network 6.

[0049] The valve VA03, preferably of the controllable proportional type, is placed between the modules 7 of battery 3 and the expansion tank VES03. It is also preferably placed upstream of the valve BV03. The valve VA03 is controlled by the control unit 11 according to the selected mode of the thermal regulation system 1 as will be explained below. The valve VA03 allows a partial bypass of the expansion tank VES03. This bypass must be partial in order not to lose the functionality of the expansion tank VES03, namely to compensate for the thermal expansions of the dielectric heat transfer fluid (this makes it possible to protect the thermal regulation system 1 against the pressures and depressions of the dielectric heat transfer fluid which could damage its components or impair their functionality).The partial bypass is intended to limit, in heating mode, the quantity of "hot" dielectric heat transfer fluid passing through the expansion vessel VES03 in order to limit the cooling of the dielectric heat transfer fluid by heat exchange with the liquid present in the expansion vessel VES03. The proportion of bypass, in heating mode, of the valve VA03 may be, for example, between 10% and 80% towards the expansion vessel VES03, i.e. for example equal to 10%, 20%, 30%, 40%, 50%, 60%, 70%, or 80%, and the remainder towards the valve VA04. Preferably, the bypass proportion is managed by the control unit 11 as a function of the temperature difference between the liquid inside the expansion tank VES03 (using a temperature sensor mounted in the expansion tank VES03) and the temperature measured by the third temperature detection element T03 upstream of the expansion tank VES03.More precisely, the higher the temperature difference, the more preferentially the proportion towards the VES03 expansion vessel decreases.

[0050] The normal position of the valve VA03 is normally fully open towards the expansion vessel VES03. Thus, in the event of a shutdown of the thermal regulation system 1, the dielectric heat transfer fluid is automatically directed towards the expansion vessel VES03, which makes it possible to benefit from the thermal inertia provided by the vessel to cool the dielectric heat transfer fluid. This makes it possible to secure the system in the event of thermal runaway of an electrical energy storage cell 9 by being certain not to bring hot dielectric heat transfer fluid to the electrical energy storage cells 9, which would increase the thermal runaway phenomenon.

[0051] The valve VA04, preferably of the controllable proportional type, is preferably located between the expansion tank VES03 and the cooling devices EXCH05 and heating HEAT06. More specifically, the valve VA04 makes it possible to selectively direct the dielectric heat transfer fluid to one or the other of the cooling devices EXCH05 and heating HEAT06. In the example illustrated in Figures 2 and 4, the cooling devices EXCH05 and heating HEAT06 are connected in parallel from the valve VA04. This is an on-off type valve that can also be closed. It is therefore understood that the dielectric heat transfer fluid can be entirely directed to one or the other of the cooling devices EXCH05 and heating HEAT06 or not be able to pass the valve VA04.The position of the valve VA04 depends on the strategy adopted by the control unit 11 (heating mode, free circulation mode, cooling mode) as will be explained below. The normal position of the valve VA04 is fully open towards the cooling device EXCH05. Thus, in the event of a shutdown of the thermal control system 1, the dielectric heat transfer fluid is automatically fully directed towards the cooling device EXCH05. This makes it possible to secure the thermal control system 1 in the event of thermal runaway of an electrical energy storage cell 9 by being certain not to bring hot dielectric heat transfer fluid to the electrical energy storage cells 9, which would accentuate the thermal runaway phenomenon.

[0052] In the example illustrated in Figures 2 and 4, the parallel hydraulic network parts 6 comprising the cooling devices EXCH05 and heating devices HEAT06 from the valve VA04 are joined by a shuttle valve SV01 upstream of the pumping element PUMP01. The latter is preferably a mechanical valve opening under the pressure of the liquid. The purpose of this valve, when one of the free circulation or heating modes is activated, is to prevent the pumping element PUMP01 from sucking dielectric heat transfer fluid located in the cooling circuit, which would have the effect of not changing the temperature of the dielectric heat transfer fluid according to the desired value.

