Thermal management system for a vehicle, axle assembly, vehicle and method for cooling components of a vehicle

Abstract

The invention relates to a thermal management system (1) for a vehicle, in particular an electric vehicle or a hybrid vehicle. The thermal management system (1) comprises at least one cooling circuit, a battery cooling circuit (4), which is designed to exchange thermal energy with at least one drive unit (5) of the vehicle and at least one battery (6) of the vehicle by means of a cooling fluid, and a heat exchanger (7), which is designed to exchange thermal energy between the at least one cooling circuit and the battery cooling circuit (4). The invention further relates to an axle assembly, to a vehicle and to a method for cooling components of a vehicle, in particular an electric vehicle or a hybrid vehicle.

Description

[0001] ZF Friedrichshafen AG File 303077 Friedrichshafen 2024-09-26

[0002] Thermal management system for a vehicle, axle assembly, vehicle and method for cooling vehicle components

[0003] The present invention relates to a thermal management system for a vehicle, in particular an electric vehicle or a hybrid vehicle, an axle assembly with the thermal management system, a vehicle and a method for cooling components of a vehicle.

[0004] Vehicles, especially electric vehicles, require a cooling system to dissipate heat losses generated in the components (such as the battery, drive unit, reduction gear, bearings, etc.) and electronic components (inverter, DC / DC converter, AC / DC converter / on-board charger, etc.) during operation and battery charging. Vehicles typically have several cooling circuits, some of which can be interconnected to provide thermal management. Usually, there is a coolant circuit that dissipates heat to the environment or heats the passenger compartment. Another circuit includes a refrigeration circuit for air conditioning the vehicle's passenger compartment or to assist in heat dissipation from the components. A third circuit is included in some vehicles to dissipate heat from the lubrication and cooling oil system of the drive motor and its transmission.

[0005] All known systems have in common that power electronics are connected in series with the electric motor for cooling purposes, with the coolant preheated by the power electronics still being sufficient to cool the electric motor. In electric vehicles, an energy storage device (such as a high-voltage battery or a fuel cell, etc.) also experiences energy conversion losses due to the chemical and physical processes within the cell. The influence of these processes is power-dependent, meaning that at low power levels, the power losses are also low. The greater the energy conversion in the energy storage device, the greater the internal losses. Therefore, liquid cooling is used in most systems. ZF Friedrichshafen AG File 303077 Friedrichshafen 2024-09-26

[0006] In previously known solutions, various interconnections of different cooling circuits are provided to respond to the respective cooling and / or heating requirements of individual vehicle components. However, depending on the interconnection of components in the cooling circuit, pressure losses and / or unfavorable temperature levels can increase, particularly in the energy storage system. Especially with very low power losses in the battery, such as those expected in the future, the effort required for actively temperature-controlling the energy storage system via a main cooling circuit is relatively high.

[0007] Therefore, it is an object of the present invention to provide a thermal management system that can eliminate the aforementioned disadvantages.

[0008] This problem is solved with a thermal management system having the features of claim 1, with an axle assembly having the features of claim 8, with a vehicle having the features of claim 9 and with a method for cooling components of a vehicle having the features of claim 10.

[0009] According to one aspect of the present invention, a thermal management system for a vehicle, in particular an electric vehicle or a hybrid vehicle, is provided, comprising: at least one coolant circuit (2), a battery cooling circuit (4) configured to exchange thermal energy with at least one drive unit (5) of the vehicle and at least one battery (6) of the vehicle by means of a cooling fluid, and a heat exchanger (7) configured to exchange thermal energy between the at least one coolant circuit and the battery cooling circuit (4).

[0010] This allows for the proposal of a thermal management system that can, in principle, transport the energy losses from the electrical components and the energy from cooling the passenger compartment to where they are needed. Only when the demand is met and the storage capacities are exhausted can the heat energy be dissipated into the environment. (Compared to the well-known ZF Friedrichshafen AG file 303077, Friedrichshafen, September 26, 2024.)

