Battery Temperature Regulation System

Abstract

The present invention relates to a temperature regulation system (1) for an automobile battery (3) of the immersion type, comprising a control unit (11) configured to monitor the efficiency of the temperature regulation for a good operation of the battery (3).

Description

[Technical field]

[0001] The present invention relates to the field of temperature regulation systems, in particular such systems for batteries. [Background technology]

[0002] The energy storage capacity of vehicles is being called for to be further improved, especially as countries impose pollution control standards by law. Although the use of batteries does allow the avoidance of the pollution caused by combustion of heat engines by replacing all or part of them with electric motors, this does not necessarily mean that they can be substituted under the same conditions of use.

[0003] A first disadvantage is the energy efficiency of the battery, which varies greatly depending on the number of cycles (already charged and discharged) performed and on the temperature. For example, it has been found that outside the optimum temperature range of a battery, which is usually between 25°C and 40°C, the energy efficiency is significantly reduced compared to a heat engine. Exceeding the ideal temperature range can cause, among other things, thermal runaway, which can lead to a significant decrease in energy efficiency and even irreversible damage to at least some of the storage cells.

[0004] These disadvantages have already been addressed in US Pat. No. 5,399,413, US Pat. No. 5,499,423, US Pat. No. 5,523,636, US Pat. No. 5,523,645, US Pat. No. 5,523,655, and US Pat. No. 5,523,645.

[0005] The second disadvantage is that as the battery's current consumption increases, the battery's discharge power increases (the Joule effect increases with the square of the discharge current), and users tend to use quick charging stations more frequently (the Joule effect increases with the square of the charging current).

[0006] Thus, forced convection or heat exchanger cooling may not be sufficient to keep the battery temperature in check, which is a major challenge for vehicles mandated to comply with ever-tightening anti-pollution standards. [Prior art documents] [Patent documents]

[0007] [Patent Document 1] US 2020 / 052356 [Patent Document 2] WO 2012 / 003209 [Patent Document 3] US 2013 / 209838 [Patent Document 4] US 2020 / 313255 [Patent Document 5] US 2022 / 034746 [Patent Document 6] DE 10 2013 221137 Summary of the Invention [Problem to be solved by the invention]

[0008] The present invention has as its object, inter alia, to provide a temperature regulation system for a battery in a motor vehicle which is more reliable and reliable, and which also allows the use of high-power batteries, in order to achieve an optimal and durable operation of the battery. [Means for solving the problem]

[0009] To this end, the invention provides a temperature regulation system for a battery of a motor vehicle, comprising a closed fluid network in which a flow of a dielectric heat transfer fluid in liquid phase is established by means of at least one pump element, the fluid network comprising at least one battery module capable of housing an electrical storage cell whose temperature is regulated by at least partially filling it with a dielectric heat transfer fluid, the regulation system comprising: - a control unit configured to monitor the efficiency of the temperature regulation for good operation of the battery; - at least one temperature sensing element within the battery module electrically connected to the control unit, the temperature sensing element selectively controlling an operating mode of the temperature regulation system in response to a measurement value of the temperature sensing element and a predetermined target temperature of the battery module; The present invention relates to a temperature control system comprising:

[0010] According to the invention, advantageously, the regulation system is of the type in which the storage cells of the battery are at least partially immersed in the dielectric heat transfer fluid, preferably of the type in which they are completely immersed. Indeed, on the one hand, the immersion type allows a more efficient heat exchange due to the larger specific exchange surface area, and on the other hand, the circulation of the dielectric heat transfer fluid allows a faster discharge outside each module. This results in a high efficiency and regulation that allows a high power charging (at fast charging stations) and discharging (power consumption of the car at high loads) of the battery. Concomitantly, the regulation by immersion also ensures a more reliable prevention of the spread of fire in the event of a fire in the car battery. It is thus understood that the temperature regulation system according to the invention allows the temperature of the storage cells to be optimally maintained in order to guarantee an optimal operation of the battery (maintaining the best energy efficiency) and a high durability (extended service life due to optimal charging and discharging), regardless of the external conditions in which the car is running, such as extreme cold or heat.

[0011] According to the invention, advantageously, the fluid network is constantly monitored to avoid malfunctions of the components of the regulation system that may reduce the efficiency of the temperature regulation of the storage cells in the module, such as poor circulation of the dielectric heat transfer fluid, insufficient heating and / or cooling, or insufficient driving of the flow of the dielectric heat transfer fluid. It is thus understood that the regulation system according to the invention allows a more reliable (maintenance of the quality of regulation) and reliable operation (maintenance of the assembly in safe operating conditions, which allows the regulation system-battery assembly to have an extended service life). From the above, it can be concluded that the thermal runaway phenomenon of the battery is avoided by the temperature regulation system according to the invention, thereby limiting situations that may cause irreversible damage to the storage cells.

[0012] The measured temperatures in each battery module are preferably constantly monitored, and as soon as any temperature deviates from a preset threshold above or below a predefined target temperature, the control unit activates the cooling and heating modes, respectively. If the measured temperature remains within a preset threshold range above or below the predefined target temperature, the control unit activates a free circulation mode that only drives the dielectric heat transfer fluid in the fluid network without heating or cooling it. Of course, the predefined target temperatures and the predefined thresholds may vary from battery module to battery module, depending on the configuration of the battery module and / or its location in the vehicle.

[0013] According to a first aspect of the invention, the regulation system comprises: - a heating device for a dielectric heat transfer fluid, which is installed in the fluid network upstream of the pump element; - at least one temperature sensing element attached to the fluid network between the pump element downstream and the battery module upstream and electrically connected to the control unit, for selectively controlling, in a heating mode, the intensity of operation of the heating device depending on the measured value of the temperature sensing element attached to the fluid network between the pump element downstream and the battery module upstream; - at least one temperature sensing element attached to the fluid network between the battery module downstream and the heating device upstream and electrically connected to the control unit, for diagnosing a malfunction of the heating device if, in the heating mode, a measurement value of the temperature sensing element between the battery module downstream and the heating device upstream is not lower than a measurement value of a temperature sensing element attached between the pump element downstream and the battery module upstream; Further includes:

[0014] The control unit is preferably configured to activate the heating device in a heating mode to heat at least a portion of the storage cells included in the battery module to a predetermined target temperature of the battery module when the measured value of the temperature sensing element falls below a predetermined target temperature of the battery module, again, the control unit activates or deactivates the heating mode according to respective threshold values ​​(not necessarily equal) preset above or below the predetermined target temperature.

[0015] It is understood that the heating intensity applied to the dielectric heat transfer fluid is not regulated on the basis of the same temperature sensing element as that used for the selection of the operating mode of the temperature regulation system, so that according to the invention the intensity of the heating device can advantageously be controlled on the basis of the measured temperature value upstream of the battery module, so that on the one hand the temperature can be precisely regulated upstream of the battery module, i.e. before interaction with the storage cells, and on the other hand the battery is preferably arranged to include several modules, so that a uniform temperature is obtained at the inlet of the dielectric heat transfer fluid to each module.

[0016] The control unit of the temperature regulation system can, by simple instrumentation, not only immediately detect whether the dielectric heat transfer fluid has indeed been heated by the heating device, but also immediately detect that the storage cells have been heated when a temperature drop is observed between the upstream and downstream of the battery module. In other words, according to the first aspect of the present invention, the regulation system provides a simple solution and high responsiveness for detecting failures in the heating device, which is more reliable and reliable, and allows the use of high-power batteries, to achieve optimal and durable operation of the battery.

