Thermal management system comprising at least one thermal management module, thermal management module, prefabricated unit and battery-electric vehicle comprising a thermal management system comprising a thermal management module

Abstract

In a thermal management system (1), comprising a temperature control circuit (2) of a battery-electric vehicle (3), in which temperature control medium can flow or is flowing, wherein the temperature control circuit (2) has at least one first sub-circuit (20) for controlling the temperature of a battery (30), such as a traction battery, at least one second sub-circuit (21) for controlling the temperature of at least one electronic component (31), and at least one third sub-circuit (22), comprising at least one main heat exchanger (32) which serves to absorb heat from ambient air and to give off heat to it and to transfer heat into the temperature control medium and out of it, and wherein the thermal management system (1) comprises at least one thermal management module (5), the thermal management module (5) comprises at least one plate-like flat supporting structural component (50) on which components (51, 52, 53, 54) for supplying temperature control medium and components (55, 56) for mass flow control can be arranged or are arranged or in which they are integrated, wherein fluid paths for fluidically connecting heat exchangers and / or heat sources and heat sinks of the sub-circuits (20, 21, 22, 23, 24, 25, 26) of the thermal management system (1) connected to the thermal management module (5) are formed within the at least one plate-like flat supporting structural component (50), wherein the thermal management module (5) is arranged in the area of or on the main heat exchanger (32).

Description

[0001] Thermal management system with at least one thermal management module, thermal management module, prefabricated unit and battery electric vehicle with thermal management system with thermal management module

[0002] The invention relates to a thermal management system comprising a temperature control circuit of a battery-electric vehicle in which a temperature control medium can flow or flows, wherein the temperature control circuit comprises at least a first sub-circuit for temperature control of a battery, such as a traction battery, at least a second sub-circuit for temperature control of at least one electronic component, and at least a third sub-circuit comprising at least one main heat exchanger, which serves to absorb heat from ambient air and release heat to it and to transfer heat into and out of the temperature control medium, a thermal management module for managing mass flows of at least one temperature control medium in a temperature control circuit of such a thermal management system, a prefabricated unit comprising a main heat exchanger of a vehicle for arrangement in the front area of ​​the vehicle and at least one such thermal management module,and a battery-electric vehicle with such a thermal management system with at least one thermal management module.

[0003] In today's vehicles, especially electric vehicles and hybrid vehicles, more and more electronically controlled components, such as electrically adjustable control valves, electrically adjustable pumps, a multitude of sensors, etc., are arranged along the vehicle's fluid circuits or temperature control circuits, such as cooling circuits. This results in the advantage of demand-based and driving-condition-optimized thermal management, which supports both driving comfort and range optimization. The temperature control medium used in each case is carried in a closed system of a vehicle's temperature control circuit.Such a temperature control circuit comprises at least a first sub-circuit, which serves to control the temperature of a traction battery, at least a second sub-circuit, which serves to control the temperature of at least one electronic component, and at least a third sub-circuit, which comprises a main heat exchanger, which serves to absorb heat from the ambient air of the vehicle and to release heat to it. The temperature control medium also flows through this sub-circuit, so that heat can be transferred into the temperature control medium and from there to the ambient air through the main heat exchanger. The climate comfort for the interior or cabin of a vehicle can also be controlled via the third sub-circuit. Each of the sub-circuits has a supply line and a return line. Conventional thermal management systems are very complex, as they comprise multiple cooling circuits with a number of components, such as pumps, batteries, electric auxiliary heaters, etc.wherein the cooling circuits are coupled to one another and nested within one another.

[0004] To solve this problem, DE 10 2021 102473 A1 proposes a thermal management module for a cooling system for a motor vehicle with an electric drive system. The module comprises a module housing with a plurality of cooling fluid connections. The cooling fluid connections comprise a first cooling fluid connection, a second cooling fluid connection, and a third cooling fluid connection. A control valve arranged in the module housing is provided for controlling a fluid flow between the cooling fluid connections. The thermal management module comprises a first connecting line for conducting cooling fluid, the first connecting line fluidly connecting the first cooling fluid connection to the second cooling fluid connection.However, the thermal management module according to this prior art of DE 10 2021 102473 A1 is also very complex and elaborate, and thus expensive, in the form of a 9 / x-way valve for regulating the cooling medium in various branches of the cooling system. Inside the module housing of the thermal management module according to this prior art, an interior space is formed in which a control valve designed as a rotary slide valve is arranged. By means of the control valve, a fluid-communicating coupling between the individual cooling fluid connections can be switched on and off. For this purpose, the control valve has valve chambers with valve chamber openings that can be aligned with the corresponding cooling fluid connections, so that at least two cooling fluid connections can be fluidly connected to one another via a valve chamber.This proves to be disadvantageous not only due to the complexity of this thermal management module, but also because it is designed for a specific application and is not versatile or universally applicable. This leads to a comparatively low number of thermal management modules manufactured in this way and, accordingly, to the comparatively high costs of such a thermal management module. Due to the complexity of the design of this thermal management module, it is also relatively error-prone. This state-of-the-art solution does not use standard valves.

[0005] DE 10 2020 109 071 A1 discloses an integrated component for a temperature control system of a motor vehicle, which comprises a fluidic circuit. This component comprises a finished part for conducting a coolant and a fluid element. The finished part comprises an outer housing, a cooling channel structure formed by a network of cavities within the outer housing for conducting the coolant, cooling channel connections for cooling channels of the cooling channel structure, which are formed integrally with the outer housing and which can be coupled to components of the temperature control system, and a receptacle for the fluid element. The fluid element is arranged via the receptacle to influence the flow of the coolant in a cooling channel of the cooling channel structure.

[0006] Furthermore, DE 10 2022 101 329 A1 discloses a combination of a distributor and an expansion tank for a temperature control system of a motor vehicle, wherein the distributor comprises a distributor housing forming a distribution chamber for receiving temperature control medium, into which an inlet for the temperature control medium and an outlet for the temperature control medium open. The expansion tank comprises a tank housing forming an expansion chamber for receiving temperature control medium. The distribution chamber and the expansion chamber are fluidically connected to one another via a temperature control medium channel. The distributor housing is fixedly connected to the tank housing, and the temperature control medium channel is arranged entirely within the distributor housing and the tank housing.

[0007] DE 10 2022 213 593 A1 discloses a central connection device for the fluidic coupling of components of a vehicle, in particular an electric vehicle, comprising a fluid distribution unit, a component interface arranged on the fluid distribution unit, and a fluid equalization tank, in particular a coolant equalization tank, fluidically connected to the fluid distribution unit. The fluid distribution unit has a receiving trough for accommodating the fluid equalization tank on the fluid distribution unit.