[0011] The present invention provides two cooling circuits as so-called main cooling circuits, comprising a low-temperature circuit and a high-temperature circuit with different temperature levels, wherein the high-temperature circuit has the same or a higher temperature than the low-temperature circuit, and a third, separate cooling circuit (so-called battery cooling circuit) that is fluidically independent of the main cooling circuit, the fluid of which can consist of a liquid not based on a mixture of water and glycol, in particular an electrically non-conductive oil.

[0012] In the present invention, temperature control can be understood as cooling or heating. A system that controls the temperature of at least two consumers can be called a thermal management system. A consumer is therefore a device to be cooled or heated. One consumer can be cooled and the other heated. These consumers can even be located in a cooling circuit, as will be shown below. Preferably, a consumer can be an electric machine. Furthermore, a consumer can be an inverter. Additionally or alternatively, a consumer can be a passenger compartment. Advantageously, a consumer can be a battery. The thermal management system has at least one coolant circuit. Preferably, the thermal management system has at least one refrigerant circuit and one coolant circuit. At least one cooling device is arranged in the refrigerant circuit. This cooling device cools the refrigerant.The cooling circuit is cooled via the refrigerant and is in direct contact with at least one consumer. Furthermore, the thermal management system can have at least two, in particular exactly two, coolant circuits and one refrigerant circuit. At least one cooling device is arranged in the refrigerant circuit. This device cools the refrigerant. The cooling circuits exchange energy with the refrigerant and are in direct contact with the consumers.

[0013] Preferably, one of the coolant circuits can be arranged as a high-temperature circuit and the other as a low-temperature circuit. The high-temperature circuit is thermally connected to the refrigeration circuit at a first point, and the low-temperature circuit at a second point. The first point has a higher temperature than the second point. The temperature to which the ZF Friedrichshafen AG file 303077 Friedrichshafen 2024-09-26

[0014] The high-temperature circuit can be set to, for example, more than 40°C. This temperature can be used simultaneously to heat one component, such as the passenger compartment, and to cool another component, such as an electric motor. The low-temperature circuit is cooled to a lower temperature than the high-temperature circuit. This allows the cooling capacity to be concentrated on the low-temperature circuit, to which the component with the highest cooling demand, such as power electronics, is connected. This optimizes the provision of cooling capacity and allows, for example, a smaller compressor to be used. Preferably, the heat exchanger is designed to exchange thermal energy between a high-temperature circuit and the battery circuit.

[0015] Advantageously, a passenger compartment and / or an electric motor and / or a battery can be arranged as consumers in the high-temperature circuit. Furthermore, a power electronics arrangement, in particular an inverter, and / or a battery can be arranged in the low-temperature circuit. The cooling device can be designed as a heat pump. The heat pump comprises at least two heat exchangers, an expansion valve, and a compressor. One of the heat exchangers can be configured as a condenser / liquefier, and the other as an evaporator. Preferably, the refrigerant in the refrigerant circuit is a natural refrigerant, in particular propane. Furthermore, the coolant in the cooling circuit(s) can be a water-glycol mixture. Preferably, the thermal management system includes a distribution unit. The distribution unit can be used to control which circuit is connected to which other circuit and to which consumer.The distribution unit advantageously comprises a valve unit with at least one valve. The valve can be designed as a spool valve, in particular an axial spool valve or a rotary spool valve. In particular, the valve unit can have at least four, preferably exactly four, valves. The distribution unit can have at least two housing parts. Channel structures and / or valve receiving areas can be formed on the adjacent sides of the housing parts. Alternatively, one housing part can be designed as a cover without structures, and only one housing part can have channel structures and / or valve receiving areas. It is also conceivable to have only one housing part. ZF Friedrichshafen AG File 303077 Friedrichshafen 2024-09-26.

[0016] Valve receiving areas and, in the other housing part, exclusively channel structures are to be provided.

[0017] Furthermore, the thermal management system comprises a pump arrangement with at least one pump. Preferably, the pump arrangement can comprise at least two, and in particular exactly two, pumps. At least one pump can be a rotor pump. At least one pump can be a vane pump.