[0017] According to a second aspect of the invention, the regulation system comprises: - a cooling device for a dielectric heat transfer fluid, which is installed in the fluid network upstream of the pump element; - at least one temperature sensing element (which may be the same as that used in the heating mode) attached to the fluid network between the pump element downstream and the battery module upstream and electrically connected to the control unit, for selectively controlling, in the cooling mode, the intensity of operation of the cooling device depending on the measured value of the temperature sensing element attached to the fluid network between the pump element downstream and the battery module upstream; - at least one temperature sensing element (which may be the same as that used in the heating mode) attached to the fluid network between the battery module downstream and the cooling device upstream and electrically connected to the control unit, for diagnosing a malfunction of the cooling device if, in the cooling mode, a measurement value of the temperature sensing element between the battery module downstream and the cooling device upstream does not exceed a measurement value of a temperature sensing element attached between the pump element downstream and the battery module upstream; Further includes:

[0018] The control unit is preferably configured to activate the cooling device in a cooling mode to cool at least a portion of the power storage cells included in the battery module to a predetermined target temperature of the battery module when the measured value of the temperature sensing element exceeds the predetermined target temperature of the battery module, again according to respective thresholds (not necessarily equal and not necessarily identical to the thresholds of the heating mode) preset above or below the predetermined target temperature.

[0019] It is understood that the cooling strength applied to the dielectric heat transfer fluid is not regulated on the basis of the same temperature sensing element as that used for the selection of the operating mode of the temperature regulation system. This allows, according to the invention, advantageously controlling the strength of the cooling device on the basis of the measured temperature value upstream of the battery module. In this way, on the one hand, the temperature can be precisely regulated upstream of the battery module, i.e. before interaction with the storage cells, and on the other hand, the battery is preferably arranged to include several modules, so that a uniform temperature is obtained at the inlet of the dielectric heat transfer fluid to each module.

[0020] The control unit of the temperature regulation system can, by simple instrumentation, immediately detect whether the dielectric heat transfer fluid has indeed been cooled by the cooling device, and also immediately detect whether the storage cells have been cooled when a temperature increase is observed between the upstream and downstream of the battery module. In other words, according to the second aspect of the present invention, the regulation system provides a simple solution and high responsiveness for detecting malfunctions in the cooling device, which is more reliable and reliable, and allows the use of high-power batteries, to achieve optimal and durable operation of the battery.

[0021] The inclusion of a cooling device and a heating device in the regulation system allows the control unit and temperature sensing elements to cooperatively manage heating and cooling modes immediately without complex instrumentation.

[0022] The invention may also include one or more of the optional features set forth below, either alone or in combination.

[0023] The fluid network preferably includes a number of battery modules mounted in parallel, which has several advantages. Firstly, it is easier to adjust a number of parallel battery modules than an integrated unit with the same number of storage cells. Also, it is easier to mount a number of parallel battery modules in a vehicle than an integrated unit with the same number of storage cells. Furthermore, if only a portion of the storage cells is defective, it is easier to replace the module with the defective storage cells than to replace the entire battery. The control unit is preferably configured to diagnose a blockage in the battery module if the change in the value of each temperature sensing element in each battery module is different. Indeed, since each battery module is in parallel and is supplied with the same dielectric heat transfer fluid under the same temperature, if the temperature of any module shows a change above the average temperature of the other battery modules by more than a preset threshold, it is possible to draw the conclusion that a circulation failure has occurred in the module whose temperature change is more noticeable than the others. In this way, it is understood that the diagnosis of the control unit allows a possible defective storage cell and / or blockage to be quickly identified, since it is already known which battery module to check.

[0024] The control unit is preferably configured to vary the flow rate of the pump element depending on the charging or discharging power of the battery in order to adapt the circulation flow rate of the dielectric heat transfer fluid in the fluid network depending on the operation of the battery. That is, it is understood that as the charging or discharging power of the battery increases, the flow rate of the pump element increases, which increases the amount of dielectric heat transfer fluid passing per time unit in each module and increases the temperature regulation capacity of the system. According to one example, the change in the flow rate of the pump element may be proportional to the charging or discharging power of the battery.

[0025] The temperature regulation system may include at least one flow sensing element downstream of the battery module electrically connected to the control unit, and selectively controls the pump element depending on the measurement value of this flow sensing element. In fact, measuring the actual flow rate after the pressure loss occurring in each battery module serves to modify the control of the pump element as necessary to obtain the actual desired temperature regulation power, which varies depending on the amount per time unit of the dielectric heat transfer fluid passing through each module.

[0026] The temperature regulation system includes at least one pressure sensing element located between the pump element downstream and the battery module upstream, electrically connected to the control unit, and diagnoses leakage or conversely blockage of the fluid network by comparing the pressure estimated from the operating conditions of the pump element with the measured value of the pressure sensing element. Again, this diagnosis would not be necessary if there is no malfunction in the fluid network. However, in the case of a temperature regulation system installed in a vehicle, measuring the actual pressure between the pump element and each battery module serves to determine that the circulation of the dielectric heat transfer fluid in the fluid network is inhibited if this pressure exceeds a certain predetermined threshold, such as a theoretical pressure in the current operation of the pump element, or conversely, that part of the dielectric heat transfer fluid is leaking from the fluid network if the pressure is below a certain predetermined threshold, such as a theoretical pressure in the current operation of the pump element. It is thus understood that the diagnosis of the control unit allows the fluid network to be quickly checked before the storage cells fail due to improper temperature management.

[0027] The invention also relates to a motor vehicle, characterized in that each battery module comprises a climate control system as introduced above, with an energy storage cell, advantageously with all the features and technical effects of the climate control system according to the invention, which optimizes the exchange of electrical energy between the battery and the various components of the motor vehicle, for example while the vehicle is moving or while charging while parked.

[0028] Other characteristics and advantages of the invention will become apparent from the following description, given purely as a non-limiting example, with reference to the accompanying drawings, in which: [Brief description of the drawings]

[0029] [Figure 1] 1 is a schematic top view of an example of a vehicle equipped with a climate control system according to the present invention; [Diagram 2] 1 is a schematic perspective view of an example of a temperature adjustment system according to the present invention; [Diagram 3] FIG. 3 is a partially enlarged view of FIG. 2, focusing on the battery. [Figure 4] 2 is a schematic diagram of the electrical and fluid connections of one example of a temperature regulation system according to the present invention. FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0030] In the following, directions are those of the figures. In particular, the terms "upper", "lower", "left", "right", "upper", "lower", "forward" and "backward" are generally understood relative to the directions shown in the figures. Meanwhile, the terms "upstream" and "downstream" are understood relative to the direction of circulation of the dielectric heat transfer fluid in the fluid network of the temperature regulation system.

[0031] In this specification, for clarity of description of the present invention, the temperature sensing element (T01, T02, etc.), the presence sensing element (C02), the flow sensing element (F03), the quality sensing element (Q04), the pressure sensing element (P01), or the liquid level sensing element (L04) are arbitrarily referred to as the first sensing element, the second sensing element, etc. This is a simple nomenclature for distinguishing and naming each element of the temperature regulation system 1. This nomenclature does not prioritize any sensing element over the other, and such names can be easily used without departing from the framework of this specification. This nomenclature does not take into account order, i.e., the first and / or second sensing element are not required for the implementation of the present invention, and a third sensing element may be used.

[0032] The invention applies to all types of immersion battery temperature conditioning systems 1, in particular passenger car type vehicles 4, SUVs ("Sport Utility Vehicles"), two-wheelers (especially motorbikes), airplanes, and commercial vehicles selected from among light trucks, "heavy haulers" i.e. subways, buses, long-distance vehicles (trucks, tractors, trailers), off-road vehicles such as agricultural or civil engineering machinery, or other transport or loading machines.