[0008] DE 10 2021 133 850 A1 further discloses a fluid line connection arrangement configured for use in a temperature control system of a battery-powered vehicle. The fluid line connection arrangement comprises a plurality of fluid ports interconnected via a fluid line network of fluidically communicating and / or fluidically non-communicating fluid lines, to which fluid channels of the temperature control system can be connected to provide flow paths for a fluid. The fluid lines of the fluid line network are held at a distance from one another by a support structure such that an air gap is formed outside the support structure between adjacently arranged fluid lines.

[0009] A further problem arises from the fact that there is no standard for the installation space and position of thermal management modules in the vehicle. Accordingly, the installation space and position of the respective thermal management module in a vehicle must be newly defined or determined for each vehicle. Typically, the attempt is made to answer the question of where there is still free space to install the corresponding thermal management module. The design of the thermal management module is based on the available free space and the surrounding components. If there is no standard that can be used regarding the installation space and position of the thermal management module in a vehicle, a custom vehicle-specific development of the thermal management module is required.In particular, identical parts cannot be used in this case; instead, the thermal management module must be individually adapted to the specific conditions. This also leads to comparatively high costs due to the individual adaptation required in each case.

[0010] The present invention is therefore based on the object of developing a thermal management system with at least one thermal management module and a battery-electric vehicle with such a module in such a way that a standardized design and arrangement of the thermal management module in the battery-electric vehicle is made possible and thus a more cost-effective solution can be found than in the solutions of the prior art.

[0011] The object is achieved for a thermal management system according to the preamble of claim 1 in that the thermal management module comprises at least one plate-like, flat supporting structural component on which components for conveying the temperature control medium and components for mass flow control can be arranged or are arranged or are integrated into it, wherein fluid paths for fluidically connecting heat exchangers and / or heat sources and heat sinks of the partial circuits of the thermal management system connected to the thermal management module are formed within the at least one plate-like, flat supporting structural component, wherein the thermal management module is arranged in the region of the main heat exchanger or on it.For a thermal management module according to the preamble of claim 4, the object is achieved in that the thermal management module comprises at least one plate-like, flat supporting structural component with fluid paths formed therein, wherein components for conveying the temperature control medium and components for controlling the mass flow can be arranged or are arranged on the at least one plate-like, flat supporting structural component or are integrated therein, the at least one plate-like, flat supporting structural component has at least one opening for air to flow through and at least one connecting device for connecting the thermal management module to a main heat exchanger of the thermal management system.The object is further provided for a prefabricated unit comprising a main heat exchanger of a vehicle for arrangement in the front region of the vehicle and at least one such thermal management module, wherein the at least one thermal management module is arranged on the main heat exchanger and connected thereto. Furthermore, the object is achieved for a battery-electric vehicle according to the preamble of claim 9 in that the at least one thermal management module of the thermal management system is arranged in the region of or on the main heat exchanger of the vehicle. Further developments of the invention are defined in the dependent claims.

[0012] This creates a thermal management system for a battery-electric vehicle, which has a temperature control circuit into which temperature control medium flows or can flow. The temperature control circuit comprises a plurality of sub-circuits, of which a first is provided for temperature control of a battery, such as a high-voltage battery as the traction battery of a battery-electric vehicle, a second sub-circuit for temperature control of at least one electronic component and at least a third sub-circuit which comprises a main heat exchanger, via which heat can be absorbed from the ambient air of the vehicle, as well as heat can be released to this air and also heat can be transferred into the temperature control medium that flows in the temperature control circuit of the thermal management system, as well as out of this medium. In the present case, a main heat exchanger is a so-called

[0013] A cooler is understood to be a heat exchanger that performs the essential cooling tasks by dissipating heat into the ambient air and, in the case of a BEV (Battery Electric Vehicle), also absorbing heat from the ambient air. The thermal management system comprises at least one thermal management module, which has at least one flat, plate-like, supporting structural component. Such a flat, plate-like, supporting structural component is understood to be one that has a significantly greater surface area than thickness. The supporting structural component is therefore flat, like a plate. Inside the structural component, it has fluid paths to enable fluidic connection and separation of the individual sub-circuits of the thermal management module, which are connected to the flat, plate-like, supporting structural component of the thermal management module.Components for conveying the temperature control medium and components for mass flow control are arranged on the plate-like, flat, supporting structural component or can be integrated into the plate-like, flat, supporting structural component. These components for conveying the temperature control medium and the components for mass flow control can be used to specifically connect and separate the heat sources and heat sinks or heat exchangers in the individual sub-circuits of the temperature control circuit. The various fluid components in the form of the components for conveying the temperature control medium and the components for mass flow control of the temperature control medium can thus be positioned in a space-saving bundle on or at the plate-like, flat, supporting structural component of the thermal management module. Preferably, they can also be aligned with one another, e.g.for good accessibility from one side of the thermal management module, especially during maintenance, or for connecting these from one side of the thermal management module, e.g. with regard to electrical connectors or a thermal management control unit (ECU), in particular for connection in such a way that connection paths, such as cable lengths, etc., can be kept short and / or compact. The use of standard components, thus standard components for temperature control medium conveyance and standard components for mass flow control, is advantageous, thus enabling significant cost savings compared to state-of-the-art solutions. Components for temperature control medium conveyance are, in particular, pumps, and components for mass flow control are, in particular, valves.

[0014] The permeability for air flow created by providing at least one plate-like, flat, supporting structural component with at least one opening for air flow can prove particularly relevant when the structural component, when arranged on the main heat exchanger through which air flows or through which air can flow, obscures part of its surface. Both components, i.e., the thermal management module and the main heat exchanger, arranged one behind the other, can thus be simultaneously flowed through by air. It hardly matters whether the structural component is located in front of or behind the main heat exchanger in the direction of air flow.

[0015] The connection of the plate-like, flat, supporting structural component to the main heat exchanger via at least one connecting device can be effected, for example, via a frame or at least one fastening device of the main heat exchanger, wherein the main heat exchanger can be or is mounted in a vehicle by means of such a fastening device.