[0053] The cooling device EXCH05 is preferably made up of a cooling element and a heat exchanger with the dielectric heat transfer fluid in order to selectively cool the dielectric heat transfer fluid to a set temperature controlled by the control unit 11 before it arrives at the shuttle valve SV01. The cooling element may advantageously be the cold circuit of a cooling system of the powertrain 2 of the motor vehicle 4 or a dedicated cooler (sometimes known as a “chiller”).

[0054] The heating device HEAT06 is located in parallel with the cooling device EXCH05. It preferably comprises a heating element and a heat exchanger with the dielectric heat transfer fluid in order to selectively heat the dielectric heat transfer fluid to a set temperature controlled by the control unit 11 before it arrives at the shuttle valve SV01. The heating element can advantageously be the hot circuit of a cooling system of the powertrain 2 of the motor vehicle 4 or a dedicated heater (sometimes known as a "heater"). The heating element is preferably activated only in heating mode; it is switched off when the other modes are selected.

[0055] The battery 3 modules 7 constitute the heart of the thermal regulation system 1 and form a part of the hydraulic network 6. They are intended to contain the electrical energy storage cells 9 which must be thermally regulated. Preferably, several battery 3 modules 7 are hydraulically connected to the rest of the hydraulic network 6 by hydraulic connections to a common input ramp 10 and to a common output ramp 12. In the example illustrated in Figures 2 to 4, the battery 3 modules 7 (three in Figures 2 and 3) are placed in parallel in the hydraulic network 6 in order to allow an equitable and homogeneous supply of dielectric heat transfer fluid for each of the battery 3 modules 7, thus guaranteeing homogeneous thermal regulation of the electrical energy storage cells 9. This parallel arrangement also allows the reduction of pressure losses in the hydraulic network 6.In order to homogenize the pressure losses in each of the connections of the modules 7 of battery 3 (and therefore in order to have similar flow rates in each module), the hydraulic connection section between the common input rail 10 and its associated module 7 of battery 3 is of different size depending on its distance from its connection to the hydraulic network 6 in order to obtain an equivalent flow rate of dielectric heat transfer fluid between the modules 7 of battery 3. Typically, in the case of a lateral connection 10a of the common input rail 10, the section of each connection will increase as the connection moves away from the lateral connection 10a. It is also possible to provide another type of connection. As a non-limiting example, a frontal connection 10b (but also above or below) is also possible.The section of the connections will be similarly adapted in order to obtain an equivalent flow of dielectric heat transfer liquid between the modules 7 of battery 3.

[0056] The ramps 10, 12 also allow the battery modules 7 3 to be positioned and held in position so that the forces do not pass through the hydraulic connections. The battery modules 7 3 also allow the electrical connection of the electrical energy storage cells 9 to the rest of the motor vehicle 4 in order to guarantee its supply of electrical energy. These electrical connections are made by sealed connectors. The battery modules 7 3 each comprise a housing 8 formed by a lower hollow base 8b (receiving the electrical energy storage cells 9) closed by an upper cover 8a in a sealed manner in order to offer protection of the electrical energy storage cells 9 against mechanical incidents (crash, mechanical shocks, etc.).) as well as protection in the event of fire (limits the progression of external flames to each module 7 of battery 3 so that they do not reach the electrical energy storage cells 9).

[0057] In the example illustrated in Figures 2 and 4, the instrumentation set of the hydraulic network 6 comprises elements for detecting temperature T01, T02, T03, T04, pollution C02, flow F03, quality Q04 and pressure P01 (in addition to the level detection element L04 of the expansion tank VES03) allowing the control unit 11 of the thermal regulation system 1 to manage the circulation of the dielectric heat transfer fluid. The control unit 11 thus comprises a processing module 11a, that is to say a programmable intelligence, as a function of the measurements received by the receiving module 11b of the instrumentation set of the hydraulic network 6 in order to manage the thermal regulation system 1 as a function of the measurements of the instrumentation set of the hydraulic network 6.Of course, the instrumentation set could include more or fewer detection elements depending on the applications and / or the desired complexity of the thermal regulation system 1.