[0033] The motor vehicle 4 can be of electric type, i.e. having at least one electric motor powered by at least one battery; of hybrid type, i.e. having at least one internal combustion engine supplied with at least one fuel (gasoline, liquefied petroleum gas, diesel, natural gas for vehicles, biofuels such as ethanol obtained mainly from plant materials, etc.) and assisted by at least one battery and / or at least one electric motor powered by the on-board electrical network of the motor vehicle 4; of fuel cell type, i.e. having at least one battery and / or at least one electric motor powered by a fuel cell fueled by dihydrogen and dioxygen; or of plug-in hybrid type, i.e. having at least one internal combustion engine supplied with at least one fuel (gasoline, liquefied petroleum gas, diesel, natural gas for vehicles, biofuels such as ethanol obtained mainly from plant materials, etc.) and at least one electric motor powered by at least one rechargeable battery connected to the on-board electrical network of the motor vehicle 4 and / or to an electrical network external to the motor vehicle 4. Of course, the invention is not limited to the above-mentioned examples of vehicles 4, but can be applied to any type of vehicle 4 including at least one battery, without departing from the framework of the invention.

[0034] "Temperature regulation system 1" refers to any type of system 1 capable of managing the flow, temperature and pressure of a dielectric heat transfer fluid that surrounds a portion of a storage cell 9 of a battery 3 and exchanges heat with said portion (by immersion in the dielectric heat transfer fluid) in order to regulate the temperature of said storage cell 9, i.e., typically heat and / or cool said portion of the storage cell 9 immersed in the dielectric heat transfer fluid in accordance with a predetermined control.

[0035] The term "dielectric heat transfer fluid" refers to a fluid that remains in liquid form in the fluid network 6 of the temperature regulation system 1 in order to exchange, by contact, the cold and / or heat of at least some of the storage cells 9 of the battery 3. Typically, the dielectric heat transfer fluid fills at least a part of the battery 3 module 7, so that it can circulate around all or some of the storage cells 9. As mentioned above, the dielectric heat transfer fluid is single-phase, i.e. it does not change phase (remains liquid) in the temperature range during normal operation, for example between -40°C and 60°C. According to the invention, the heat transfer fluid is dielectric, i.e. it has an electrical resistivity ρ of preferably 1·10 at a temperature of 300 Kelvin (300K), in particular so as not to interfere with the electrical connection between the cells 9 in the same battery 3 module 7. 9 ohmmeter (1 GΩ·m) or greater, or conversely, a conductivity σ of 1·10 at a temperature of 300 Kelvin (300 K). -9 Siemens per metre (1nS m -1 ) is shown below. This type of dielectric heat transfer fluid can be a fluid similar to those used in transformers, i.e. known per se and will not be described further herein. By way of purely non-limiting example, the dielectric heat transfer fluid can be, for example, 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®.

[0036] "Storage cell 9" refers to any type of electrochemical storage cell that can store electrical energy and reversibly release the stored electrical energy.

[0037] The term "battery 3 module 7" refers to a case for assembling at least two storage cells 9 electrically connected in series or parallel. In the framework of the present invention, the circulation of a dielectric heat transfer fluid within at least one battery 3 module 7 is envisaged in order to regulate the temperature of at least some of the storage cells 9 contained within that battery 3 module 7.

[0038] "Battery 3" refers to a module 7 assembly electrically connected in series or parallel, and optionally, to the storage cell 9 assemblies contained within the modules 7.

[0039] "Powertrain 2" refers to an assembly including one or more engines that directly or indirectly drive the wheels of the vehicle 4, and the accessories for each engine, such as an alternator, cooling system, gearbox, or lubrication system.

[0040] In the example according to Fig. 1, a climate control system 1 for a battery 3 is mounted in a motor vehicle 4. In this example, electrical connection elements 5 for charging the battery 3 are provided in the body of the motor vehicle 4. As mentioned above, the climate control system 1 and / or the battery 3 can be fluidly and / or electrically connected to the powertrain 2. Advantageously, all the features and technical effects of the climate control system 1 according to the invention ensure an optimal exchange of electrical energy between the battery 3 and the components of the motor vehicle 4, for example while the vehicle is moving or while charging while parked.

[0041] The temperature regulation system 1 according to the invention is advantageously of the immersion type for the storage cells 9, i.e. each battery 3 module 7 comprises a case 8 housing the storage cells 9 in a dielectric heat-conducting fluid. Preferably, the storage cells 9 of each battery 3 module 7 are completely immersed in the dielectric heat-conducting fluid.

[0042] Indeed, on the one hand, the immersion type allows a more efficient heat exchange due to the larger exchange specific surface area, and on the other hand, the circulation of the dielectric heat transfer fluid allows a faster discharge outside each battery 3 module 7. This results in a high efficiency and regulation that allows a high power charging (at a fast charging station) and discharging (power consumption of the car 4 at high load) of the battery. Moreover, the heat exchange is very effective, since it is carried out directly on the casing of each storage cell 9 by convection of the heat transfer fluid. Concomitantly, the regulation by immersion ensures a more reliable prevention of the spread of fire in the event of a fire in the battery 3 of the car 4. It can thus be seen that the temperature regulation system 1 according to the invention allows the temperature of the storage cells 9 to be optimally maintained in order to guarantee an optimal operation of the battery 3 (maintaining the best energy efficiency) and a high durability (extended service life due to optimal charging and discharging), regardless of the external conditions in which the car 4 is running, such as extreme cold or heat.

[0043] Thus, the temperature regulation system 1 comprises a closed fluid network 6 in which a flow of a dielectric heat transfer fluid in liquid phase is established by means of at least one pump element PUMP01. That is to say, in the example shown in figures 2 to 4, the fluid network 6 comprises, inter alia, all (three in figure 3) battery 3 modules 7, in order to ensure that the storage cells 9 are temperature regulated by the circulation of a dielectric heat transfer fluid in each case 8. That is to say, the fluid network 6 comprises a conduit structure to which an instrumentation assembly is attached, by means of which the control unit 11 of the temperature regulation system 1 can manage the circulation of the dielectric heat transfer fluid.

[0044] The fluid network 6 preferably comprises several battery 3 modules 7 mounted in parallel, which has several advantages. Firstly, it is easier to adjust several parallel battery 3 modules 7 than a monolith with the same number of storage cells 9. Also, it is easier to mount several parallel battery 3 modules 7 in a vehicle 4 than a monolith with the same number of storage cells 9. Furthermore, in case of a defect in only a part of the storage cells 9, it is easier to replace the module 7 with the defective storage cells 9 than to replace the whole battery 3.

[0045] The pump element PUMP01 is capable of pressurizing a dielectric heat transfer fluid to circulate it through the fluid network 6. It must therefore ensure a given flow rate and overcome the pressure losses in the fluid network 6. As will be explained in more detail below, the pump element is directly controlled by a control unit 11 (called in English "battery thermal management system" or "BTMS" or similar) depending on the measurements of the instrumentation assemblies of the fluid network 6.

[0046] In the example shown in figures 2 to 4, the presence of filter elements FILT01, FILT02 can be seen on both sides of the pump element PUMP01. The role of the filter elements FILT01, FILT02 is to protect the components of the temperature regulation system 1 from external contamination. The filter element FILT01 can protect the pump element PUMP01 from particles generated by filling the fluid network 6 with a dielectric heat transfer fluid or from particles generated by the storage cell 9 (for example in case of thermal runaway). The filter element FILT02 protects the storage cell 9 by blocking particles that may be generated, for example, during the running-in of the pump element PUMP01.