[0016] By forming fluid paths or fluid channels inside the plate-like, flat, supporting structural component of the thermal management module, a direct connection of the fluid components of the thermal management module, thus the components for conveying the temperature control medium and the components for mass flow control, is possible, so that no additional fluid lines on the thermal management module are required. This allows the number of fluid lines to be significantly reduced compared to prior art solutions. Fluid connections advantageously provided on the outside of the plate-like, flat, supporting structural component enable a problem-free fluidic connection of the sub-circuits of the temperature control circuit of the thermal management system with the fluid components on the plate-like, flat, supporting structural component or the fluid paths inside it.

[0017] A large number of subcircuits of the thermal management system's temperature control circuit can be interconnected via the thermal management module or its flat, plate-like, supporting structural component. Mass flow control components, such as valves, allow targeted, suitable mass flows of temperature control medium to flow through the fluid paths between heat sources and heat sinks in the individual subcircuits of the thermal management system's temperature control circuit. By arranging the thermal management module near or on the main heat exchanger, a standardized arrangement in the vehicle, particularly in the engine compartment, can be provided.In addition, this allows for a standardized design of the thermal management module to be provided, since an arrangement on the main heat exchanger of the vehicle is always provided, the basic design of which is very similar or even identical in almost all vehicles, so that the plate-like, flat, supporting structural component of the thermal management module can have an essentially standardized design, since it is always connected or arranged in the area of ​​the main heat exchanger of the thermal management system of the vehicle.

[0018] The thermal management module, or the components for conveying the temperature control medium and the components for mass flow control arranged on it, can be used to centrally control the heat exchangers in the individual subcircuits of the temperature control circuit of the battery-electric vehicle's thermal management system. Within the thermal management module, the desired mass flows of temperature control medium can be controlled via at least one mass flow control component, such as at least one valve, into the subcircuits of the temperature control circuit connected to the thermal management module. By providing the thermal management module in the battery-electric vehicle's thermal management system, direct and selective control of the individual subcircuits is optimally possible.The vehicle's thermal management system comprises, in particular, at least one chiller, which enables heat exchange with a refrigerant circuit, and the vehicle's main heat exchanger, which is advantageously located in the front of the vehicle. The chiller and the main heat exchanger serve to cool the temperature control medium. The chiller is part of the temperature control circuit, through which coolant flows as the temperature control medium, and it is also part of a refrigeration circuit through which refrigerant flows. Air flows through the main heat exchanger in the front of the vehicle, thus enabling heat exchange with the vehicle's ambient air.The thermal management system of the vehicle may further comprise a battery, in particular a traction battery, as part of a battery system of the battery-electric vehicle, the chiller, power electronics, an inverter, an electric motor, an electric auxiliary heater and a condenser in an air conditioning sub-circuit, a heating heat exchanger in a sub-circuit for an air conditioning system of the vehicle and a corresponding cooler in a separate sub-circuit for cooling the temperature control medium and the aforementioned main heat exchanger in a separate sub-circuit.All sub-circuits are fluidically connected to the thermal management module and can be fluidically connected to each other for heat transfer and separated from each other by the components for temperature control medium conveyance and components for mass flow control arranged on or at the plate-like, flat supporting structural component of the thermal management module, which can completely or partially block or connect fluid paths to each other.

[0019] The thermal management module, in particular its plate-like, flat, supporting structural component, can advantageously partially cover the surface of the main heat exchanger. This enables a particularly good connection between the thermal management module or its plate-like, flat, supporting structural component and the main heat exchanger. Depending on the installation space in the vehicle, the arrangement of the thermal management module on the main heat exchanger and also the arrangement angle can be varied accordingly. The partial overlap of both always enables a particularly easy and unproblematic connection of the thermal management module and the main heat exchanger. With partial overlap, it is advantageous to ensure that the active surface of the main heat exchanger, i.e. the surface that is used for heat exchange with the ambient air and which should therefore be easily flowed around and through by the ambient air, is covered by the thermal management module orwhose plate-like, flat, supporting structural component is not covered. Furthermore, a refrigerant circuit of the thermal management system, which comprises the at least one chiller, can advantageously be at least partially integrated into the thermal management module, in particular also fully integrated. This also enables even further integration of all heat sinks or heat exchangers of the thermal management system into the thermal management module and thus an even further simplification of the structure of the thermal management system of the battery-electric vehicle. The difference between a fully integrated refrigeration circuit, a partially integrated refrigeration circuit, and a non-integrated refrigeration circuit is that in a fully integrated refrigeration circuit, the warm and cold sides only absorb heat via the cooling water circuit and only release heat via the cooling water circuit. In a partially integrated refrigeration circuit, the warm side is in contact with the cooling water circuit.In a non-integrated refrigeration circuit, the circuit operates independently and is not in contact with the cooling water circuit at all. A key feature of partial integration is that the refrigeration circuit does not directly dissipate heat to the ambient air, but rather dissipates the heat to the cooling water circuit, thus indirectly dissipating the heat from the refrigeration circuit to the ambient air via the main heat exchanger. Furthermore, this creates the possibility that the dissipated heat flow from the refrigeration circuit can also be used for internal heating purposes (in conjunction with the cooling water circuit).

[0020] With regard to the electrical connections and electrical lines that serve to supply and control the electronically controlled and / or electrical components of the thermal management module, it proves to be further advantageous if the thermal management module comprises at least one thermal management control unit that is or can be arranged on or on the plate-like, flat, supporting structural component or is or can be integrated into it. By providing such a thermal management control unit on the thermal management module or on it or integrated into it, it is possible to arrange the thermal management control unit centrally, so that an otherwise required complex structure of electrical lines within the vehicle, which in the prior art connect the individual electronically controlled and electrical components of the thermal management module to a vehicle control unit, can be omitted.Thus, not only the components for mass flow control and the components for conveying the temperature control medium are arranged on the plate-like, flat, supporting structural component of the thermal management module, but advantageously also the thermal management control unit, which serves to control them. The thermal management control unit is signal-connected to the at least one vehicle control unit for communication with it, or can be signal-connected to it and controlled by the vehicle control unit. The individually electronically controlled and / or electrical components of the thermal management module are signal-connected to the thermal management control unit, so that only one signal connection or signal line is required between the thermal management control unit on the thermal management module and the at least one vehicle control unit.For example, a digital communications bus line can be provided for signal connection between the thermal management control unit and the at least one vehicle control unit. The thermal management control unit can further be designed to control at least one actuator and / or at least one sensor and / or at least one pump as components for temperature control medium delivery and mass flow control. To supply power to the thermal management control unit, it can be or become electrically connected to at least one power source, in particular the vehicle's electrical system. Such an electrical line for supplying power to the thermal management control unit can, for example, be integrated into an electrical conductor strand having a number of different electrical conductors, which extends from the thermal management module or its thermal management control unit to the vehicle control unit.Accordingly, such an electrical conductor strand can contain at least one signal conductor for controlling the thermal management control unit by the vehicle control unit and for communication with it, as well as at least one electrical conductor for the power supply. The plate-like, flat, supporting structural component further advantageously has at least one connecting device for connecting the thermal management module to the main heat exchanger of the thermal management system. Such a connecting device serves to mechanically connect the thermal management module to the main heat exchanger. Preferably, a prefabricated unit comprising the main heat exchanger of the vehicle and the at least one thermal management module is provided, so that both can be arranged directly in the front area of ​​the battery-electric vehicle in the correct position relative to one another and, in particular, fastened to one another as a prefabricated unit.The thermal management module can extend essentially in the direction of the main extension plane of the main heat exchanger.