[0058] The pressure detection element P01 is used to measure the pressure of the dielectric heat transfer fluid in the hydraulic network 6 at the outlet of the pumping element PUMP01. In order to avoid possible pressure losses that could distort the pressure measurement, it is preferably located as close as possible downstream of the pumping element PUMP01. The value measured by the pressure detection element P01 is transmitted to the control unit 11 which analyzes it and makes it possible to manage any correction of the control of the pumping element PUMP01 (rotation speed, flow rate, etc.) and / or to diagnose problems in the hydraulic network 6 (leaks or obstructions (at least partial blockage) of the hydraulic network 6).

[0059] Each module 7 of battery 3 preferably comprises at least one CO2 pollution detection element as close as possible to the electrical energy storage cells 9 in order to detect the deterioration of at least one of its electrical energy storage cells 9. More precisely, each CO2 pollution detection element is intended to detect whether at least one gas escapes from the electrical energy storage cells 9 when at least one of them is subjected to thermal runaway. Indeed, an exhaust valve is generally provided, often formed by a frangible part intended to break from a predetermined internal pressure, to allow the excess pressure to communicate to the outside of the electrical energy storage cell 9. Once the exhaust valve is open, the electrical energy storage cell 9 is therefore no longer functional.Each CO2 pollution detection element can therefore be a composition, pressure, transparency or electrical conductivity sensor to determine whether a gas has escaped from at least one of the electrical energy storage cells 9 of the battery module 7 in order to diagnose thermal runaway. Thus, when the presence of such pollution gases is detected in a battery module 7 3, the control unit 11 can force the thermal regulation system 1 to stop and send an alert identifying each faulty module 7 before an electrical energy storage cell 9 catches fire. The faulty module 7 being identified, it can then be replaced without impacting the other modules 7.

[0060] The flow detection element F03 is preferably mounted at the end of the common outlet ramp 12 as close as possible upstream of the valve VA03. By placing it after the modules 7 of battery 3, it is possible to know the overall flow rate passing through all of the modules 7 of battery 3, even in the event of a leak between the flow detection element F03 and the pumping element PUMP01. The flow detection element F03 may consist of a flow meter. The flow detection element F03 allows the control unit 11 to manage a possible correction of the control of the pumping element PUMP01 (rotation speed, flow rate, etc.) in order to provide the electrical energy storage cells 9 with the flow rate necessary to cool them and / or to estimate the possible thermal regulation power.

[0061] In the example illustrated in Figures 2 to 4, several temperature detection elements T01, T02, T03, T04 are provided to monitor the temperature of the dielectric heat transfer fluid at several predetermined locations in the hydraulic network 6. Each temperature detection element T01, T02, T03, T04 may comprise at least one temperature sensor, for example of the thermocouple type or another type.

[0062] A first temperature detection element T01 may be intended to measure the temperature of the liquid upstream of the battery 3 modules 7 and downstream of the pumping element PUMP01. In order to have the most accurate value possible of the temperature of the dielectric heat transfer liquid entering the battery 3 modules 7, the first temperature detection element T01 must be located as close as possible upstream of the inlet of the battery 3 modules 7. It is also preferably located downstream of the pumping element PUMP01 in order to be able to take into account the possible heating of the dielectric heat transfer liquid by the pumping element PUMP01.The first temperature detection element T01 allows the control unit 11 to manage the cooling devices EXCH05 and heating devices HEAT06 and / or to diagnose a malfunction of the cooling devices EXCH05 and heating devices HEAT06 (with another temperature detection element T03, T04 as explained below) and / or to diagnose the presence of flames external to the thermal regulation system 1.

[0063] Each module 7 of battery 3 preferably comprises at least one second temperature detection element T02 (three at a time) as close as possible to the electrical energy storage cells 9. Each second temperature detection element T02 allows the control unit 11 to manage the operating mode of the thermal regulation system 1 (heating mode, free circulation mode or cooling mode) and / or to diagnose the presence of flames external to the thermal regulation system 1.

[0064] A third temperature detection element T03 can be located as close as possible to the output of the battery 3 modules 7 so that the measurement is as representative as possible of the temperature of the dielectric heat transfer fluid at the output of the battery 3 modules 7. The third temperature detection element T03 allows the control unit 11 to diagnose poor heat exchange between the electrical energy storage cells 9 and the dielectric heat transfer fluid (unexpected temperature variation) and / or to diagnose a fault in the operation of the cooling devices EXCH05 and heating devices HEAT06 and / or to diagnose the presence of flames external to the thermal regulation system 1.