[0018] The thermal management system can be designed to cool vehicle components. The high-temperature circuit and the low-temperature circuit can be cooling circuits in which a coolant circulates. At least one cooling circuit can be a high-temperature circuit and / or a low-temperature circuit. By exchanging thermal energy between the fluid circulating in the high-temperature and low-temperature circuits, heat can be added to or removed from components. The battery cooling circuit can be a separate cooling circuit from the high-temperature and low-temperature circuits. In other words, the coolant in the battery cooling circuit can be different from the coolant circulating in the high-temperature and low-temperature circuits.The battery cooling circuit can be a closed loop from which no fluid can flow out, nor can fluid flow in from the outside. In other words, the battery cooling circuit can be designed so that it cannot be connected or fluidically coupled to other cooling circuits. This allows the battery cooling circuit to be designed as a separate cooling circuit, solely for cooling the vehicle's at least one drive unit and at least one battery. This allows the specific needs of these two components to be addressed, resulting in effective cooling. Furthermore, providing a separate battery cooling circuit reduces coolant flow losses within the battery cooling circuit, as there is no possibility of interconnections or couplings with other cooling circuits.If heat removal or heat input to the battery cooling circuit is necessary, this can be achieved via the heat exchanger, which can exchange thermal energy with the high-temperature circuit and / or the low-temperature circuit. The vehicle's drive unit can be an electric motor. The drive unit can be a permanent magnet synchronous machine (PMSM), a separately excited asynchronous machine (ASM), or an electric drive motor of any type. The energy storage device can be, for example, a high-voltage battery, accumulator, fuel cell, or similar device. The battery cooling circuit can be a piping system designed primarily so that the cooling fluid circulates in a pressurized drain. The heat exchanger can be a device designed to exchange heat between two media.For example, it could be an oil-water heat exchanger.

[0019] This allows for a system that can easily provide thermal management for a vehicle's battery and drive unit, without complex wiring and the associated high pressure losses in the cooling system. Furthermore, unfavorable temperature levels can be avoided, as the required temperature can be individually maintained within the battery cooling circuit.

[0020] Preferably, the battery cooling circuit can include a pump, in particular an oil pump, which can draw the cooling fluid from a reservoir or oil sump. Preferably, the cooling fluid of the battery cooling circuit is not based on a water-glycol mixture, in particular an oil. This allows the battery cooling circuit to be advantageously connected to the drive unit. Furthermore, it is conceivable to connect the battery cooling circuit to other components of the vehicle. Moreover, by providing oil as the cooling fluid in the battery cooling circuit, lubrication of moving parts, such as a gearbox in the drive unit, can be provided simultaneously. Preferably, the oil used as the cooling fluid in the battery cooling circuit is a non-conductive oil.In contrast, water-based coolants have the disadvantage of being electrically conductive, meaning that contact with areas requiring insulation must not be made with this coolant. Therefore, with water cooling, a separate device, such as a cooling plate with channels (ZF Friedrichshafen AG File 303077, Friedrichshafen, 2024-09-26), is required to cool a battery. This, however, reduces the cooling capacity and its effectiveness. More precisely, in such a case, the waste heat must first be conducted from the battery to, for example, the cooling plate before it can be absorbed and dissipated by the coolant. This disadvantage is eliminated when oil is used as the cooling fluid, as direct contact with the cooling fluid / oil is possible. This allows for more efficient cooling of the battery or energy storage device.

[0021] Preferably, the battery cooling circuit is designed such that the cooling fluid comes into direct contact with the battery cells. This allows for efficient heat dissipation from the battery, which would not be possible with indirect contact between the coolant and the battery. To ensure increased operational reliability with such direct contact, it is advantageous to use non-electrically conductive oil as the cooling fluid.