[0021] It is also possible for the thermal management module to be or be arranged at an angle α to the main heat exchanger or its main extension plane. This proves to be particularly advantageous when the installation space in the front area of ​​the vehicle is limited. The prefabricated unit comprising the main heat exchanger and the thermal management module can also be arranged overall at an angle α to the vertical in the vehicle, with the thermal management module and the main heat exchanger then extending in the same or parallel extension planes. The main extension plane of the main heat exchanger is defined as the plane in which the essentially flat main heat exchanger, in particular the cooling water heat exchanger, which is arranged in the front area of ​​the vehicle, extends, whereby this is usually a surface element.At least the thermal management module, in particular the main heat exchanger of the vehicle and the at least one thermal management module arranged on it, can be arranged, for example, at an angle a of up to 35° to the vertical in the space in the vehicle. For example, an arrangement at an angle of up to 30° to the vertical (in the space) can be provided. Especially when the vehicle is built flatter in the front area in order to reduce the CW value, inclining, i.e. arranging the main heat exchanger and / or the thermal management module arranged on it at an angle of up to 35° to the vertical proves to be very advantageous, since this allows for problem-free arrangement, in particular of the prefabricated unit comprising the main heat exchanger and thermal management module, in the front area of ​​the vehicle.

[0022] Further advantageously, the thermal management module can be arranged behind an active surface of the main heat exchanger, viewed in the direction of travel of the battery-electric vehicle, and / or on the main heat exchanger, outside of its active surface, viewed in the direction of an engine compartment and / or a passenger compartment of the vehicle. As a result, the area of ​​the thermal management module or its flat, plate-like, supporting structural component that covers and thus conceals the partial surface of the main heat exchanger is located behind the active main heat exchanger surface, viewed in the direction of travel of the vehicle, so that this active surface of the main heat exchanger can continue to be very well permeated.Since the plate-like, flat supporting structural component of the thermal management module is advantageously provided with at least one opening for air flow, the air flowing through the main heat exchanger can also flow through this at least one opening of the plate-like, flat supporting structural component of the thermal management module. Furthermore, no unwanted turbulence occurs in the area in front of the main heat exchanger when viewed in the direction of travel if the thermal management module is arranged behind the main heat exchanger when viewed in the direction of travel of the vehicle, i.e., directed toward the passenger compartment or the interior of the battery-electric vehicle.

[0023] To further explain the invention, exemplary embodiments are described in more detail below with reference to the drawings. These show:

[0024] Figure 1 shows a first embodiment of a thermal management system according to the invention with a thermal management module according to the invention, wherein the thermal management system comprises seven sub-circuits of a temperature control circuit, Figure 2 shows a perspective view of an embodiment of a thermal management module according to the invention,

[0025] Figure 3 is a perspective view of the thermal management module according to Figure 2 with the thermal management control unit arranged thereon,

[0026] Figure 4 is a perspective view of a prefabricated unit according to the invention comprising a main heat exchanger with a thermal management module arranged thereon according to Figure 3,

[0027] Figure 4a is a side view of the prefabricated unit comprising the main heat exchanger and thermal management module according to Figure 4 in a vertical orientation in the room,

[0028] Figure 4b is a side view of the prefabricated unit comprising the main heat exchanger and the thermal management module according to Figure 4, wherein the prefabricated unit is tilted at an angle a to the vertical (in the room),

[0029] Figures 5 to 10 show plan views of various embodiments of possible arrangements according to the invention of a thermal management module according to the invention arranged on a main heat exchanger of a battery-electric vehicle,

[0030] Figure 11 is a perspective view of a main heat exchanger with two possibilities for lateral arrangement of a thermal management module on it,

[0031] Figure 12 is a plan view of a front area of ​​a battery-electric vehicle with a main heat exchanger in the form of a cooling water heat exchanger in the front area of ​​the vehicle,

[0032] Figure 13 is a perspective view of another embodiment of a main heat exchanger with a thermal management module according to the invention arranged thereon,

[0033] Figure 14 shows a further embodiment of a prefabricated unit according to the invention comprising a main heat exchanger and a thermal management module according to the invention, illustrating various mounting sides for components for conveying the temperature control medium and components for mass flow control on the thermal management module. Figure 15 shows a circuit arrangement of a refrigeration circuit that can be coupled to the temperature control circuit of the thermal management system according to Figure 1 to enable heat exchange between cooling water and refrigerant.

[0034] Figure 16 is a plan view of a battery-electric vehicle according to the invention with an arrangement according to the invention of a thermal management module on the main heat exchanger in the front area of ​​the vehicle.

[0035] Figure 1 shows a circuit diagram of a thermal management system 1. The thermal management system 1 comprises a temperature control circuit 2 of a battery-electric vehicle 3. A temperature control medium flows within the temperature control circuit 2, while a refrigerant flows within a refrigerant circuit 4 shown in Figure 15. The temperature control circuit 2, with its respective subcircuits, or the subcircuits, with their respective supply and return lines, is coupled to a thermal management module 5 of the thermal management system 1. The thermal management module 5 is fluidically connected to the subcircuits of the temperature control circuit 2. The refrigerant circuit 4 can be partially integrated into the thermal management module 5. The temperature control circuit 2 comprises seven subcircuits, namely a first subcircuit 20 for temperature control of a battery or traction battery 30, i.e., a high-voltage battery, of a corresponding battery system of the vehicle 3.A second sub-circuit 21 of the temperature control circuit 2 is used to control the temperature of electronic components 31, for example an electric motor and an inverter, which are required to operate the battery-electric vehicle. Alternatively, several separate sub-circuits can also be provided or intended for the essential electronic components 31, such as the inverter, power electronics, charger, electric machine or electric motor, so that these electronic components are each arranged in different sub-circuits. In a third sub-circuit 22, a main heat exchanger 32 is arranged, which exchanges heat with ambient air and is arranged in the front area of ​​the vehicle 3, as can be seen in particular from Figures 12 and 16. This serves to absorb heat from the ambient air and release heat to it orfor transferring heat from the ambient air to the temperature control medium flowing in the temperature control circuit 2 and, accordingly, in its sub-circuits, including the third sub-circuit 22 of the temperature control circuit 2, and for dissipating heat from the temperature control medium to the ambient air. The main heat exchanger 32 is a cooling water heat exchanger, also referred to as a radiator.