[0065] A fourth temperature detection element T04 may be located between the expansion tank VES03 and the valve VA04. The fourth temperature detection element T04 allows the control unit 11 to diagnose a malfunction of the cooling devices EXCH05 and heating devices HEAT06 and / or to diagnose the presence of flames external to the thermal regulation system 1.

[0066] The hydraulic network 6 is therefore constantly monitored in order to avoid a malfunction of the components of the regulation system 1 such as a disturbance to the circulation of the dielectric heat transfer fluid, a heating and / or cooling deficit or insufficient drive of the flow of dielectric heat transfer fluid which could make the thermal regulation of the electrical energy storage cells 9 present in the module 7 of battery 3 less effective. It is understood that the regulation system 1 therefore allows for safer operation (maintenance of the quality of the regulation) and more reliable operation (maintenance in the operating safety conditions of the regulation system 1 - battery 3 assembly allowing a longer service life of the assembly).It can be concluded that the thermal runaway phenomena of the battery 3 will be avoided thanks to the thermal regulation system 1 which will limit the situations in which irreversible damage to the electrical energy storage cells 9 could be caused.

[0067] The thermal regulation system 1 may comprise at least a second element T02 for detecting the temperature inside the battery module 7 3 electrically connected to the control unit 11 in order to selectively control the operating mode of the thermal regulation system 1 as a function of the value measured by the second temperature detection element T02 and a predetermined target temperature of the battery module 7 3. Each temperature measured in each battery module 7 3 is preferably continuously monitored and as soon as one of the temperatures drifts beyond predetermined thresholds above or below the predetermined target temperature, the control unit 11 activates the cooling mode and the heating mode respectively.If each of the temperature measurements remains within the predetermined threshold range above or below the predetermined target temperature, the control unit 11 activates the free circulation mode which simply draws the dielectric heat transfer fluid into the hydraulic network 6 without heating or cooling it. Of course, the predetermined target temperature and the predetermined thresholds may be different for each battery module 7 3 depending on its configuration and / or its location in the motor vehicle 4. By way of non-limiting example, the predetermined target temperature may be between 15°C and 30°C, i.e. for example equal to 15°C, 20°C, 25°C or 30°C, and the predetermined thresholds between 10% and 30%, i.e. for example equal to 10%, 15%, 20%, 25% or 30%, of the predetermined target temperature e.

[0068] Furthermore, the control unit 11 is preferably configured to switch the valve VA04 to the heating device HEAT06 by activating the latter when the value measured by the second temperature detection element T02 is lower than the predetermined target temperature of the battery module 7 3 in order to, in heating mode, heat at least a portion of the electrical energy storage cells 9 included in the battery module 7 3 up to the predetermined target temperature of the battery module 7 3. Here again, depending on the predetermined thresholds above or below the predetermined target temperature (which are not necessarily equal), the control unit 11 activates or deactivates the heating mode.

[0069] Conversely, the control unit 11 is preferably configured to switch the valve VA04 to the cooling device EXCH05 by activating the latter when the value measured by the second temperature detection element T02 is higher than the predetermined target temperature of the battery module 7 3 in order to, in cooling mode, cool at least a portion of the electrical energy storage cells 9 included in the battery module 7 3 down to the predetermined target temperature of the battery module 7 3. Here again, depending on the predetermined thresholds above or below the predetermined target temperature (which are not necessarily equal, nor necessarily identical to those of the heating mode), the control unit 11 activates or deactivates the cooling mode.

[0070] It is also understood that the thermal regulation system 1 makes it possible to continuously adapt to the external conditions in which the motor vehicle 4 operates, that is to say both to cold conditions (heating of the cells 9) and to hot conditions (cooling of the cells 9). It is also immediate that the control unit 11 can thus, in a first step, heat each module 7 of battery 3 to reach the optimal operating temperature of the battery 3 such as, for example, thirty degrees Celsius and, in a second step, thermally regulate (heat or cool) each module 7 of battery 3 to maintain the optimal operating temperature of the battery 3.