[0022] Preferably, the battery cooling circuit comprises at least one circulation pump configured to pump the cooling fluid in a single direction. This direction runs from an upstream side to a downstream side. The circulation pump can, for example, be configured to pump the cooling fluid to the at least one battery and to the at least one drive unit. Furthermore, the circulation pump can be configured to draw in the fluid. Thus, the battery cooling circuit can include a section with a free-surface flow, such as a cooling fluid sump. The cooling fluid sump can also be referred to as a pump sump. This allows for hydraulic decoupling of the system.

[0023] Preferably, the circulation pump is integrated into at least one drive unit. In other words, it is particularly advantageous for the circulation pump to be integrated directly into the drive unit in order to draw the cooling fluid directly from a cooling fluid sump. This allows for a compact unit that is easy to install. ZF Friedrichshafen AG File 303077 Friedrichshafen 2024-09-26

[0024] Preferably, the battery cooling circuit is configured such that the cooling fluid first exchanges thermal energy with the at least one battery in one flow direction before exchanging thermal energy with the at least one drive unit. In other words, the at least one battery current can be arranged upstream of the at least one drive unit with respect to one flow direction of the cooling fluid in the battery circuit. Preferably, the battery cooling circuit is configured such that the circulation pump is arranged upstream of the battery and the cooling fluid first exchanges thermal energy with the at least one battery (6) in one flow direction before exchanging thermal energy with the at least one drive unit (5).This ensures that at least one battery is adequately cooled by the cooling fluid before the cooling fluid absorbs so much heat while cooling at least one drive unit that adequate battery cooling is no longer possible. Furthermore, the heat exchanger can be located upstream of the at least one battery. For example, the cooling fluid can be circulated through the heat exchanger, exchanging thermal energy with the coolant of the low-temperature circuit and / or the high-temperature circuit, and then directed to the battery before reaching the drive unit. There, it flows to the appropriate cooling and lubrication points (in cases where the fluid has lubricating properties, e.g., it is an oil). The cooling fluid can then drain without pressure into a cooling fluid sump. From there, it can be drawn back in by the circulation pump.

[0025] Preferably, the battery cooling circuit is designed such that the cooling fluid is also used to lubricate the at least one drive unit. The cooling fluid can preferably be an oil. This allows for a dual function: cooling and lubricating the at least one drive unit.

[0026] Preferably, the battery cooling circuit comprises a coolant sump and is designed such that the coolant flows into the coolant sump downstream of the at least one drive unit. In other words, a free-surface flow of the coolant can occur downstream of the at least one drive unit. This allows for hydraulic decoupling in the battery cooling circuit. Thus, the dual function of lubrication and cooling of the at least one drive unit can be satisfactorily provided, since the lubrication of the drive unit can lead to delays in the flow of the coolant depending on the operating state of the drive unit.By decoupling the battery cooling circuit through the provision of the cooling fluid sump, sufficient cooling fluid can always be provided downstream of the cooling fluid sump to ensure a satisfactory heat energy exchange between the battery and the cooling fluid in the battery cooling circuit.

[0027] Preferably, the battery cooling circuit is designed such that the cooling fluid flows out without pressure after heat exchange with the at least one drive unit. In other words, the cooling fluid can be supplied to the at least one drive unit in such a way that relatively moving elements can be lubricated. It is advantageous to switch from a pressurized outflow upstream of the drive unit to a free-surface outflow to ensure trouble-free connection of the battery cooling circuit to the at least one drive unit. In other words, the fluid can be supplied to the at least one drive unit or its components in a simple manner to provide sufficient lubrication and cooling.

[0028] Preferably, the battery cooling circuit is designed such that at least one drive unit is fluidically integrated into the battery cooling circuit. This allows the fluid to flow directly into the drive unit and supply it to the areas relevant for cooling, without the need for additional elements to exchange heat between the drive unit and the cooling fluid. This allows the at least one drive unit to be designed with less material, and also reduces the required installation space.