[0036] To control the temperature of the interior 130 of the battery-electric vehicle 3, a so-called HVAC (Heat Ventilation Air Conditioning Unit) can be used behind ventilation flaps in the vehicle's dashboard. This unit essentially includes at least two heat exchangers. Firstly, this is a heating heat exchanger 33 through which cooling water, particularly cooling water heated in winter, is passed. The heating heat exchanger 33 is arranged in a fourth sub-circuit 23 of the temperature control circuit 2 according to Figure 1. The heating heat exchanger 33 is usually coupled to the climate comfort circuit of the vehicle 3, thus the so-called air conditioning system of the vehicle. The air, or outside or ambient air, intended for the interior 130 of the battery-electric vehicle 3 flows through the heating heat exchanger 33 by ventilation and is heated in the process.The heat of the cooling water can be provided by waste heat from various vehicle components, such as the heat dissipated in the battery-electric vehicle (BEV), which, however, will usually not be sufficient to provide a sufficient amount of heat to heat the interior 130 of the battery-electric vehicle 3. Accordingly, the temperature control circuit 2 of the thermal management system 1 according to Figure 1 further comprises an electric auxiliary heater 34, also known as a PTC auxiliary heater, arranged in a fifth sub-circuit 24 of the temperature control circuit 2. Heat transfer to the refrigerant circuit 4 is possible via a condenser 35 in the fifth sub-circuit 24. The refrigerant circuit 4 also comprises a chiller 36, which is arranged in a seventh sub-circuit 26 of the temperature control circuit 2.The temperature control circuit 2 further comprises a cooler 37, which is arranged in a sixth subcircuit 25 of the temperature control circuit 2 of the thermal management system 1 according to Figure 1. For cooling, the cooler 37 can be flowed through with cooling water flowing within the temperature control circuit or with cold refrigerant flowing in the refrigerant circuit 4.

[0037] Different switching modes are possible for the individual heat sources and heat sinks 30 to 37 of the thermal management system 1 during summer operation and winter operation of the battery-electric vehicle 3. Control for this is enabled via components arranged on the thermal management module 5 for conveying the temperature control medium and components for mass flow control of the temperature control medium. This can be seen, for example, in Figures 2 and 3, in which four pumps 51, 52, 53, 54 as components for conveying the temperature control medium and two valves 55, 56 as components for mass flow control of the temperature control medium flowing through internal fluid paths inside the plate-like, flat, supporting structural component 50 are arranged on a plate-like, flat supporting structural component 50.The individual sub-circuits 20 to 26 of the temperature control circuit 2 of the thermal management system 1 can thus be controlled accordingly via corresponding settings of the valves 55, 56 on the plate-like, flat, supporting structural component 50 of the thermal management module 5.

[0038] For example, if the refrigerant circuit 4 is operated in summer mode, cooling can be provided via the chiller 36 or evaporator. From the cooling water circuit, thus the temperature control circuit 2, it can absorb heat from the first circuit 20, which is released as waste heat by the battery 30, and transfer it via the fifth circuit 24, here the condenser 35, to the cooling water circuit, thus the temperature control medium flowing within the fifth sub-circuit 24 of the temperature control circuit 2, on the one hand, and via the third sub-circuit 22 and here the main heat exchanger 32 in the front area of ​​the battery-electric vehicle 3 to the environment via the air. In this switching mode, two decoupled sub-circuits, namely the first sub-circuit 20 and the fifth sub-circuit 24, are provided for heat dissipation.In a second switching mode, waste heat falling in the area of ​​the second sub-circuit 21 can additionally be transferred via the line electronics, for example an inverter, to the temperature control medium flowing in this second sub-circuit 21, thus a cooling water circuit, and to the environment via the main heat exchanger 32 in the third sub-circuit 22.

[0039] In a third switching mode, in addition to the two switching modes 1 and 2 mentioned above, the electric motor in the second sub-circuit 22 can also transfer its waste heat to the tempering medium, i.e. coolant, flowing in this second sub-circuit 21, i.e. again the cooling water circuit, on the one hand, and via the main heat exchanger 32 in the third sub-circuit 22 to the ambient air.

[0040] In a fourth switching mode, in which the refrigerant circuit 4 is also operated, the cooler 37 in the sixth sub-circuit 25 can absorb heat from the air flowing around it and transfer this heat to the cooling water, thus the temperature control medium, in this sixth sub-circuit 25. The temperature control medium of the sub-circuit 26 of the temperature control circuit 2, i.e. the cooling water, flowing past the chiller 36 or through it, can be cooled via the chiller 36. As a result, the refrigerant in the refrigerant circuit 4 absorbs heat via the chiller 36, which serves as a heat exchanger, and transfers this heat to the cooling water, thus the temperature control medium, flowing there, at the condenser 35 of the fifth sub-circuit 24. From there, the heat transferred to the temperature control medium in the fifth sub-circuit 24 is dissipated to the ambient air via the main heat exchanger 32.

[0041] In a fifth switching mode, in addition to the components described above for the fourth switching mode, the power electronics, for example the inverter, as one of the components 31 in the second sub-circuit 21, also releases heat to the temperature control medium flowing there in the form of cooling water and, due to the corresponding switching positions of the valves 55, 56 on the thermal management module 5, to the ambient air via the main heat exchanger 32 in the third sub-circuit 22.

[0042] In a sixth switching mode, in addition to the two switching modes 4 and 5 described above, the chiller 36 of the refrigerant circuit 4 can absorb heat from the battery 30 in the first sub-circuit 20 via the sub-circuit 26 and release it via the condenser 35 in the fifth sub-circuit 24 into the temperature control medium flowing there in the form of cooling water and via the main heat exchanger 32 to the ambient air.