[0071] In addition, the control unit 11 selectively controls, in heating mode, the activation intensity of the heating device HEAT06 according to the value measured by the first temperature detection element T01. It is therefore understood that the heating intensity provided to the dielectric heat transfer fluid is not adjusted from the same temperature detection element T01 as that T02 used to select the operating mode of the thermal regulation system 1. This makes it possible to control the intensity of the heating device HEAT06 from a temperature measurement upstream of the module 7 of battery 3.

[0072] Conversely, in cooling mode, the control unit 11 selectively controls the activation intensity of the cooling device EXCH05 according to the value measured by the first temperature detection element T01 (which may be the same as that used for the heating mode). It is therefore also understood here that the cooling intensity provided to the dielectric heat transfer fluid is not adjusted from the same temperature detection element T01 as that T02 used to select the operating mode of the thermal regulation system. This makes it possible to control the intensity of the cooling device EXCH05 from a temperature measurement upstream of the module 7 of battery 3.

[0073] Thus, on the one hand, this allows the control unit 11 to precisely adjust the temperature upstream of the module 7 of the battery 3, that is to say before interaction with the electrical energy storage cells 9, and, on the other hand, the battery 3 being preferably designed to comprise several modules 7, this makes it possible to give a homogeneous inlet temperature of the dielectric heat transfer liquid in each module 7.

[0074] Finally, in heating mode, the control unit 11 can diagnose a failure of the heating device HEAT06 if the value measured by the fourth temperature detection element T04 is not lower than the value measured by the first temperature detection element T01 (if the relationship T04≥T01 is verified). By simple instrumentation, the control unit 11 of the thermal regulation system 1 is immediately capable of detecting whether, effectively, the dielectric heat transfer liquid has actually been heated by the heating device HEAT06.It is also immediate that, if the value measured by the third temperature detection element T03 is not lower than the value measured by the first temperature detection element T01 (if the relationship T03≥T01 is verified), that is to say that a drop in temperature between the upstream and downstream of the battery module 7 3 is not observed, that the electrical energy storage cells 9 have not been heated.

[0075] Conversely, in cooling mode, the control unit 11 can diagnose a failure of the cooling device EXCH05 if the value measured by the temperature detection element T04 is not greater than the value measured by the first temperature detection element T01 (if the relationship T04≤T01 is verified). By simple instrumentation, the control unit 11 of the thermal regulation system 1 is immediately capable of detecting whether, effectively, the dielectric heat transfer liquid has actually been cooled by the cooling device EXCH05.It is also immediate that, if the value measured by the third temperature detection element T03 is not greater than the value measured by the first temperature detection element T01 (if the relationship T03≤T01 is verified), that is to say that a temperature rise between the upstream and downstream of the battery module 7 3 is not observed, that the electrical energy storage cells 9 have not been cooled.

[0076] The control unit 11 is preferably configured to diagnose an obstruction of a battery module 7 3 when the variations in values ​​of the second temperature detection elements T02 inside each battery module 7 3 are different. Indeed, the battery modules 7 3 being in parallel and supplied by the same dielectric heat transfer fluid at the same temperature, a variation in the temperature of a battery module 7 3 beyond a predetermined threshold above the average temperature of the other battery modules 7 3, can lead to the conclusion that a circulation fault is present in the battery module 7 3 where the temperature variation changes more markedly than in the others.It is thus understood that the diagnosis of the control unit 11 will allow for the rapid checking of any faulty electrical energy storage cells 9 and where there are obstructions, already knowing the module 7 of battery 3 to be checked.

[0077] The control unit 11 is preferably configured to vary the flow rate of the pumping element PUMP01 as a function of the electrical charging or discharging power of the battery 3 in order to adapt the circulation flow of the dielectric heat transfer fluid in the hydraulic network 6 as a function of the operation of the battery 3. It is therefore understood that the higher the charging or discharging power of the battery 3, the higher the flow rate of the pumping element PUMP1, thus, the volume per unit of time of dielectric heat transfer fluid passing through each module 7 of battery 3 is higher to increase the thermal regulation capacity of the system 1. According to one example, the variation in flow rate of the pumping element PUMP01 could be proportional to the charging or discharging power of the battery 3.