[0029] Preferably, the battery cooling circuit is fluidically independent of the high-temperature circuit and / or the low-temperature circuit. In other words, the battery cooling circuit can be a self-contained cooling circuit that does not exchange fluid with other cooling circuits. Rather, the battery cooling circuit can be designed such that it exchanges thermal energy exclusively via a heat exchanger, in particular a single heat exchanger. This allows the battery cooling circuit to fulfill the dual function of lubrication and cooling. Furthermore, the temperature in the battery cooling circuit can be individually controlled without the need for complex and technically demanding circuitry. The battery cooling circuit can therefore be a self-contained circuit that can exclusively cool or heat at least one drive unit and at least one battery.

[0030] Preferably, the heat exchanger is designed to exchange thermal energy between the low-temperature circuit and the battery circuit. This ensures that sufficient thermal energy can be exchanged between the battery cooling circuit and the low-temperature circuit.

[0031] Preferably, the high-temperature circuit and the low-temperature circuit are interconnectable, particularly fluidically interconnected. In other words, the high-temperature circuit and the low-temperature circuit can be interconnected or coupled by switching valves (e.g., multi-way valves) so that fluid can flow from the high-temperature circuit to the low-temperature circuit and vice versa. This allows the low-temperature and high-temperature circuits to be adjusted according to the respective driving situation and / or the ambient conditions in order to provide the desired heat energy transfer. The high-temperature circuit can, for example, include a heating / heating exchanger designed to heat air supplied to the passenger compartment in order to heat the vehicle's passenger compartment.Furthermore, the low-temperature circuit can exchange thermal energy with the high-temperature circuit via a heat pump. The high-temperature circuit can also include a radiator or similar device to exchange thermal energy with the environment. The low-temperature circuit can be connected to an air-cooler heat exchanger designed to extract heat from the air supplied to the passenger compartment in order to cool the passenger compartment. A DC-DC converter and / or an onboard charger can also be located in the low-temperature circuit. This document is from ZF Friedrichshafen AG, file number 303077, Friedrichshafen, dated September 26, 2024.

[0032] Power electronics are preferably cooled by the low-temperature circuit to provide high cooling capacity. Furthermore, at least one inverter, i.e., the power electronics of at least one drive unit, can be located in the low-temperature circuit. Such an arrangement provides an advantageous thermal management system that is adapted to virtually all driving and environmental conditions of a vehicle. In particular, this ensures the satisfactory functioning of the thermal management system and the components connected to it.

[0033] Preferably, a water-glycol-based cooling fluid is used in both the high-temperature and low-temperature circuits. The water-glycol-based cooling fluid offers the advantage of rapid heat energy transfer to and from the cooling fluid in the main cooling circuits (high-temperature and low-temperature circuits). Furthermore, the cooling fluid is less demanding hydraulically, thus facilitating simpler pipe routing.

[0034] Preferably, the low-temperature circuit is designed such that the vehicle's power electronics can exchange heat energy with it. It is advantageous for the power electronics to be cooled by the low-temperature circuit to provide sufficiently high cooling capacity.

[0035] Preferably, the high-temperature circuit includes at least one heat sink designed to exchange thermal energy between the environment and the high-temperature circuit. In other words, the high-temperature circuit can include a radiator capable of exchanging thermal energy with the environment.

[0036] Preferably, at least one interior heater is provided in the high-temperature circuit for heating the vehicle interior. The vehicle interior can be referred to as the passenger compartment. Providing the heater in the high-temperature circuit ensures that a satisfactory heating performance is always achievable. ZF Friedrichshafen AG File 303077 Friedrichshafen 2024-09-26

[0037] Preferably, at least one interior cooling system is provided in the low-temperature circuit for cooling the vehicle interior. This interior cooling system can, for example, be an air-to-water cooler. By integrating the interior cooling system into the low-temperature circuit, it can be operated with high efficiency, thus ensuring satisfactory climate control of the passenger compartment or vehicle interior.

[0038] According to a further aspect of the present invention, an axle assembly comprising a thermal management system according to one of the preceding embodiments is provided. The axle assembly may include power electronics, at least one electric drive unit, a parking lock, and / or a transmission. The axle assembly can be considered a modular unit.