[0043] In a seventh switching mode, in addition to the switching modes 4, 5 and 6, the electric machine or the electric motor in the second sub-circuit 21 can transfer heat to the temperature control medium or cooling water flowing there and to the environment via the main heat exchanger 32 in the third sub-circuit 22 of the temperature control circuit 2 of the thermal management system 1.

[0044] In an eighth switching mode, during summer operation, a charger within the second sub-circuit 21 can transfer heat to the temperature control medium or cooling water flowing there and to the ambient air via the main heat exchanger 32 in the third sub-circuit 22 of the temperature control circuit 2 of the thermal management system 1.

[0045] Further switching modes are possible in summer operation. The same applies to winter operation. In this case, for example, the refrigerant circuit 4 can be operated in a first winter operating switching mode. The temperature control circuit 2, in the area of ​​its first sub-circuit 20, absorbs waste heat from the battery 30 arranged there into the cooling water or temperature control medium and transfers this heat to the refrigerant circuit 4 via the chiller 36 in the seventh sub-circuit 26 of the temperature control circuit 2. The refrigerant circuit 4 transfers heat to the heating heat exchanger 33 in the fourth sub-circuit 23 via the condenser 35, which acts as a heat exchanger, in order to use the heat to heat the air flow for the passenger compartment, i.e., the interior 130 of the vehicle 3. The thermal management module 5 thus operates in heat pump mode. The thermal management module 5 also does this in a second switching mode during winter operation, in which the refrigerant circuit 4 is also operated.The temperature control circuit 2, and thus the cooling water flowing therein as a temperature control medium, absorbs heat from the second sub-circuit 21, wherein any of the components 31 that are part of the second sub-circuit 21 as electronic components or electrical components, and possibly all of these components, such as the electric motor, the power electronics, the inverter, the charger, etc., absorb heat and release it to the refrigerant circuit 4 via the seventh sub-circuit 26 and here the chiller 36. The refrigerant circuit 4, in turn, releases heat via the condenser 35 in the fifth sub-circuit 24 to the heating heat exchanger 32 in the third sub-circuit 22 in order to use the heat to heat the air flow for the passenger compartment, thus the interior 130 of the battery-electric vehicle 3.

[0046] In a third switching mode during winter operation of the thermal management module, the refrigerant circuit 4 is not operated. The temperature control circuit 2, or the temperature control medium flowing through it in the form of cooling water, absorbs heat from the second subcircuit 21, which originates from any of the components 31, thus electronic components or electrical components that are part of the second subcircuit 21, or possibly also from all of these components, such as the electric motor or electric machine, the power electronics, the inverter, the charger, etc., and transfers it directly to the heating heat exchanger 33 in the fourth subcircuit 23 in order to use the heat to heat the air flow for the passenger compartment, i.e., the interior 130 of the battery-electric vehicle 3. Heat is thus released directly via the heating heat exchanger 33 without the provision of a heat pump by connecting it to the refrigerant circuit 4.An increase in the amount of heat or an increase in the amount of heat and an increase in the power can be achieved by combining the first and second switching modes in winter operation.

[0047] The thermal management module 5 shown in Figure 2 has a number of openings 57 in the region of its plate-like, flat, supporting structural component 50 to allow air to flow through. As can be seen from Figure 4, the thermal management module 5 is arranged on the main heat exchanger 32, in the embodiment in Figure 4 in the upper region 320 of the main heat exchanger 32. For fastening thereto, the thermal management module 5 or its plate-like, flat, supporting structural component 50 has a connecting device 58 in the form of a connecting sleeve in the embodiment of the thermal management module 5 shown in Figures 2 and 3. At least one actuator 59 is provided to control the valves 55, 56. In order to avoid the laborious individual feeding of cables orTo avoid electrical conductors to the individual pumps and valves on the thermal management module 5, a thermal management control unit 60 is also arranged on the plate-like, flat, supporting structural component 50 of the thermal management module 5 in Figure 3. The thermal management control unit 60 is signal-connected to the pumps 51 to 54 and valves 55, 56 in order to move them to the desired positions or to control them accordingly. The thermal management control unit 60 is, in turn, signal-connected to the vehicle control unit, so that only one cable harness or line harness needs to be routed to the thermal management control unit 60.The thermal management control unit 60 can also be supplied with electrical energy via this, as can the pumps 51 to 54 and valves 55, 56 connected to it, which are arranged on the plate-like, flat, supporting structural component 50 of the thermal management module 5.

[0048] As can be seen particularly well from Figure 4, the plate-like, flat, supporting structural component 50 of the thermal management module 5 is arranged on the main heat exchanger 32 so that it only overlaps at the edges. This makes it possible to keep the large active surface 321 of the main heat exchanger 32 free, so that it can continue to be easily flowed through by ambient air. The main heat exchanger 32 is arranged in the front area 131 of the vehicle 3, as can be seen, for example, in Figures 12 and 16, with its front side 322 pointing towards the front end 132 of the vehicle 3, while the rear side 323 of the main heat exchanger 32 points towards the interior 130 of the battery-electric vehicle 3. As can be seen from Figure 4, the thermal management module 5 orIts plate-like, flat supporting structural component 50 is arranged on the rear side 323 of the main heat exchanger 32 in order to neither create turbulence in the flowing air nor disrupt the large-area heat exchange in the active surface 321 of the main heat exchanger 32. However, the components for conveying the temperature control medium in the form of the pumps 51 to 54 and the components for mass flow control in the form of the two valves 55, 56 arranged on the plate-like, flat supporting structural component 50 of the thermal management module 5 can point toward the front end 132 of the vehicle. It is also possible to have them point toward the interior 130 of the vehicle 3.By providing the openings 57 in the plate-like, flat, supporting structural component 50, air can still pass through the thermal management module 5 after flowing through the main heat exchanger 32 in the region of the overlap with the plate-like, flat, supporting structural component 50 of the latter. This can also be seen, for example, in the side view in Figures 4a and 4b of the unit 7 formed from the thermal management module 5 and the main heat exchanger 32. This unit 7, consisting of the thermal management module 5 and the main heat exchanger 32, can be prefabricated and accordingly installed as a prefabricated unit 7 in the vehicle 3.The unit 7 comprising the main heat exchanger 32 and the thermal management module 5 can be arranged not only vertically in the spatial direction, as indicated in Figure 4a, in the front area 131 of the vehicle 3, but also at an angle a to the vertical, as shown in Figure 4b, if this proves more expedient with regard to the installation space in the front area of ​​the vehicle. The angle a to the vertical S can, for example, be up to 35°.

