Battery thermal regulation system

Abstract

The invention relates to a thermal regulation system (1) for an immersion-type automotive battery (3), comprising a control unit configured to monitor the quality of the dielectric heat transfer fluid to ensure proper battery (3) operation. Figure 2 (for the abstract)

Description

Title of the invention: Thermal regulation system for a battery 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 need electrical energy storage capacity, particularly because of anti-pollution standards imposed by local legislation. While the use of a battery does indeed make it possible to replace all or part of a thermal engine and the pollution associated with its combustion with an electric motor, it does not make it possible to replace it under the same conditions of use.

[0003] A first disadvantage 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 thus been observed that outside 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] 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).

[0005] It appears that forced convection cooling or heat exchanger cooling may no longer be sufficient to limit the battery temperature. Battery thermal regulation therefore becomes a major issue for motor vehicles intended to comply with ever more stringent pollution standards. Summary of the invention

[0006] The invention aims in particular to propose a thermal regulation system for a battery for a motor vehicle making it possible to use a battery, even a high-power one, which is safer and more reliable for optimized and robust operation of the battery.

[0007] To this end, the invention relates to a thermal regulation system for a battery for a motor vehicle comprising a closed fluid network in which a flow of dielectric heat transfer fluid in liquid phase is formed using at least one pumping element, the fluid network comprising at least one battery module comprising electrical energy storage cells intended to be thermally regulated by at least partial filling of the battery module with the dielectric heat transfer fluid, characterized in that the regulation system comprises a control unit configured to monitor the quality of the dielectric heat transfer fluid in order to guarantee the correct operation of the battery.

[0008] Advantageously according to the invention, the regulation system is of the type by at least partial immersion of the electrical energy accumulation cells of the battery by a dielectric heat transfer fluid 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 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 at high load) of high electrical power of the battery. In a related manner, regulation by immersion is also safer against the propagation of a 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.

[0009] 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 in liquid form, 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 (maintaining the quality of the regulation) and more reliable operation (maintaining the regulation system-battery assembly in safe operating conditions, 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 could cause irreversible damage to electrical energy storage cells.

[0010] The invention may also include one or more of the following optional features, taken alone or in combination.

[0011] The thermal regulation system may comprise at least one element for detecting at least one physical value of the dielectric heat transfer fluid mounted on the fluid network and electrically connected to the control unit in order to selectively control the operation of the thermal regulation system as a function of the physical value of the dielectric heat transfer fluid measured by the detection element. This configuration makes it possible to continuously determine the presence or absence of pollution in the dielectric heat transfer fluid by simple monitoring of one of its physical values ​​without having to intervene on the fluid network, that is to say typically without having to take samples of dielectric heat transfer fluid from the fluid 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 treatment unit blocks the circulation of the dielectric heat transfer fluid in the fluid network by stopping at least the pumping element to prevent any pollution from entering each battery module as soon as possible.

[0012] 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 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.

[0013] The quality threshold of the control unit, that is to say the threshold from which the control unit will consider that pollution is no longer negligible, can for example be an electrical conductivity o at most equal to 1 nS«m 1 or an electrical resistivity p at least equal to 1 GQ*m at a temperature of 300 K. Indeed, depending on the temperature of the dielectric heat transfer fluid, the electrical conductivity and, incidentally, the electrical resistivity, vary.

[0014] The detection element can be mounted on the fluid network outside the battery module allowing the control unit to stop the circulation of the heat transfer fluid. dielectric before it reaches each battery module when a predetermined threshold, such as the quality threshold above, is exceeded by the measurement of the detection element. Typically, if a filling inlet of the fluid network with dielectric heat transfer fluid is present, the detection element could be installed downstream of this filling inlet to maximize the speed of detection of a fluid filling error, i.e. in particular if the liquid introduced into the fluid network is not the expected dielectric heat transfer fluid and sufficiently upstream of each battery module so that the inertia of the thermal regulation system does not cause it to reach each battery module after the shutdown controlled by the control unit.

[0015] The thermal regulation system may comprise a device for heating the dielectric heat transfer fluid present in the fluid 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 dielectric heat transfer fluid present in the fluid 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.