[0039] According to a further aspect of the present invention, a vehicle is provided with a thermal management system according to one of the embodiments mentioned above or with an axle assembly according to the preceding embodiment. The vehicle may, for example, comprise two axle assemblies according to the embodiment described above.

[0040] According to a further aspect of the present invention, a method for cooling components of a vehicle, in particular an electric vehicle or a hybrid vehicle, is provided, comprising: heat energy exchange between at least one battery of the vehicle and a battery cooling circuit of the vehicle, heat energy exchange between at least one drive unit of the vehicle and the battery cooling circuit, and heat energy exchange between the battery cooling circuit and a first cooling circuit (e.g. a high-temperature circuit) and / or second cooling circuit (e.g. a low-temperature circuit) of the vehicle.

[0041] Individual features and embodiments can be combined with other features or embodiments to form new embodiments. Advantages and further developments of the individual features or embodiments (ZF Friedrichshafen AG File 303077, Friedrichshafen, 2024-09-26) then also apply analogously to the new embodiments. Advantages and further developments mentioned in connection with the device also apply analogously to the method, and vice versa.

[0042] The present invention is described in detail below with reference to the accompanying figures:

[0043] Fig. 1 shows a schematic circuit diagram of a thermal management system according to an embodiment of the present invention.

[0044] Fig. 2 shows a schematic circuit diagram of a thermal management system according to a further embodiment of the present invention.

[0045] Fig. 3 shows a schematic circuit diagram of a thermal management system according to a further embodiment of the present invention.

[0046] Fig. 4 shows a schematic circuit diagram of a thermal management system according to a further embodiment of the present invention.

[0047] Fig. 5 shows a schematic circuit diagram of a thermal management system according to a further embodiment of the present invention.

[0048] Fig. 6 shows a schematic circuit diagram of a thermal management system according to a further embodiment of the present invention.

[0049] Fig. 7 shows a schematic flowchart of a method according to an embodiment of the present invention.

[0050] Fig. 1 is a schematic circuit diagram of a thermal management system 1 for a vehicle with two electric drive motors 5. The thermal management system 1 comprises two cooling circuits that can have different temperature levels: a high-temperature circuit 3 and a low-temperature circuit 2. Furthermore, the thermal management system 1 includes a battery cooling circuit 4. A battery 6 and the two ZF Friedrichshafen AG File 303077 Friedrichshafen 2024-09-26

[0051] Drive units 5 are arranged. Furthermore, a heat exchanger 7 is arranged in the battery cooling circuit 4, which is designed to exchange thermal energy with the low-temperature circuit 2, or, by switching the valves 12, with the high-temperature circuit 3. A coolant circulates in the battery cooling circuit 4 in the flow direction. The flow direction is indicated by the arrows in Fig. 1. The battery cooling circuit 4 is designed such that the coolant first flows into the heat exchanger 7. In the heat exchanger 7, the fluid can then exchange thermal energy with the optionally connected cooling circuit (2 or 3). Subsequently, the coolant flows out of the heat exchanger 7 and to a battery 6 located directly downstream. The battery 6 is cooled by the coolant. Then the coolant flows to the first drive unit 5. The coolant cools the first drive unit 5 and then flows into the second drive unit 5.A cooling fluid sump 8 is arranged downstream of the first drive unit 5 and the second drive unit 5. In one embodiment of the present invention, the cooling fluid flowing out of the drive units 5 downstream can drain away without pressure in the cooling fluid sump 8. A pump 9 can draw the cooling fluid back from the cooling fluid sump 8 and feed it back to the heat exchanger 7. The cycle then begins anew. According to one embodiment, the battery is arranged directly downstream of the heat exchanger 7. According to another embodiment of the present invention, the at least one drive motor is arranged directly downstream of the battery 6. In the present embodiment, the high-temperature circuit 3 includes an air-coolant heat exchanger 31, which is designed to heat air supplied to the passenger compartment.Furthermore, the high-temperature circuit includes a radiator 32 designed to exchange heat energy with the environment. The low-temperature circuit 2 of the present embodiment includes an air-coolant heat exchanger 21 designed to cool and thus dehumidify air supplied to the passenger compartment. The low-temperature circuit also includes electronic components, such as an on-board charger 23 designed to supply the battery 6 with the required charging voltage from a three-phase power supply. In the present embodiment, a DC-DC converter 22 is also arranged in the low-temperature circuit 2. Furthermore, a first inverter 25 and a second inverter 24 are also arranged in the low-temperature circuit 2. ZF Friedrichshafen AG File 303077 Friedrichshafen 2024-09-26.