[0049] Figures 5 to 10 show various variants of the possible arrangement of the thermal management module 5 on the main heat exchanger 32. The thermal management module 5 can have a wide variety of shapes, for example, be L-shaped, as indicated in Figures 5, 6 and 8, in which case it can then extend not only on the top side 324 or in the upper region 320 of the main heat exchanger 32, but also on its first side 326 or the opposite second side 327. The thermal management module 5 can extend either over the entire extent of the respective side 324, 326 or 327 of the main heat exchanger 32 or only over a partial region thereof, as can also be seen particularly clearly in Figures 5, 6 and 8.

[0050] In the embodiment of the unit 7 comprising the thermal management module 5 and the main heat exchanger 32 in Figure 7, the thermal management module 5 is arranged, similarly to that shown in Figures 4 and 4a, 4b, on the top side 324 of the main heat exchanger 32 and has approximately the same length as this top side 324 of the main heat exchanger 32. In the embodiment shown in Figure 9, the length or longitudinal extension of the thermal management module 5 significantly exceeds the width of the main heat exchanger 32. The thermal management module 5 is also arranged on the top side 324 of the main heat exchanger 32. Such a unit 7 comprising the main heat exchanger 32 and the thermal management module 5 is therefore also possible.

[0051] In the embodiment shown in Figure 10, the thermal management module 5 is arranged on the second side 327 of the main heat exchanger 32 and extends approximately over the same height as the main heat exchanger 32. It is also possible to arrange the thermal management module 5 on the opposite side 326 of the main heat exchanger 32. Both variants are also indicated in Figure 11. To illustrate the possible distance between the respective corner A of the thermal management module 5 facing the main heat exchanger 32 or from its plate-like, flat, supporting structural component 50 to a reference point B1 in an upper left corner between the first side 326 and the top side 324 of the main heat exchanger 32 orA reference point E of the thermal management module 5 arranged on the right side of the main heat exchanger 32 with respect to a second reference point B2 in the upper corner there between the second side 327 and the top side 324 of the main heat exchanger 32, a respective coordinate system is shown at the respective reference point B1 and B2. Accordingly, the distance between point A and the reference point B1 in the left corner in the x, y, z coordinate system can be -10 to 0 cm in the x-direction, thus at 0 cm the plate-like, flat, supporting structural component 50 rests against the first side 326 of the main heat exchanger 32. In the y-direction, the distance between the reference point A of the thermal management module 5 and the reference point B1 on the main heat exchanger 32 can be -5 to +10 cm, and in the z-direction it can be -30 to +10 cm.In this case, the dimensions of the plate-shaped, flat, load-bearing structural component 50 in relation to its x-direction, i.e., between points A and B thereon, can be 5 to 30 cm; accordingly, the distance between points E and F of the thermal management module 5 shown on the right, the dimension in the y-direction, i.e., the distance between points A and C or E and G, can be 5 to 30 cm, and the dimension in the z-direction, i.e., between points A and D or E and H, can be 10 to 70 cm. For point E and the second coordinate system at reference point B2, the dimension in the x'-direction can be 0 to 10 cm, in the y'-direction -5 to +10 cm, and in the z'-direction -30 to +10 cm. The reference point B2 in the upper corner of the main heat exchanger 32 is also indicated again in Figure 12.

[0052] When arranging the thermal management module 5 on the top side 324 of the main heat exchanger 32, the dimension in the x-direction, as can be seen from Figure 13, between point K on the thermal management module 5 and the reference point B1 of the upper left corner between the top side 324 and the first side 326 of the main heat exchanger 32 can be, for example, -30 to +60 cm, in the y-direction -5 to +30 cm, and in the z-direction -10 to +30 cm. The plate-like, flat, supporting structural component 50 of the thermal management module 5 can have dimensions of 5 to 30 cm with respect to the distance between points K and L, 10 to 50 cm with respect to the distance between points L and M, and 30 to 120 cm with respect to the distance between points K and N. For example, the plate-like, flat, supporting structural component 50 can have dimensions of 70 x 20 x 20 cm.

[0053] Figure 14 shows various options for attaching pumps as components for conveying the temperature control medium and valves as components for mass flow control. These can be arranged on the attachment sides 150, 151, 152 of the plate-like, flat, supporting structural component 50, each facing away from the main heat exchanger 32. The same applies to an L-shaped design of the plate-like, flat, supporting structural component 50 of the thermal management module 5. In particular, all pumps can be arranged on a first leg 153 of the L-shaped, flat, plate-like, supporting structural component 50, while all valves are arranged on the second leg 154 of the L-shaped, flat, plate-like, supporting structural component 50. The two legs 153, 154 are indicated by way of example in Figure 5.If the pumps and valves are arranged in the direction of the incoming ambient air, thus in the direction of the front end 132 of the vehicle, they can also be directly cooled by the ambient air, so that their waste heat can be directly dissipated by the ambient air during operation.

[0054] Figure 15 shows an embodiment of the refrigerant circuit 4 for supplementing the thermal management system 1 according to Figure 1. Here, the heat exchangers in the form of the condenser 35, the cooler 37, and the chiller 36, which are arranged in their respective cooling water circuits or sub-circuits 24, 25, 26, are shown in the refrigerant circuit 4. The latter further comprises a refrigerant compressor 40 and two expansion valves 41, 42. The refrigerant can initially flow through the chiller 36. Heat is absorbed into the refrigerant flowing in the refrigerant circuit 4 via the chiller 36, wherein the refrigerant is under low pressure in the region of the chiller. The liquid refrigerant boils and evaporates. The cold vapor is sucked in by the refrigerant compressor 40 and compressed at high pressure. This increases the temperature of the refrigerant vapor, which reaches the condenser 35.There, the hot refrigerant vapor releases heat to the temperature control medium (cooling water) in the fifth sub-circuit 24 in the condenser 35 and condenses. In the expansion valve 42, the liquefied refrigerant is expanded and flows back into the chiller 36 or evaporator at low pressure. Alternatively or additionally, the corresponding heat can also be absorbed into the refrigerant circuit 4 via the cooler 37 from the sixth sub-circuit 25 of the temperature control circuit 2. The liquefied refrigerant can also be expanded via the expansion valve 41 and flow back into the cooler 37 at low pressure.

[0055] As already mentioned, Figure 16 shows, by way of example, a top view of a battery-electric vehicle 3, wherein the unit 7 comprising the thermal management module 5 and the main heat exchanger 32 is arranged in the front area 133 of the vehicle 3. For the sake of clarity, the rear 133 of the vehicle, as well as its four wheels 135, 136, 137, 138 and its interior 130, are also indicated.