[0016] The invention also relates to a motor vehicle characterized in that it comprises a thermal regulation system as presented above. 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 exchanges of electrical energy 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

[0017] Other features and advantages of the invention will become clear from the description given below, for information purposes only and in no way limiting, with reference to the appended drawings, in which:

[0018] [Fig.l] is a schematic top view of a vehicle in which a thermal regulation system according to the invention is mounted;

[0019] [Fig.2] is a schematic perspective view of the thermal regulation system according to the invention;

[0020] [Fig.3] is an enlarged partial view of [Fig.2] centered on the battery;

[0021] [Fig.4] is a schematic view of the electrical and fluid connections of the system of thermal regulation according to the invention. Detailed description

[0022] 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 fluid network of the thermal regulation system.

[0023] In the present description, to clarify the explanation of the invention, temperature (TOI, 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.

[0024] The invention applies to any type of thermal regulation system 1 by battery immersion, in particular those intended to equip a motor vehicle 4 of the passenger car type, SUV (“Sport Utility Vehicles”), two-wheelers (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.

[0025] The motor vehicle 4 may be of the electric type, i.e. with at least one electric motor powered by at least one battery, of the hybrid type, i.e. with 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 motor electric powered by at least one battery and / or the on-board network of the motor vehicle 4, of the fuel cell type, i.e. 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. at least one internal combustion engine powered by at least one fuel (gasoline, liquefied petroleum gas, diesel, natural gas for vehicles, biofuel such as ethanol obtained from plant material, etc.) and at least one electric motor powered by at least one battery and / or the on-board network of 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.

[0026] By "thermal regulation system 1" is meant all types of systems 1 for managing the flow, temperature and pressure of a dielectric heat transfer fluid intended, by moving said dielectric heat transfer fluid around a portion of the electrical energy storage cells 9 of a battery 3 (exchange by immersion in the dielectric heat transfer fluid), to exchange heat with said portion of the electrical energy storage cells 9 in order to control its temperature, i.e. typically to heat and / or cool, according to a predetermined control, said portion of the electrical energy storage cells 9 immersed in the dielectric heat transfer fluid.

[0027] By "dielectric heat transfer fluid" is meant a fluid intended to remain in liquid form in the fluid 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 it preferably has an electrical resistivity p at least equal to 1 • 109 ohm meters (1 GQ*m) at a temperature of 300 kelvins (300 K) or, conversely, an electrical conductivity o at most equal to 1*10 9 Siemens per meter (1 nS«m *) 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 can be similar to those used for electrical transformers. It will therefore not be described further in the . present description as 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 Fl8 or F20 type sold by the company Total® or of the DF7 or DFK type sold by the company MiVolt®.

[0028] 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.

[0029] By "battery module 7 3" is meant a housing grouping 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 fluid 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 received in the battery module 7 3.

[0030] By “battery 3” is meant all the modules 7 electrically connected in series or in parallel and, incidentally, all the cells 9 for accumulating electrical energy included in the modules 7.

[0031] 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.

[0032] In the example illustrated in [Fig.l], a system 1 for thermal regulation 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.

[0033] 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 enclosing 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.

[0034] 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 terminal) 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 propagation of a 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 whatever the external conditions in which the motor vehicle 4 operates, that is to say even if it is very cold or very hot.

[0035] The thermal regulation system 1 thus comprises a closed fluid 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 FIGS. 2 to 4, the fluid network 6 therefore notably comprises all the modules 7 of the battery 3 (three in [Fig. 3]) 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 fluid 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.

[0036] The fluid 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 change a module 7 comprising faulty electrical energy storage cells 9 rather than changing the entire battery 3 for only a small portion of faulty electrical energy storage cells 9.

[0037] The pumping element PUMP01 makes it possible to increase the pressure of the dielectric heat transfer fluid and thus to circulate it through the fluid network 6. The pumping element PUMP01 must therefore ensure a given flow rate and overcome the pressure losses present in the fluid 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 fluid network 6.