[0047] Advantageously, the controllable valves BV01, BV03 allow purging of the fluid network 6 when replacing the dielectric heat transfer fluid or changing components of the temperature regulation system 1. For 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 drain out of the fluid network 6. Advantageously, as shown in the example of FIG. 2, the valve BV03 is located above the bulk of the fluid network 6, i.e. relatively high in relation to the ground, and conversely the valve BV01 is located below the bulk of the fluid network 6, i.e. relatively low in relation to the ground, which facilitates the drainage of the dielectric heat transfer fluid by gravity. The fluid network 6 is then filled again via the valve BV03 (after previously closing the valve BV01 again). It can be seen that the valve BV03 is connected to the fluid network 6 via an expansion tank VES03, which simplifies the filling and allows the amount of dielectric heat transfer fluid in the fluid network 6 to be easily adjusted.

[0048] Valve BV04 can also purge the system in the event of improper filling, and indeed, as will be explained in more detail below, in the event of a fault in the fluid filling, fluid will enter between controllable proportioning valves VA03 and VA04, meaning that valve BV04 can remove any fluid that may have inadvertently entered this portion of fluid network 6.

[0049] The expansion tank VES03 is located downstream of the valve VA03 so that it can be operated. The first function of the expansion tank VES03 is to compensate for the thermal expansion of the dielectric heat transfer fluid or any other volume changes that may occur in the fluid network 6. Since the dielectric heat transfer fluid is considered to be incompressible, this allows the fluid network 6 to be protected from compression and decompression of the dielectric heat transfer fluid, which may damage the components and impair their functioning. If the volume of the dielectric heat transfer fluid changes, the inert gas located in the expansion tank VES03 expands or contracts according to the change in the dielectric heat transfer fluid, i.e. the pressure of this gas increases or decreases. This also means that if the volume of the fluid in the circuit decreases, the expansion tank VES03 serves as a reserve tank of dielectric heat transfer fluid to supply the fluid network 6 and counteract this decrease in volume.

[0050] The expansion tank VES03 also takes part in the cooling of the dielectric heat transfer fluid in the fluid network 6. As the fluid network 6 passes through the expansion tank VES03, the thermal inertia of the cold dielectric heat transfer fluid in the expansion tank VES03 allows it to absorb part of the heat quantity of the hot dielectric heat transfer fluid coming from the battery 3 modules 7. Such natural cooling makes it possible to reduce the energy consumption of the cooling device EXCH05, which is necessary for proper temperature regulation of the dielectric heat transfer fluid.

[0051] The expansion tank VES03 also includes a level sensing element L04 located therein, which allows the control unit 11 to be alerted if the level of the dielectric heat transfer fluid in the expansion tank VES03 is too low, which may indicate for example a possible leak. This sensing element may be an on-off sensor that sends a signal only when the level reaches a danger zone, or a sensor that transmits the level in real time, for example by means of a float that moves depending on the level of the dielectric heat transfer fluid in the expansion tank VES03.

[0052] The pressure relief valve OPR03 is a valve that opens at high pressure. It makes it possible to protect the system against pressure build-ups that are too high to be compensated for by the expansion tank VES03, in particular overpressure conditions caused by gas released from the storage cells 9 during thermal runaway. This prevents the system from exploding under such pressure build-ups. That is to say, the pressure relief valve OPR03 opens under too high pressure, releases gas to the atmosphere in order to reduce the pressure inside the fluid network 6, and closes when the pressure reaches an acceptable level again. The gas must be discharged far enough away from the users so as not to put them at risk. The pressure threshold for activating the pressure relief valve OPR03 preferably varies depending on the operating pressure of the fluid network 6, i.e. it must not be activated at pressures that are too close to the operating pressure. The pressure threshold can be between 3.0 bar and 3.5 bar, i.e. for example 3.0 bar, 3.1 bar, 3.2 bar, 3.3 bar, 3.4 bar or 3.5 bar when the operating pressure of the fluid network 6 is, for example, 2 bar. The pressure threshold for closing the pressure relief valve OPR03 can be, for example, between 2.5 bar and 3.0 bar, i.e. for example 2.5 bar, 2.6 bar, 2.7 bar, 2.8 bar, 2.9 bar or 3.0 bar. Advantageously, the difference between the opening and closing pressure thresholds of the pressure relief valve OPR03 can be, for example, between 0.5 bar and 1 bar, i.e. for example 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.

[0053] The valve VA03, preferably of the controllable proportioning type, is placed between the battery 3 module 7 and the expansion tank VES03. This valve is also preferably placed upstream of the valve BV03. The valve VA03 is controlled by the control unit 11 depending on the selected mode of the temperature regulation system 1, as explained below. The valve VA03 allows a partial bypass to the expansion tank VES03. This bypass must be partial so that the function of the expansion tank VES03 is not lost, i.e. the compensation of the thermal expansion of the dielectric heat transfer fluid, which can protect the temperature regulation system 1 from pressures and pressures of the dielectric heat transfer fluid that can damage the components of the temperature regulation system 1 and impair its functioning. The partial bypass is intended to limit the amount of "hot" dielectric heat transfer fluid passing through the expansion tank VES03 in the heating mode, in order to limit the cooling of the dielectric heat transfer fluid by heat exchange with the fluid present in the expansion tank VES03. The bypass proportion of the valve VA03 can, in heating mode, for example, be between 10% and 80%, i.e. for example 10%, 20%, 30%, 40%, 50%, 60%, 70% or 80% to the expansion tank VES03 and the remainder to the valve VA04. Preferably, the bypass proportion is controlled by the control unit 11 depending on the difference between the temperature of the fluid in the expansion tank VES03 (measured using a temperature sensor mounted in the expansion tank VES03) and the temperature measured by a third temperature-sensing element T03 upstream of the expansion tank VES03. More precisely, the greater the temperature difference, the preferably the bypass proportion to the expansion tank VES03 is reduced.

[0054] The normal position of the valve VA03 is normally fully open towards the expansion tank VES03. Thus, when the temperature regulation system 1 is stopped, the dielectric heat transfer fluid is automatically directed to the expansion tank VES03, so that the thermal inertia provided by the tank can be utilized to cool the dielectric heat transfer fluid. In this way, in the event of thermal runaway of the storage cells 9, the high temperature dielectric heat transfer fluid is not sent to the storage cells 9, which would contribute to the thermal runaway phenomenon, thereby ensuring the safety of the system.

[0055] The valve VA04 is preferably of the controllable proportioning type and is preferably located between the expansion tank VES03 and the cooling device EXCH05 and the heating device HEAT06. More precisely, the valve VA04 can selectively direct the dielectric heat transfer fluid either towards the cooling device EXCH05 or towards the heating device HEAT06. In the example shown in Fig. 2 and Fig. 4, the cooling device EXCH05 and the heating device HEAT06 are installed in parallel after the valve VA04. It is an on-off type valve that can also be closed. It is understood that the dielectric heat transfer fluid is either entirely directed towards the cooling device EXCH05 and towards the heating device HEAT06 or it cannot pass through 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 explained below. The normal position of the valve VA04 is fully open towards the cooling device EXCH05. When the temperature adjustment system 1 is stopped in this way, the dielectric heat transfer fluid is automatically led to the cooling device EXCH05. In this way, if the power storage cell 9 experiences thermal runaway, the safety of the temperature adjustment system 1 is ensured by supplying high-temperature dielectric heat transfer fluid to the power storage cell 9 to prevent the thermal runaway phenomenon from escalating.