[0078] The control unit 11 can selectively control the pumping element PUMP01 as a function of the value measured by the flow detection element F03. Indeed, it may be interesting to measure the actual flow rate after the pressure losses experienced in each module 7 of battery 3 in order to, possibly, correct the control of the pumping element PUMP01 to obtain the thermal regulation power actually desired depending on the volume per unit of time of dielectric heat transfer liquid passing through each module 7 of battery 3.

[0079] The control unit 11 can diagnose, by comparing the value measured by the pressure detection element P01 with the pressure estimated from the operating conditions of the pumping element PUMP01, a leak or, on the contrary, an obstruction of the hydraulic network 6. Here again, if the hydraulic network 6 has no fault, this diagnosis would not be necessary.However, in the case of a thermal regulation system 1 embedded in a motor vehicle 4, it may be interesting to measure the effective pressure between the pumping element PUMP01 and each battery module 7 3 to determine, if the pressure is higher than a predetermined threshold than the theoretical one for the current operation of the pumping element PUMP01, that the circulation of the dielectric heat transfer fluid is hindered in the hydraulic network 6 or, on the contrary, to determine, if the pressure is lower than a predetermined threshold than the theoretical one for the current operation of the pumping element PUMP01, that a portion of the dielectric heat transfer fluid is escaping from the hydraulic network 6. It is thus understood that the diagnosis of the control unit 11 will make it possible to quickly check the hydraulic network 6 before the electrical energy storage cells 9 become faulty due to poor thermal regulation.

[0080] Advantageously according to the invention, the control unit 11 of the regulation system is also configured to monitor the quality of the dielectric heat transfer fluid in order to guarantee the proper functioning of the battery 3. Thus, the dielectric heat transfer fluid surrounding the electrical energy storage cells is continuously monitored in order to prevent pollution from being brought to the module 7 of the battery 3 by the circulation of the dielectric heat transfer fluid, which could make the thermal regulation less effective or cause short circuits between the electrical energy storage cells 9 present in the module 7 of the battery 3.It is understood that the thermal regulation system 1 according to the invention therefore allows safer operation (maintaining the quality of the regulation) and more reliable operation (maintaining the operating safety conditions of the regulation system 1 - battery assembly allowing a longer service life of the assembly). It can be concluded that the thermal runaway phenomena of the battery 3 will be avoided thanks to the thermal regulation system 1 according to the invention, which will limit the situations in which irreversible damage to electrical energy storage cells could be caused.

[0081] The thermal regulation system 1 according to the invention comprises at least one element Q04 for detecting at least one physical value of the dielectric heat transfer fluid mounted on the hydraulic network 6 and electrically connected to the control unit 11. Thus, it can detect both pollution induced by poor filling but also pollution in the thermal regulation system 1 itself (for example coming from the electrical energy storage cells 9). If the quality detection element Q04 were located only on the filling circuit, the internal pollution would not be detectable. The control unit 11 can thus selectively control the operation of the thermal regulation system 1 as a function of the physical value of the dielectric heat transfer fluid measured by the detection element Q04.This configuration makes it possible to continuously determine the presence or absence of pollution in the dielectric heat transfer fluid by simply monitoring one of its physical values ​​without having to intervene on the hydraulic network 6, that is to say typically without having to take samples of dielectric heat transfer fluid in the hydraulic network 6. It is also possible according to the invention to immediately detect if the liquid used for filling the hydraulic network 6 is not the expected one. Preferably, when pollution is determined, the processing unit 11 blocks the circulation of the dielectric heat transfer fluid in the hydraulic network 6 by stopping at least the pumping element PUMP014 to prevent any pollution from entering each module 7 of battery 3 as soon as possible.

[0082] Preferably, the detection element Q04 is an electrical conductivity sensor (or, conversely, an electrical resistivity sensor) so that the control unit 11 selectively determines whether a risk of thermal deregulation (less efficient heat exchange) and / or a risk of short circuit (possible electrical connection by the dielectric heat transfer liquid) is incurred in the module 7 of battery 3 by the presence of the dielectric heat transfer liquid. Indeed, pollution is generally associated with a variation in electrical conductivity (electrical resistivity being the inverse of electrical conductivity) and this physical value has significant consequences for the electrical connections in the module 7 of battery 3 and, more generally, for the operation of the battery 3. By way of non-limiting example, the detection element Q04 may be an electrode sensor.