[0038] 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 makes it possible to protect the pumping element PUMP01 from particles originating from the filling of the fluid network 6 with dielectric heat transfer fluid or generated by the electrical energy storage cells 9 (in the event of thermal runaway for example). The filtration element FILT02 ensures protection of the electrical energy storage cells 9 by blocking for example the particles that may be generated by the pumping element PUMP01 during its running-in phase.

[0039] The preferably controllable valves BV01, BV03 make it possible to purge the fluid network 6, 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 fluid network 6. The valve BV01 must then be opened to allow the dielectric heat transfer fluid to flow out of the fluid network 6. Preferably, as illustrated in the example of [Fig.2], the valve BV03 is located above, i.e. at a higher altitude relative to ground level, than most of the fluid network 6 and, conversely, the valve BV01 is located below, i.e. at a lower altitude relative to ground level, than most of the fluid network 6, which makes it easier to evacuate the dielectric heat transfer fluid with the help of gravity.The fluid network 6 can then be refilled via the BV03 valve (having first closed the BV01 valve). We see that the BV03 valve communicates with the fluid network 6 via the VES04 expansion tank, which simplifies filling and easily adjusts the volume of dielectric heat transfer fluid in the fluid network 6.

[0040] 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 fluid filling error, the fluid is contained between the proportional valves VA03 and VA04 controllable. The BV04 valve therefore makes it possible to empty this portion of the fluid network 6 of the fluid inserted by mistake.

[0041] The expansion tank VES03 is located downstream of the valve VA03, so that the latter can be functional. The first function of the expansion tank VES03 is to compensate for thermal expansion of the dielectric heat transfer fluid, or any other volume variation that may occur in the fluid network 6. The dielectric heat transfer fluid being considered incompressible, this makes it possible to protect the fluid 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 expansion tank VES03 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 fluid in the circuit, the VES03 expansion vessel will also act as a reserve of dielectric heat transfer fluid to supply the fluid network 6 and mitigate this reduction in volume.

[0042] The expansion tank VES03 also participates in the cooling of the dielectric heat transfer fluid in the fluid network 6. The fluid network 6 passing through the expansion tank VES03, the thermal inertia of the cold dielectric heat transfer fluid located in the expansion tank VES03 makes it possible to absorb part of the calories of 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 cooling device EXCH05 necessary for the proper regulation of the temperature of the dielectric heat transfer fluid.

[0043] In addition, the expansion tank VES03 comprises a level detection element L03 located inside. It allows the control unit 11 to be warned when the level of dielectric heat transfer fluid in the expansion tank VES03 is too low, which could in particular mean a leak for example. This may be an on / off sensor sending a signal only when the level becomes critical, or a sensor returning the liquid level in real time using for example a float moved by the level of dielectric heat transfer fluid in the expansion tank VES03.

[0044] The pressure relief valve OPR03 is a valve that opens at high pressure. It protects the system from pressure increases that are too great to be compensated for by the expansion tank VES03, in particular overpressures induced by a release of gas from an electrical energy storage cell 9 in the event of thermal runaway. This thus prevents the system from exploding under this pressure increase. The pressure relief valve OPR03 will therefore open under the effect of excessive pressure, releasing the gas into the atmosphere in order to reduce the internal pressure of the fluid network 6, and close 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 allowing the triggering of the pressure relief valve 0PRO3 is preferably dependent on the operating pressure of the fluid network 6, i.e. must not be triggered at a pressure too close to the operating pressure. The pressure threshold can be, for example, between 3.0 bars and 3.5 bars if the operating pressure of the fluid network 6 is 2 bars, i.e. for example equal to 3.0 bars, 3.1 bars, 3.2 bars, 3.3 bars, 3.4 bars or 3.5 bars. The pressure threshold allowing the closure of the OPR03 pressure relief valve can be, for example, between 2.5 bars and 3.0 bars, i.e. for example equal to 2.5 bars, 2.6 bars, 2.7 bars, 2.8 bars, 2.9 bars or 3.0 bars.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 fluid network 6.

[0045] 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 partial bypassing 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 fluid 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 fluid 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.

[0046] 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.