[0056] In the example shown in Figures 2 and 4, the parallel parts of the fluid network 6 including the cooling device EXCH05 and the heating device HEAT06 after the valve VA04 are joined by a shuttle valve SV01 upstream of the pump element PUMP01. The pump element is preferably a mechanical valve that opens under the pressure of the fluid. The purpose of this valve is to prevent the pump element PUMP01 from sucking in the dielectric heat transfer fluid present in the cooling circuit when either the free circulation mode or the heating mode is activated, thus leading to an immobilization of the temperature of the dielectric heat transfer fluid along the desired value.

[0057] The cooling device EXCH05 consists of a heat exchanger with the dielectric heat transfer fluid and a cooling element, preferably for selectively cooling the dielectric heat transfer fluid before it reaches the shuttle valve SV01 to a specified temperature controlled by the control unit 11. The cooling element can advantageously be a cooling circuit of the cooling system of the powertrain 2 of the motor vehicle 4 or a dedicated chiller (also known by the English name "chiller").

[0058] The heating device HEAT06 is located in parallel with the cooling device EXCH05. This heating device preferably comprises a heat exchanger with the dielectric heat transfer fluid and a heating element for selectively heating the dielectric heat transfer fluid to a specified temperature controlled by the control unit 11 before it reaches the shuttle valve SV01. The heating element can advantageously be a high-temperature circuit or a dedicated heater (also known under the English name "heater") of the cooling system of the powertrain 2 of the motor vehicle 4. The heating element preferably operates only in heating mode and is switched off when other modes are selected.

[0059] The battery 3 module 7 is the core of the temperature regulation system 1 and forms part of the fluid network 6. This module is intended to accommodate the storage cells 9 to be temperature regulated. Preferably, a number of battery 3 modules 7 are fluidly connected to the rest of the fluid network 6 by hydraulic connections to a common inlet 10 and a common outlet 12. In the example shown in Figs. 2 to 4, the battery 3 modules 7 (three in Figs. 2 and 3) are arranged in parallel in the fluid network 6 in order to provide a fair and uniform supply of dielectric heat transfer fluid to each battery 3 module 7, thereby uniformly temperature managing each storage cell 9. This parallel arrangement also reduces pressure losses in the fluid network 6. In order to equalize the pressure losses in each connection of the battery 3 modules 7 (i.e. to equalize the flow rate in each module), the cross section of the fluid connection between the common inlet 10 and the corresponding battery 3 module 7 is different in size depending on the distance from the connection with the fluid network 6, so that the flow rate of the dielectric heat transfer fluid between each battery 3 module 7 is equal. Typically, in the case of the lateral connections 10a of the common inlet 10, the respective connection cross-sections increase the further the connection is from the lateral connection 10a. Other types of connections are also possible. As a non-limiting example, front (and also upper or lower) connections 10b are also possible. The connection cross-sections are likewise adjusted to ensure equal flow rates of the dielectric heat transfer fluid between each battery 3 module 7.

[0060] The inlet and outlet channels 10, 12 also allow the battery 3 modules 7 to be positioned and kept in place so that stresses are not transferred to the fluid connections. The battery 3 modules 7 also allow the storage cells 9 to be electrically connected to other parts of the vehicle 4 for supplying this part with electrical energy. These electrical connections are established by waterproof connectors. The battery 3 modules 7 each include a case 8 consisting of a hollow lower base 8b (receiving the storage cells 9) sealed by a top cover 8a for protection of the storage cells 9 against physical incidents (crashes, physical shocks, etc.) and for protection in case of fire (restricting the spread of flames outside the respective battery 3 module 7 and preventing the flame from reaching the storage cells 9).

[0061] In the example shown in Figures 2 and 4, the instrumentation assemblies of the fluid network 6 include (in addition to the level sensing element L04 of the expansion tank VES03) temperature sensing elements T01, T02, T03, T04, a contamination sensing element C02, a flow sensing element F03, a quality sensing element Q04 and a pressure sensing element P01, which allow the control unit 11 of the temperature regulation system 1 to manage the circulation of the dielectric heat transfer fluid. The control unit 11 thus includes a processing module 11a, i.e. a programmable intelligence, which processes according to the measurements received by the receiving module 11b of the instrumentation assemblies of the fluid network 6, in order to manage the temperature regulation system 1 according to the measurements of the instrumentation assemblies of the fluid network 6. Of course, the number of sensing elements included in the instrumentation assemblies could be increased or decreased depending on the desired application and / or complexity of the temperature regulation system 1.

[0062] The pressure sensing element P01 is capable of measuring the pressure of the dielectric heat transfer fluid in the fluid network 6 at the outlet of the pump element PUMP01. To overcome pressure losses that may distort the pressure measurement, this pressure sensing element is preferably located closest downstream of the pump element PUMP01. The measurement value of the pressure sensing element P01 is transferred to the control unit 11, which analyses it and can therefore make corrections to the control of the pump element PUMP01 (rotational speed, flow rate, etc.) if necessary and / or diagnose problems in the fluid network 6 (leaks or blockages (at least partial blockages) of the fluid network 6).

[0063] Each battery 3 module 7 preferably includes at least one contamination detection element C02 in the closest vicinity of the storage cells 9 in order to detect the deterioration of at least one of the storage cells 9. More precisely, each contamination detection element C02 is intended to detect whether at least one gas is leaking from the storage cells 9 when at least one of the storage cells 9 is experiencing thermal runaway. In fact, an exhaust valve, often formed by a frangible part, which breaks when a certain internal pressure is exceeded in order to release the excessive pressure outside the storage cell 9, is usually provided. When the exhaust valve is thus opened, the storage cell 9 is no longer functional. That is, each contamination detection element C02 can be a composition sensor, a pressure sensor, a transparency sensor or a conductivity sensor in order to determine whether at least one of the storage cells 9 of the battery module 7 is leaking gas in order to diagnose thermal runaway. Thus, if the presence of such a contamination gas is detected in the battery 3 module 7, the control unit 11 can shut down the temperature regulation system 1 and issue a warning identifying the respective problematic module 7 before the storage cell 9 catches fire. Once the problematic module is identified, it can be replaced without affecting other modules.

[0064] The flow sensing element F03 is preferably mounted at the end of the common outlet 12 nearest the valve VA03 upstream. Its placement after the battery 3 module 7 allows the total flow rate through the battery 3 module 7 assembly to be known even if a leak occurs between the flow sensing element F03 and the pump element PUMP01. The flow sensing element F03 can be a flow meter. The flow sensing element F03 allows the control unit 11 to make corrections to the control of the pump element PUMP01 (rotation speed, flow rate, etc.) as necessary to provide the flow rate required to cool the storage cells 9 and / or to predict the thermostatic output.

[0065] 2-4, a number of temperature sensing elements T01, T02, T03, T04 are provided for monitoring the temperature of the dielectric heat transfer fluid at predetermined locations in the fluid network 6. Each temperature sensing element T01, T02, T03, T04 may include at least one temperature sensor, for example of a thermocouple type or other type.

[0066] The first temperature sensing element T01 can be for measuring the temperature of the fluid upstream of the battery 3 module 7 and downstream of the pump element PUMP01. In order to obtain the most accurate possible value of the temperature of the dielectric heat transfer fluid flowing into the battery 3 module 7, the first temperature sensing element T01 must be located closest to the inlet upstream of the battery 3 module 7. This temperature sensing element is also preferably located downstream of the pump element PUMP01 so as to take into account possible heating of the dielectric heat transfer fluid by the pump element PUMP01. By means of the first temperature sensing element T01, the control unit 11 can control and manage the cooling device EXCH05 and the heating device HEAT06 and / or diagnose (together with the other temperature sensing elements T03, T04 as will be explained below) malfunctions of the cooling device EXCH05 and the heating device HEAT06 and / or diagnose the presence of a flame outside the temperature regulation system 1.