[0083] The quality threshold of the control unit 11, that is to say the threshold from which the control unit 11 will consider that pollution is no longer negligible, can for example be an electrical conductivity σ at most equal to 1 nS∙m - 1 or an electrical resistivity ρ at least equal to 1 GΩ∙m at a temperature of 300 K. Indeed, depending on the temperature of the dielectric heat transfer liquid, the electrical conductivity and, incidentally, the electrical resistivity, vary.

[0084] The detection element Q04 is preferably mounted on the hydraulic network 6 outside the module 7 of battery 3 allowing the control unit 11 to stop the circulation of the dielectric heat transfer liquid before the latter arrives at each module 7 of battery 3 when a predetermined threshold, such as the quality threshold above, is exceeded by the measurement of the detection element Q04.Typically, if a filling inlet of the hydraulic network 6 with dielectric heat transfer liquid such as the valve BV03 is present, the detection element Q04 is preferably installed downstream and as close as possible to this filling inlet to maximize the speed of detection of a liquid filling error, that is to say in particular if the liquid introduced into the hydraulic network 6 is not the expected dielectric heat transfer liquid and sufficiently upstream of each module 7 of battery 3 so that the inertia of the thermal regulation system 1 does not cause the arrival up to each module 7 of battery 3 after the stop controlled by the control unit 11.

[0085] Finally, if poor liquid quality is detected by the quality detection element Q04, the control unit 11 stops the main components of the thermal regulation system 1 (pumping element PUMP01, cooling device EXCH05, heating device HEAT06, etc.). In addition, the control unit 11 can completely close the valve VA03 or prevent the poor quality dielectric heat transfer liquid from reaching the modules 7 of battery 3 (opening only between the upstream and downstream of the expansion tank VES03). In addition, the control unit 11 can completely close the valve VA04, or redirect the liquid into the cooling circuit. In the absence of pressure, the latter will be blocked by the shuttle valve SV01. The aim is also to prevent the poor quality liquid from reaching the modules 7 of battery 3.

[0086] Advantageously according to the invention, the control unit 11 can vary the flow rate of the single-phase dielectric heat transfer liquid flow as a function of the physical value of the single-phase dielectric heat transfer liquid measured by the detection element Q04. It is thus possible, according to the invention, to dynamically adapt the thermal regulation system 1 to the quality of the single-phase dielectric heat transfer liquid. For example, for a given single-phase dielectric heat transfer liquid, the heat transfer capacity (or coefficient) of which deteriorates over time, for example due to aging of the liquid, the control unit 11 then increases the flow rate of the liquid flow to maintain the optimum operating temperature of the battery 3.

[0087] It is also possible, according to the invention, to adapt the thermal regulation system 1 to single-phase dielectric heat transfer liquids of different qualities. For example, for a single-phase dielectric heat transfer liquid having a heat transfer capacity (or coefficient) lower, respectively higher, than a reference heat transfer capacity (or coefficient), the control unit 11 increases, respectively reduces, the flow rate of the liquid flow to maintain the optimum operating temperature of the battery. For example, the control unit can selectively control the rotation speed of the pumping element.

[0088] The invention is not limited to the embodiments and variants presented and other embodiments and variants will become clear to those skilled in the art. Thus, the embodiments and variants can be combined with each other without departing from the scope of the invention. Without being limiting, it is possible to use another type of detection element Q04 without departing from the scope of the invention.

[0089] List of references

[0090] 1 - thermal regulation system

[0091] 2 - powertrain

[0092] 3 - battery

[0093] 4 - motor vehicle

[0094] 5 - electrical connection element

[0095] 6 - hydraulic network

[0096] 7 - battery module

[0097] 8 - Battery module housing

[0098] 8a - top cover of the housing

[0099] 8b - lower hollow base of the case

[0100] 9 - electrical energy storage cells

[0101] 10 - common inlet rail

[0102] 10a- side entrance

[0103] 10b - central entrance

[0104] 11 - control unit

[0105] 11a - processing module

[0106] 11b - receiving module

[0107] 12 - common output rail

[0108] T01 - temperature sensing element

[0109] T02 - temperature sensing element of a module

[0110] T03 - temperature sensing element

[0111] T04 - temperature sensing element

[0112] C02 - pollution detection element of a module

[0113] F03 - dielectric heat transfer fluid flow sensing element

[0114] Q04 - element for detecting a physical value of the dielectric heat transfer fluid