[0047] 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 towards 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 all-or-nothing type valve which can also be closed. It is therefore understood that the dielectric heat transfer fluid can be entirely directed towards 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.

[0048] In the example illustrated in Figures 2 and 4, the parts of the parallel fluid network 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 fluid. 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 circuit cooling, which would have the effect of changing the temperature of the dielectric heat transfer fluid to the desired value.

[0049] 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”).

[0050] 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 may 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 the English name “heater”). The heating element is preferably activated only in heating mode; it is switched off when the other modes are selected.

[0051] The battery 3 modules 7 constitute the heart of the thermal regulation system 1 and form a part of the fluid network 6. They contain the electrical energy storage cells 9 which must be thermally regulated. Preferably, several battery 3 modules 7 are fluidically connected to the rest of the fluid 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 fluid 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 fluid 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 fluid 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 fluid 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 distance of the connection 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 rate of dielectric heat transfer fluid between the modules 7 of battery 3.

[0052] The ramps 10, 12 also make it possible to position and maintain in position the modules 7 of battery 3 so that the forces do not pass through the fluid connections. The modules 7 of battery 3 also allow the electrical connection of the cells 9 for accumulating electrical energy 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 of 3 each comprise a housing 8 formed of 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 flames external to each battery module 7 of 3 so that the latter do not reach the electrical energy storage cells 9).

[0053] In the example illustrated in Figures 2 and 4, the set of instruments of the fluid network 6 comprises elements for detecting temperature TOI, 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 set of instruments of the fluid network 6 in order to manage the thermal regulation system 1 as a function of the measurements of the set of instruments of the fluid 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.

[0054] The pressure detection element P01 makes it possible to measure the pressure of the dielectric heat transfer fluid in the fluid 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 a possible correction of the control of the pumping element PUMP01 (rotation speed, flow rate, etc.) and / or to diagnose problems in the fluid network 6 (leaks or obstructions (at least partial blockage) of the fluid network 6).

[0055] 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 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.

[0056] 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 battery 3 modules 7, it is possible to know the overall flow rate passing through all of the battery 3 modules 7, 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.

[0057] In the example illustrated in Figures 2 to 4, several temperature detection elements TOI, T02, T03, T04 are provided to monitor the temperature of the dielectric heat transfer fluid at several predetermined locations in the fluid network 6. Each temperature detection element TOI, T02, T03, T04 may comprise at least one temperature sensor, for example of the thermocouple type or another type.

[0058] A first temperature detection element TOI may be intended to measure the temperature of the fluid 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 fluid entering the battery 3 modules 7, the first temperature detection element TOI 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 fluid by the pumping element PUMP01.The first temperature detection element TOI 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.

[0059] Each module 7 of battery 3 preferably comprises at least one second temperature detection element T02 (three in [Fig.3]) 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.

[0060] 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.

[0061] 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.

[0062] The fluid 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 battery 3 module 7 less effective. It is understood that the regulation system 1 therefore allows 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.

[0063] The thermal regulation system 1 may comprise at least one 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 drives the dielectric heat transfer fluid into the fluid 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.

[0064] Furthermore, the control unit 11 is preferentially 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 module 7 of the battery 3 in order to, in mode heating, heating 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.

[0065] 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.

[0066] 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) 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 module 7 of battery 3 to maintain the optimal operating temperature of the battery 3.

[0067] In addition, the control unit 11 selectively controls, in heating mode, the activation intensity of the heating device HEAT06 as a function of the value measured by the first temperature detection element TOI. It is therefore understood that the heating intensity provided to the dielectric heat transfer fluid is not adjusted from the same temperature detection element TOI as that T02 used to choose 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.

[0068] Conversely, in cooling mode, the control unit 11 selectively controls the activation intensity of the cooling device EXCH05 as a function of the value measured by the first temperature detection element TOI (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 TOI as the one T02 used to choose the operating mode of the thermal regulation system. This makes it possible to control the intensity of the EXCH05 cooling device from a temperature measurement upstream of the module 7 of battery 3.

[0069] 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 fluid in each module 7.