[0067] Each battery 3 module 7 preferably comprises at least one second temperature sensing element T02 (three in FIG. 3 ) in the closest vicinity of the storage cells 9. Each second temperature sensing element T02 enables the control unit 11 to manage the operating mode of the temperature regulation system 1 (heating mode, free circulation mode or cooling mode) and / or to diagnose the presence of a flame outside the temperature regulation system 1.

[0068] The third temperature sensing element T03 can be located closest to the outlet of the battery 3 module 7 so that the measured temperature of the dielectric heat transfer fluid at the outlet of the battery 3 module 7 is as representative as possible. The third temperature sensing element T03 enables the control unit 11 to diagnose an inadequate heat exchange (unexpected temperature changes) between the storage cells 9 and the dielectric heat transfer fluid, and / or to diagnose a malfunction of the cooling device EXCH05 and the heating device HEAT06, and / or to diagnose the presence of a flame outside the temperature regulation system 1.

[0069] A fourth temperature sensing element T04 can be located between the expansion tank VES03 and the valve VA04. The fourth temperature sensing element T04 allows the control unit 11 to diagnose malfunctions of the cooling device EXCH05 and the heating device HEAT06 and / or to diagnose the presence of a flame outside the temperature regulating system 1.

[0070] In this way, the fluid network 6 is constantly monitored to avoid malfunctions of the components of the regulation system 1, such as poor circulation of the dielectric heat transfer fluid, insufficient heating and / or cooling, or insufficient driving of the flow of the dielectric heat transfer fluid, which may reduce the efficiency of the temperature regulation of the storage cells 9 in the battery 3 module 7. It can thus be seen that the regulation system 1 allows a more robust (maintaining the quality of regulation) and reliable operation (maintaining the assembly in safe operating conditions, which allows the regulation system 1-battery 3 assembly to have an extended service life). From the above, it can be concluded that the thermal runaway phenomenon of the battery 3 is avoided by the temperature regulation system 1, thereby limiting situations that may cause irreversible damage to the storage cells 9.

[0071] According to the invention, advantageously, the temperature regulation system 1 may include at least one second temperature sensing element T02 inside the battery 3 module 7 electrically connected to the control unit 11, which selectively controls the operating mode of the temperature regulation system 1 depending on the measured value of the second temperature sensing element T02 and the predefined target temperature of the battery 3 module 7. The respective temperatures measured in each battery 3 module 7 are preferably constantly monitored, and as soon as any temperature deviates from a predefined threshold value above or below the predefined target temperature, the control unit 11 activates the cooling mode and the heating mode, respectively. If the respective temperature measurements remain within a predefined threshold range above or below the predefined target temperature, the control unit 11 activates the free circulation mode, which only drives the dielectric heat transfer fluid in the fluid network 6 without heating or cooling it. Of course, the predefined target temperature and the predefined threshold value may vary for each battery 3 module 7 depending on the configuration of the battery 3 module 7 and / or its location in the vehicle 4. As purely non-limiting examples, the predetermined target temperature can be between 15°C and 30°C, i.e., for example, 15°C, 20°C, 25°C or 30°C, and the predetermined threshold can be between 10% and 30% of the predetermined target temperature, i.e., for example, 10%, 15%, 20%, 25% or 30%.

[0072] Furthermore, the control unit 11 is preferably configured according to the invention to activate the heating device HEAT06 and switch the valve VA04 towards the heating device HEAT06 in order to heat at least some of the energy storage cells 9 included in the battery 3 module 7 to the predetermined target temperature of the battery 3 module 7 in the heating mode when the measured value of the second temperature sensing element T02 falls below the predetermined target temperature of the battery 3 module 7. Here again, the control unit 11 activates or deactivates the heating mode according to respective threshold values ​​(not necessarily equal) preset above or below the predetermined target temperature.

[0073] Conversely, the control unit 11 is preferably configured according to the invention to activate the cooling device EXCH05 and switch the valve VA04 towards the cooling device EXCH05 in order to cool at least some of the energy storage cells 9 comprised in the battery 3 module 7 to the predetermined target temperature of the battery 3 module 7 in the cooling mode when the measured value of the second temperature sensing element T02 exceeds the predetermined target temperature of the battery 3 module 7. Here again, the control unit 11 activates or deactivates the cooling mode according to respective threshold values ​​(not necessarily equal and not necessarily identical to the threshold values ​​of the heating mode) preset above or below the predetermined target temperature.

[0074] It is understood that the temperature regulation system 1 advantageously allows, according to the invention, to adapt at all times to the external conditions in which the vehicle 4 is driven, i.e. in cold conditions (heating of the cells 9) as well as in hot conditions (cooling of the cells 9). Furthermore, the control unit 11 is thus immediately able to first heat each battery 3 module 7 in order to bring the battery 3 to an optimum operating temperature, for example 30 degrees Celsius, and then to temperature regulate (heat or cool) each battery 3 module 7 in order to maintain the optimum operating temperature of the battery 3.

[0075] Also according to the invention, advantageously, the control unit 11 selectively controls the operating intensity of the heating device HEAT06 in the heating mode depending on the measured value of the first temperature sensing element T01, i.e. it is understood that the heating intensity applied to the dielectric heat transfer fluid is not adjusted based on the same temperature sensing element T01 as the temperature sensing element T02 used for the operation mode selection of the temperature regulation system 1. This allows the intensity of the heating device HEAT06 to be controlled based on the measured temperature value upstream of the battery 3 module 7.

[0076] Conversely, according to the invention, advantageously, the control unit 11 selectively controls the activation strength of the cooling device EXCH05 in the cooling mode depending on the measured value of a first temperature-sensing element T01 (which may be the same as that used in the heating mode). It is thus understood that here too, the cooling strength applied to the dielectric heat-transfer fluid is not regulated on the basis of the same temperature-sensing element T01 as the temperature-sensing element T02 used for the selection of the operating mode of the temperature regulation system. This allows the strength of the cooling device EXCH05 to be controlled on the basis of the measured temperature values ​​upstream of the battery 3 module 7.

[0077] The control unit 11 can thus, on the one hand, precisely regulate the temperature upstream of the battery 3 module 7, i.e. before interaction with the storage cells 9, and, on the other hand, the battery 3 is preferably arranged to include a plurality of modules 7, so that a uniform temperature is obtained at the inlet to each module 7 of the dielectric heat transfer fluid.

[0078] Furthermore, in the heating mode, the control unit 11 can advantageously diagnose a malfunction of the heating device HEAT06 according to the invention if the measured value of the fourth temperature sensing element T04 is not below the measured value of the first temperature sensing element T01 (if the relationship T04 ≧ T01 is confirmed). The control unit 11 of the temperature regulation system 1 can immediately detect by simple instrumentation whether the dielectric heat transfer fluid has indeed been heated by the heating device HEAT06. Also, if the measured value of the third temperature sensing element T03 is not below the measured value of the first temperature sensing element T01 (if the relationship T03 ≧ T01 is confirmed), i.e. if no temperature drop is observed between the upstream and downstream of the battery 3 module 7, it can immediately detect that the storage cell 9 has not been heated.