[0056] In addition to the design variants of a thermal management system with a temperature control circuit and a refrigerant circuit described above and shown in the figures, numerous others can also be formed, in which a combination of a main heat exchanger in the front area of ​​a battery-electric vehicle and a thermal management module of the thermal management system is always provided.

[0057] List of reference symbols

[0058] 1 thermal management system

[0059] 2 temperature control circuit

[0060] 3 battery-electric vehicle

[0061] 4 Refrigerant circuit

[0062] 5 Thermal management module

[0063] 7 Unit of 5 and 32

[0064] 20 first subcircuit

[0065] 21 second subcircuit

[0066] 22 third subcircuit

[0067] 23 fourth subcircuit

[0068] 24 fifth subcircuit

[0069] 25 sixth subcircuit

[0070] 26 seventh sub-circuit / chiller

[0071] 30 Battery

[0072] 31 Electrical components / electronic components

[0073] 32 Main heat exchanger / cooling water heat exchanger

[0074] 33 Heating Heat Exchangers (HVAC Heater)

[0075] 34 electric auxiliary heater (PTC auxiliary heater)

[0076] 35 Capacitor

[0077] 36 chillers

[0078] 37 Coolers (HVAC Cooler)

[0079] 40 refrigerant compressors

[0080] 41 Expansion valve

[0081] 42 Expansion valve

[0082] 50 plate-like flat load-bearing structural component

[0083] 51 Pump

[0084] 52 Pump

[0085] 53 Pump

[0086] 54 Pump

[0087] 55 Valve

[0088] 56 Valve

[0089] 57 Opening 8 Connecting device 9 Actuator 0 Thermal management control unit

[0090] 130 interior of 3

[0091] 131 Front area

[0092] 132 front end

[0093] 133 Rear

[0094] 150 mounting side

[0095] 151 Mounting side

[0096] 152 Mounting side

[0097] 153 first leg

[0098] 154 second leg

[0099] 320 upper area

[0100] 321 active area

[0101] 322 front

[0102] 323 back

[0103] 324 top

[0104] 325 bottom

[0105] 326 first page

[0106] 327 second side a angle / angle of inclination

[0107] S Vertical

Claims

Claims 1. Thermal management system (1) comprising a temperature control circuit (2) of a battery-electric vehicle (3), in which temperature control medium can flow or flows, wherein the temperature control circuit (2) comprises at least a first sub-circuit (20) for temperature control of a battery (30), such as a traction battery, at least a second sub-circuit (21) for temperature control of at least one electronic component (31), and at least a third sub-circuit (22), comprising at least one main heat exchanger (32) which serves to absorb heat from ambient air and release heat to it and to transfer heat into and out of the temperature control medium, and wherein the thermal management system (1) comprises at least one thermal management module (5), characterized in that the thermal management module (5) comprises at least one plate-like, flat, supporting structural component (50) on which components (51, 52, 53, 54) for conveying the temperature control medium and components (55,56) for mass flow control can be arranged or are arranged or integrated therein, wherein fluid paths for fluidically connecting heat exchangers and / or heat sources and heat sinks of the partial circuits (20, 21, 22, 23, 24, 25, 26) of the thermal management system (1) connected to the thermal management module (5) are formed within the at least one plate-like, flat, supporting structural component (50), wherein the thermal management module (5) is arranged in the region of the main heat exchanger (32) or on the latter.

2. Thermal management system (5) according to claim 1, characterized in that the thermal management module (5), in particular its plate-like flat supporting structural component (50), partially covers the surface of the main heat exchanger (32).

3. Thermal management system (1) according to claim 1 or 2, characterized in that a refrigerant circuit (4) is at least partially integrated into the thermal management module (5).

4. Thermal management module (5) for managing mass flows of at least one temperature control medium in a temperature control circuit (2) of a thermal management system (1) according to one of the preceding claims, characterized in that the thermal management module (5) comprises at least one plate-like, flat, supporting structural component (50) with fluid paths formed therein, wherein components (51, 52, 53, 54) for conveying the temperature control medium and components (55, 56) for mass flow control can be arranged or are arranged on the at least one plate-like, flat, supporting structural component (50) or are integrated therein, the at least one plate-like, flat, supporting structural component (50) has at least one opening (57) for air to flow through and at least one connecting device (58) for connecting the thermal management module (5) to a main heat exchanger (32) of the thermal management system (1).

5. Thermal management module (5) according to claim 4, characterized in that the thermal management module (5) comprises at least one thermal management control unit (60) which can be arranged or arranged on or on the plate-like, flat, supporting structural component (50) or can be integrated or integrated into it.

6. Thermal management module (5) according to claim 4 or 5, characterized in that the plate-like flat supporting structural component (50) is elongated straight for one-sided arrangement on a main heat exchanger (32) or L-shaped for two-sided arrangement on a main heat exchanger 7. Prefabricated unit (7) comprising a main heat exchanger (32) of a battery-electric vehicle (3) for arrangement in the front region (131) of the vehicle (3) and at least one thermal management module (5) according to one of claims 4 to 6, wherein the at least one thermal management module (5) is arranged on the main heat exchanger (32) and connected thereto.

8. Prefabricated unit (7) according to claim 7, characterized in that the thermal management module (5) is arranged at an angle (a) to the main heat exchanger (32).

9. Battery-electric vehicle (3) with a thermal management system (1) according to one of claims 1 to 3 with at least one thermal management module (5), characterized in that the at least one thermal management module (5) of the thermal management system (1) is arranged in the region of or on the main heat exchanger (32) of the battery-electric vehicle (3).

10. Battery electric vehicle (3) according to claim 9, characterized in that the main heat exchanger (32) of the battery electric vehicle (3) is the cooling water heat exchanger in the front area (131) of the battery electric vehicle (3).

11. Battery-electric vehicle (3) according to claim 9 or 10, characterized in that the thermal management module (5) is arranged behind an active surface (321) of the main heat exchanger (32) as seen in the direction of travel of the vehicle (3) and / or is arranged on the main heat exchanger (32) outside of its active surface (321) in the direction of an engine compartment and / or a passenger compartment of the vehicle (3).

2. Battery electric vehicle (3) according to one of claims 9 to 11, characterized in that at least the thermal management module (5), in particular the main heat exchanger (32) of the battery electric vehicle (3) and the at least one thermal management module (5) arranged on it, is arranged at an angle (α) to the vertical (S) in the battery electric vehicle (3), in particular an angle (α) of up to

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