[0070] 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 TOI (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, in an effective manner, the dielectric heat transfer fluid 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 TOI (if the relationship T03>T01 is verified), that is to say that a drop in temperature between the upstream and downstream of the module 7 of battery 3 is not observed, that the cells 9 for accumulating electrical energy have not been heated.

[0071] 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 TOI (if the relationship T04 <T01 est vérifiée). Par une instrumentation simple, l’unité 11 de contrôle du système 1 de régulation thermique est immédiatement capable de détecter si, de manière effective, le fluide caloporteur diélectrique a réellement été refroidi par le dispositif EXCH05 de refroidissement.It is also immediate that, if the value measured by the third temperature sensing element T03 is not greater than the value measured by the first temperature sensing element TOI (if the relation T03 <T01 est vérifiée), c'est-à-dire qu’une hausse de température entre l’amont et l’aval du module 7 de batterie 3 n’est pas observée, que les cellules 9 d’accumulation d’énergie électrique n’ont pas été refroidies. .

[0072] 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 make it possible to quickly check any faulty electrical energy storage cells 9 and where there are obstructions, already knowing the battery module 7 3 to be checked.

[0073] 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 fluid 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 the battery 3 is higher to increase the thermal regulation capacity of the system 1. According to one example, the variation in the flow rate of the pumping element PUMP01 could be proportional to the charging or discharging power of the battery 3.

[0074] 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, possibly, to 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 fluid passing through each module 7 of battery 3.

[0075] 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 fluid network. Here again, if the fluid network 6 has no fault, this diagnosis would not be necessary.However, in the case of a thermal regulation system 1 on board a motor vehicle 4, it may be of interest to measure the effective pressure between the pumping element PUMP01 and each battery module 7 3 to determine whether the pressure is higher than a predetermined threshold than the theoretical pressure of the current operation of the pumping element PUMP01, whether the circulation of the dielectric heat transfer fluid is hindered in the fluid network 6 or, on the contrary, to determine whether the pressure is lower than a predetermined threshold than the theoretical pressure of the current operation of the element. PUMP01 pumping unit, that part of the dielectric heat transfer fluid escapes from the fluid network 6. It is thus understood that the diagnosis of the control unit 11 will allow the fluid network 6 to be quickly checked before the electrical energy accumulation cells 9 become faulty due to poor thermal regulation.

[0076] 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.

[0077] The thermal regulation system 1 may comprise at least one element Q04 for detecting at least one physical value of the dielectric heat transfer fluid mounted on the fluid 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 accumulation 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 fluid network 6, that is to say typically without having to take samples of dielectric heat transfer fluid in the fluid network 6. It is also possible according to the invention to immediately detect if the liquid used for filling the fluid network 6 is not the expected one. Preferably, when pollution is determined, the unit . 11 of treatment blocks the circulation of the dielectric heat transfer fluid in the fluid network 6 by stopping at least the pumping element PUMP014 to prevent as soon as possible the entry of any pollution into each module 7 of battery 3.

[0078] 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 fluid) is incurred in the module 7 of battery 3 by the presence of the 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 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.

[0079] 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 o at most equal to 1 nS*m 1 or an electrical resistivity p at least equal to 1 GQ*m at a temperature of 300 K. Indeed, depending on the temperature of the dielectric heat transfer fluid, the electrical conductivity and, incidentally, the electrical resistivity, vary.

[0080] The detection element Q04 is preferably mounted on the fluid network 6 outside the module 7 of battery 3 allowing the control unit 11 to stop the circulation of the dielectric heat transfer fluid 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 fluid network 6 with dielectric heat transfer fluid such as the valve BV03 is present, the detection element Q04 is preferably installed downstream of this filling inlet to maximize the speed of detection of a fluid filling error, that is to say in particular if the liquid introduced into the fluid network 6 is not the expected dielectric heat transfer fluid 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.

[0081] Finally, in case of detection of poor fluid quality by the quality detection element Q04, the control unit 11 stops the main organs 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 heat transfer fluid poor quality dielectric fluid from reaching the modules 7 of battery 3 (opening only between upstream and downstream of the expansion tank VES03). In addition, the control unit 11 can completely close the valve VA04, or redirect the fluid 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 poor quality fluid from reaching the modules 7 of battery 3.