[0079] Conversely, in the cooling mode, the control unit 11 can advantageously diagnose the cooling device EXCH05 as defective according to the invention if the measured value of the temperature sensing element T04 does not exceed the measured value of the first temperature sensing element T01 (if the relationship T04≦T01 is confirmed). The control unit 11 of the temperature regulation system 1 can immediately detect by simple instrumentation whether the dielectric heat transfer fluid has indeed been cooled by the cooling device EXCH05. Also, if the measured value of the third temperature sensing element T03 does not exceed the measured value of the first temperature sensing element T01 (if the relationship T03≦T01 is confirmed), i.e. if no temperature increase is observed between the upstream and downstream of the battery 3 module 7, it can immediately detect that the storage cells 9 have not been cooled.

[0080] According to the invention, the control unit 11 is preferably configured to diagnose a blockage in the battery 3 module 7 when the change in the value of the second temperature sensing element T02 in each battery 3 module 7 is different. Indeed, since each battery 3 module 7 is in parallel and is supplied with the same dielectric heat transfer fluid at the same temperature, if the temperature of one battery 3 module 7 shows a change above the average temperature of the other battery 3 modules 7 that exceeds a preset threshold, it is possible to draw the conclusion that a circulation failure has occurred in the battery 3 module 7 whose temperature change is more noticeable than the others. It is thus understood that the diagnosis of the control unit 11 allows a quick identification of a possible faulty storage cell 9 and / or blockage, since it is already known which battery 3 module 7 to check.

[0081] According to the invention, the control unit 11 is preferably configured to vary the flow rate of the pump element PUMP01 depending on the charging or discharging power of the battery 3 in order to adapt the circulation flow rate of the dielectric heat transfer fluid in the fluid network 6 depending on the operation of the battery 3. That is, it is understood that as the charging or discharging power of the battery 3 increases, the flow rate of the pump element PUMP01 increases, which in turn increases the amount of dielectric heat transfer fluid passing per time unit in each battery 3 module 7 and thus increases the temperature regulation capacity of the system 1. According to an example, the change in the flow rate of the pump element PUMP01 may be proportional to the charging or discharging power of the battery 3.

[0082] The control unit 11 can, according to the invention, advantageously selectively control the pump element PUMP01 depending on the measured value of the flow sensing element F03. Indeed, measuring the actual flow rate after the pressure loss occurring in each battery module 7 serves to modify the control of the pump element PUMP01 if necessary to obtain the actual desired temperature regulation power, which varies depending on the amount per time unit of the dielectric heat transfer fluid passing through each battery 3 module 7.

[0083] According to the invention, the control unit 11 can advantageously diagnose leakage or, conversely, blockage of the fluid network by comparing the pressure deduced from the operating conditions of the pump element PUMP01 with the measured value of the pressure sensing element P01. Again, this diagnosis would not be necessary if the fluid network 6 does not have any malfunctions. However, in the case of a temperature regulation system 1 installed in a vehicle 4, measuring the actual pressure between the pump element PUMP01 and each battery 3 module 7 serves to determine that the circulation of the dielectric heat transfer fluid in the fluid network 6 is disturbed if this pressure exceeds a predefined threshold value, such as a theoretical pressure for the current operation of the pump element PUMP01, or, conversely, that part of the dielectric heat transfer fluid is leaking from the fluid network 6 if the pressure is below a predefined threshold value, such as a theoretical pressure for the current operation of the pump element PUMP01. It can thus be seen that the diagnosis of the control unit 11 allows a quick check of the fluid network 6 before the storage cells 9 fail due to improper temperature management.

[0084] The control unit 11 of the conditioning system is also configured to monitor the quality of the dielectric heat transfer fluid for a good operation of the battery 3. That is to say, the dielectric heat transfer fluid surrounding the storage cells is constantly monitored to ensure that the circulation of the dielectric heat transfer fluid does not carry contaminants to the battery 3 module 7, which would reduce the efficiency of the temperature regulation or cause short circuits between the individual storage cells 9 present in the battery 3 module 7. It is understood that the temperature regulation system 1 allows a more secure (maintenance of the quality of regulation) and reliable (maintenance of the assembly in safe operating conditions, which allows the regulation system 1 - the battery assembly to have an extended service life) operation. From the above, it can be concluded that the thermal runaway phenomenon of the battery 3 is avoided by the temperature regulation system 1, thereby limiting situations that could cause irreversible damage to the storage cells.

[0085] The temperature regulation system 1 may include at least one sensing element Q04 of 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 this way, the temperature regulation system can simultaneously capture contaminants caused by a filling error and contaminants in the temperature regulation system 1 itself (e.g. from the storage cell 9). If the quality sensing element Q04 were only located on the filling circuit, internal contaminants would not be detected. In this way, the control unit 11 can selectively control the operation of the temperature regulation system 1 depending on the physical value of the dielectric heat transfer fluid measured by the sensing element Q04. This configuration allows the presence or absence of contaminants in the dielectric heat transfer fluid to be detected at any time by simply monitoring one of the physical values, without the involvement of the fluid network 6, i.e., without the need to collect the dielectric heat transfer fluid in the fluid network 6, typically. It is also possible to immediately detect if the liquid used to fill the fluid network 6 is not the desired liquid. Preferably, if contaminants are detected, the control unit 11 stops at least the pump element PUMP014 to block the circulation of the dielectric heat transfer fluid in the fluid network 6 in order to avoid any inflow of contaminants into each battery 3 module 7 as soon as possible.

[0086] Preferably, the sensing element Q04 is an electrical conductivity sensor (or conversely an electrical resistivity sensor) so that the control unit 11 selectively determines whether there is a risk of temperature malregulation (inefficient heat exchange) and / or a risk of short circuit (electrical connections that may occur due to the dielectric heat transfer fluid) in the battery 3 module 7 due to the presence of a dielectric heat transfer fluid. Indeed, contamination is generally associated with a change in electrical conductivity (electrical resistivity is the inverse of conductivity), and this physical value has a significant impact on the electrical connections in the battery 3 module 7 and more generally on the operation of the battery 3. As a purely non-limiting example, the sensing element Q04 can be an electrode sensor.

[0087] The quality threshold of the control unit 11, i.e. the threshold above which the control unit 11 determines that the contamination can no longer be ignored, is, for example, a conductivity σ of 1 nS m at a temperature of 300 K. -1 The electrical conductivity of the dielectric heat transfer fluid changes with temperature, and the electrical resistivity changes accordingly.

[0088] The sensing element Q04 is preferably mounted on the fluid network 6 outside the battery 3 module 7, so that the control unit 11 can stop the circulation of the dielectric heat transfer fluid before it reaches each battery 3 module 7 when the measurement value of the sensing element Q04 exceeds a predetermined threshold, such as the quality threshold mentioned above. Typically, in case of a fluid network 6 filling port for the dielectric heat transfer fluid, such as a valve BV03, the sensing element Q04 is preferably installed downstream and closest to this filling port, in order to detect a misfill of the fluid, i.e. in particular when the liquid introduced into the fluid network 6 is not the desired dielectric heat transfer fluid, sufficiently upstream of each battery 3 module 7 and as soon as possible, so that after stopping under the control of the control unit 11, it does not reach each battery 3 module 7 due to the inertia of the temperature regulation system 1.

[0089] Finally, if the quality detection element Q04 detects a quality defect, the control unit 11 shuts down the main components of the temperature regulation system 1 (pump element PUMP01, cooling device EXCH05, heating device HEAT06, etc.). In addition, the control unit 11 can completely close the valve VA03 or prevent a poor quality dielectric heat transfer fluid from reaching the battery 3 module 7 (open only between the upstream and downstream of the expansion tank VES03). Furthermore, the control unit 11 can completely close the valve VA04, i.e. direct the fluid to the cooling circuit. In the absence of pressure, the fluid is blocked by the shuttle valve SV01. Here too, the purpose is to prevent a poor quality fluid from reaching the battery 3 module 7.