[0115] P01 - pressure sensing element

[0116] L04 - level sensing element in the expansion tank

[0117] BV01 - controllable valve

[0118] BV03 - controllable valve

[0119] BV04 - controllable valve

[0120] VA03 - controllable proportional valve

[0121] VA04 - controllable proportional valve

[0122] SV01 - shuttle valve

[0123] VES04 - expansion tank

[0124] OPR03 - pressure relief valve

[0125] FILT01 - filtration element

[0126] FILT02 - filtration element

[0127] PUMP01 - pumping element

[0128] EXCH05 - cooling device

[0129] HEAT06 - heating device

Claims

Thermal regulation system (1) for a vehicle battery (3) of an automobile (4) comprising a closed hydraulic network (6) in which a flow of single-phase dielectric heat transfer fluid is formed using at least one pumping element (PUMP01), the hydraulic network (6) comprising at least one battery module (7) (3) capable of receiving electrical energy storage cells (9) intended to be thermally regulated by immersion in the single-phase dielectric heat transfer fluid by means of at least partial filling of the battery module (7) (3) with the single-phase dielectric heat transfer fluid,characterized in that the control system (1) comprises at least one element (Q04) for detecting at least one physical value of the single-phase dielectric heat transfer fluid mounted on the hydraulic network (6) and electrically connected to a control unit (11) in order to selectively control the operation of the thermal control system (1) as a function of the physical value of the single-phase dielectric heat transfer fluid measured by the detection element (Q04) to ensure the proper functioning of the battery (3). Thermal regulation system (1) according to the preceding claim, wherein the sensing element (Q04) is an electrical conductivity sensor so that the control unit (11) selectively determines whether a risk of thermal deregulation and / or a risk of short circuit is incurred in the battery module (7) (3) by contact with the single-phase dielectric heat transfer fluid. A thermal regulation system (1) according to the preceding claim, wherein the quality threshold of the control unit (11) is an electrical conductivity (σ) at most equal to 1 nS∙m - 1 at a temperature of 300 K. Thermal regulation system (1) according to claim 1, wherein the sensing element (Q04) is an electrical resistivity sensor so that the control unit (11) selectively determines whether a risk of thermal deregulation and / or a risk of short circuit is incurred in the battery module (7) (3) by contact with the single-phase dielectric heat transfer fluid. Thermal regulation system (1) according to the preceding claim, wherein the quality threshold of the control unit (11) is an electrical resistivity (ρ) of at least 1 GΩ∙m at a temperature of 300 K. Thermal regulation system (1) according to any one of the preceding claims, wherein the sensing element (Q04) is mounted on the hydraulic network (6) outside the battery module (7) (3) enabling the control unit (11) to stop the circulation of the single-phase dielectric heat transfer fluid before it reaches the battery module (7) (3) when a predetermined threshold is exceeded by the measurement of the sensing element (Q04). Thermal regulation system (1) according to any one of the preceding claims, comprising a device (HEAT06) for heating the single-phase dielectric heat transfer fluid present in the hydraulic network (6) in order to heat at least a part of the electrical energy storage cells (9) included in the battery module (7) (3). Thermal regulation system (1) according to any one of the preceding claims, comprising a device (EXCH05) for cooling the single-phase dielectric heat transfer fluid present in the hydraulic network (6) in order to cool at least a part of the electrical energy storage cells (9) included in the battery module (7) (3). Thermal regulation system (1) according to any one of the preceding claims, wherein the control unit (11) varies the flow rate of the single-phase dielectric heat transfer fluid as a function of the physical value of the single-phase dielectric heat transfer fluid measured by the sensing element (Q04). motor vehicle (4) characterized in that it comprises a thermal regulation system (1) according to any one of the preceding claims, each module (7) of battery (3) comprising electrical energy storage cells (9).

Images