[0082] 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. By way of non-limiting example, it is possible to have another type of detection element Q04 without departing from the scope of the invention.

[0083] List of references

[0084] 1 - thermal regulation system

[0085] 2 - powertrain

[0086] 3 - battery

[0087] 4 - motor vehicle

[0088] 5 - electrical connection element

[0089] 6 - fluid network

[0090] 7 - battery module

[0091] 8 - battery module housing

[0092] 8a - upper cover of the housing

[0093] 8b - lower hollow base of the housing

[0094] 9 - electrical energy storage cells

[0095] 10 - common input rail

[0096] 10a- side entrance

[0097] 10b - central entrance

[0098] 11 - control unit

[0099] 1 la - processing module

[0100] 11b- receiving module

[0101] 12 - common output rail

[0102] TOI - temperature sensing element

[0103] T02 - temperature sensing element of a module

[0104] T03 - temperature sensing element

[0105] T04 - temperature sensing element

[0106] C02 - pollution detection element of a module

[0107] F03 - dielectric heat transfer fluid flow detection element

[0108] Q04 - element for detecting a physical value of the dielectric heat transfer fluid

[0109] P01 - pressure sensing element

[0110] [YES]

[0112]

[0113]

[0114]

[0115]

[0116]

[0117]

[0118]

[0119]

[0120]

[0121]

[0122]

[0123] L04 - level detection element in the expansion tank BV01 - controllable valve BV03 - controllable valve BV04 - controllable valve VA03 - controllable proportional valve VA04 - controllable proportional valve SV01 - shuttle valve VES04 - expansion tank OPR03 - pressure relief valve FILT01 - filter element FILT02 - filter element PUMP01 - pumping element EXCH05 - cooling device HEAT06 - heating device

Claims

Claims

1. System (1) for thermal regulation of a battery (3) for a motor vehicle (4) comprising a closed fluid network (6) in which a flow of single-phase dielectric heat transfer fluid in liquid phase is formed using at least one pumping element (PUMP01), the fluid network (6) comprising at least one battery module (7) (3) comprising electrical energy storage cells (9) intended to be thermally regulated by immersion in the dielectric heat transfer fluid using at least partial filling of the battery module (7) (3) with the dielectric heat transfer fluid,characterized in that the regulation system (1) comprises a control unit (11) configured to monitor the quality of the dielectric heat transfer fluid in order to guarantee the proper functioning of the battery (3) and at least one element (Q04) for detecting at least one physical value of the dielectric heat transfer fluid mounted on the fluid network (6) and electrically connected to the control unit (11) in order to 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) and in that the detection element (Q04) is mounted on the fluid network (6) outside the battery module (7) (3) allowing the control unit (11) to stop the circulation of the dielectric heat transfer fluid before the latter arrives at the battery module (7) (3) when a predetermined threshold is exceeded by the measurement of the detection element (Q04).,

2. Thermal regulation system (1) according to the preceding claim, in which the detection element (Q04) is an electrical conductivity sensor or 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 (3) module (7) by contact with the dielectric heat transfer fluid.

3. Thermal regulation system (1) according to the preceding claim, in which the quality threshold of the control unit (11) is an electrical conductivity (o) at most equal to 1 nS«m 1 at a temperature of 300 K.

4. Thermal regulation system (1) according to claim 3, in which the quality threshold of the control unit (11) is an electrical resistivity (p) at least equal to 1 GQ*m at a temperature of 300 K.

5. Thermal regulation system (1) according to any one of the preceding claims, comprising a device (HEAT06) for heating the dielectric heat transfer fluid present in the fluid network (6) in order to heat at least a portion of the electrical energy storage cells (9) included in the battery module (7) (3).

6. Thermal regulation system (1) according to any one of the preceding claims, comprising a device (EXCH05) for cooling the dielectric heat transfer fluid present in the fluid network (6) in order to cool at least part of the electrical energy accumulation cells (9) included in the battery module (7) (3).

7. Motor vehicle (4) characterized in that it comprises a thermal regulation system (1) according to any one of the preceding claims.

Images