[0090] The present invention is not limited to the embodiments and variants presented, and other embodiments and variants will be obvious to those skilled in the art. Therefore, the embodiments and variants can be combined with each other without departing from the framework of the present invention. In a non-limiting sense, other types of sensing elements T01, T02, T03, T04, F03, P01 are also possible without departing from the framework of the present invention. [Explanation of symbols]

[0091] 1. Temperature Control System 2. Powertrain 3 Battery 4. Automobiles 5 Electrical connection elements 6 Fluid Networks 7 Battery Module 8 Battery module case 8a Case top cover 8b Hollow lower base of case 9. Energy storage cells 10 Common inflow channel 10a Side entrance 10b Main entrance 11 Control unit 11a Processing Module 11b Receiver Module 12 Common outflow channel T01 Temperature sensing element Temperature sensing element of T02 module T03 Temperature sensing element T04 Temperature sensing element Contamination detection element of C02 module F03 Flow Sensing Element for Dielectric Heat Transfer Fluid Q04 Physical value detection element for dielectric heat transfer fluid P01 Pressure Sensing Element L04 Liquid level detection element in expansion tank BV01 Controllable Valve BV03 Controllable Valve BV04 Controllable Valve VA03 Controllable Proportioning Valve VA04 Controllable Proportioning Valve SV01 Shuttle Valve VES04 Expansion tank OPR03 Pressure relief valve FILT01 filter element FILT02 filter element PUMP01 Pump element EXCH05 Cooling device HEAT06 Heating device

Claims

1. A temperature regulation system (1) for a battery (3) of a motor vehicle (4), comprising a closed fluid network (6) in which a flow of a dielectric heat transfer fluid in liquid phase is established by means of at least one pump element (PUMP01), said fluid network (6) comprising at least one battery (3) module (7), said battery (3) module (7) being capable of accommodating storage cells (9) whose temperature is regulated by at least partially filling said battery (3) module (7) with said dielectric heat transfer fluid, a control unit (11) adapted to monitor the efficiency of the temperature regulation for the good operation of said battery (3); at least one temperature sensing element (T02) inside said battery (3) module (7) electrically connected to said control unit (11), for selectively controlling an operating mode of said temperature regulation system (1) depending on the measurements of said temperature sensing element (T02) and on a predefined target temperature of said battery (3) module (7); a heating device (HEAT06) for the dielectric heat transfer fluid mounted in the fluid network (6) upstream of the pump element (PUMP01), in which the control unit (11) is configured to activate, in a heating mode, the heating device (HEAT06) for heating at least some of the storage cells (9) comprised in the battery (3) module (7) to the predefined target temperature of the battery (3) module (7) when the measured value of the temperature sensing element (T02) falls below the predefined target temperature of the battery (3) module (7); at least one temperature sensing element (T01) mounted in the fluid network (6) between downstream of the pump element (PUMP01) and upstream of the battery (3) module (7) and electrically connected to the control unit (11), for selectively controlling, in heating mode, the intensity of operation of the heating device (HEAT06) depending on the measured values ​​of the temperature sensing element (T01) mounted in the fluid network (6) between downstream of the pump element (PUMP01) and upstream of the battery (3) module (7); at least one temperature sensing element (T03, T04) mounted in the fluid network (6) between the downstream of the battery (3) module (7) and the upstream of the heating device (HEAT06) and electrically connected to the control unit (11), for diagnosing a malfunction of the heating device (HEAT06) if, in heating mode, a measurement value of the temperature sensing element (T03, T04) between the downstream of the battery (3) module (7) and the upstream of the heating device (HEAT06) is not below the measurement value of the temperature sensing element (T01) mounted between the downstream of the pump element (PUMP01) and the upstream of the battery (3) module (7); A temperature regulation system (1), comprising:

2. A temperature regulation system (1) for a battery (3) of a motor vehicle (4), comprising a closed fluid network (6) in which a flow of a dielectric heat transfer fluid in liquid phase is established by means of at least one pump element (PUMP01), said fluid network (6) comprising at least one battery (3) module (7), said battery (3) module (7) being capable of housing an electric storage cell (9) whose temperature is regulated by at least partially filling said battery (3) module (7) with said dielectric heat transfer fluid, a control unit (11) adapted to monitor the efficiency of the temperature regulation for the good operation of said battery (3); at least one temperature sensing element (T02) inside said battery (3) module (7) electrically connected to said control unit (11), for selectively controlling an operating mode of said temperature regulation system (1) depending on the measurements of said temperature sensing element (T02) and on a predefined target temperature of said battery (3) module (7); a cooling device (EXCH05) for the dielectric heat transfer fluid, mounted in the fluid network (6) upstream of the pump element (PUMP01), in which the control unit (11) is configured to activate, in a cooling mode, the cooling device (EXCH05) in order to cool at least a portion of the storage cells (9) comprised in the battery (3) module (7) to the predetermined target temperature of the battery (3) module (7) when the measured value of the temperature sensing element (T02) exceeds the predetermined target temperature of the battery (3) module (7); at least one temperature sensing element (T01) mounted in the fluid network (6) between downstream of the pump element (PUMP01) and upstream of the battery (3) module (7) and electrically connected to the control unit (11), for selectively controlling, in a cooling mode, the intensity of operation of the cooling device (EXCH05) depending on the measured values ​​of the temperature sensing element (T01) mounted in the fluid network (6) between downstream of the pump element (PUMP01) and upstream of the battery (3) module (7); at least one temperature sensing element (T03, T04) mounted in the fluid network (6) between the downstream of the battery (3) module (7) and the upstream of the cooling device (EXCH05) and electrically connected to the control unit (11), for diagnosing a malfunction of the cooling device (EXCH05) if, in a cooling mode, the measured value of the temperature sensing element (T03, T04) between the downstream of the battery (3) module (7) and the upstream of the cooling device (EXCH05) does not exceed the measured value of the temperature sensing element (T01) mounted between the downstream of the pump element (PUMP01) and the upstream of the battery (3) module (7); A temperature regulation system (1), comprising:

3. 3. The temperature regulation system (1) of claim 1 or 2, wherein the fluid network (6) includes a plurality of the battery (3) modules (7) mounted in parallel, and the control unit (11) is configured to diagnose a battery (3) module (7) as having a blockage when the change in value of each of the temperature sensing elements (T02) in each of the battery (3) modules (7) is different.

4. 4. The temperature regulation system (1) according to claim 1, wherein the control unit (11) is configured to vary the flow rate of the pump element (PUMP01) depending on the charging or discharging power of the battery (3) in order to adapt the circulating flow rate of the dielectric heat transfer fluid in the fluid network (6) depending on the operation of the battery (3).

5. 5. The temperature regulation system (1) according to any one of claims 1 to 4, further comprising at least one flow sensing element (F03) downstream of the battery (3) module (7) electrically connected to the control unit (11), for selectively controlling the pump element (PUMP01) depending on the measured value of the flow sensing element (F03).

6. 6. A temperature regulation system (1) as claimed in any one of claims 1 to 5, comprising at least one pressure sensing element (P01) located between the downstream of the pump element (PUMP01) and the upstream of the battery (3) module (7) and electrically connected to the control unit (11), for diagnosing leaks in the fluid network (6) or, conversely, blockages by comparing a pressure estimated from the operating conditions of the pump element (PUMP01) with a measured value of the pressure sensing element (P01).

7. 7. A motor vehicle (4) comprising a climate control system (1) according to any one of claims 1 to 6, wherein each battery (3) module (7) is provided with an electric storage cell (9).

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