[0052] The low-temperature circuit 2 and the high-temperature circuit 3 can be coupled to each other by means of two switching valves 12. Furthermore, the thermal management system of the present embodiment includes a heat pump 10, which is designed to cool the low-temperature circuit and to heat the high-temperature circuit.

[0053] Fig. 2 is a schematic representation of a circuit diagram of a thermal management system 1 according to a further embodiment of the present invention. The embodiment shown in Fig. 2 corresponds essentially to the embodiment shown in Fig. 1, with the difference that only a drive unit 5 is arranged in the battery cooling circuit 4. However, the sequence in which the cooling fluid flows through the battery cooling circuit is identical to the previous embodiment. In other words, the cooling fluid flows from the cooled drive unit 5 to the pump 9 in order to be passed on to the heat exchanger 7. The heat exchanger 7 in turn exchanges thermal energy with a main cooling circuit in order to then pass the cooling fluid on to the battery 6. In the present embodiment, some components of the power electronics are also arranged in series in the low-temperature circuit 2.Furthermore, in the present embodiment, the thermal management system has an additional cooling circuit that cools a further drive unit 5. However, no battery is provided in this additional cooling circuit.

[0054] Fig. 3 is a schematic view of a circuit diagram of a thermal management system 1 according to a further embodiment of the present invention. The thermal management system 1 shown in Fig. 3 corresponds essentially to the thermal management system 1 shown in Fig. 1, with the difference that the two drive units 5 are connected in parallel to each other in the battery cooling circuit. This ensures that each drive unit 5 is supplied with cooling fluid of the same type.

[0055] Fig. 4 is a schematic view of a thermal management system according to a further embodiment of the present invention. The embodiment shown in Fig. 4 corresponds essentially to that shown in Fig. 3. ZF Friedrichshafen AG File 303077 Friedrichshafen 2024-09-26

[0056] In this embodiment, the power electronics of the drive units (especially the inverters) are arranged within the battery cooling circuit 4. This allows for a particularly compact thermal management system.

[0057] Fig. 5 is a schematic circuit diagram of a thermal management system 1 in a further embodiment of the present invention. The embodiment shown in Fig. 5 corresponds essentially to the embodiment shown in Fig. 4, with the difference that the inverters are not arranged in the battery cooling circuit, but in the low-temperature circuit 2. This offers the advantage that the inverters can be cooled by the low-temperature circuit 2 independently of the battery cooling circuit. This allows the battery cooling circuit to be individually tailored to the needs of the drive units and the battery 6.

[0058] Fig. 6 is a schematic circuit diagram of a thermal management system 1 according to a further embodiment of the present invention. The thermal management system 1 shown in Fig. 6 corresponds essentially to the thermal management system shown in Fig. 5. The difference is that in Fig. 6, the battery cooling circuit 4 is heated by the high-temperature circuit 3. The low-temperature circuit 2 and the high-temperature circuit 3 are interconnected by the two valves 12 such that heated cooling fluid from the high-temperature circuit 3 is supplied to the heat exchanger 7 of the battery cooling circuit 4. This allows thermal energy to be supplied to the battery cooling circuit 4. This is necessary, for example, when the temperature of the battery 6 is too low for unrestricted operation. This is advantageous, for instance, at particularly cold ambient temperatures.

[0059] Fig. 7 is a schematic flowchart illustrating the sequence of a method according to an embodiment of the present invention. In step S1, a heat energy exchange is carried out between at least one battery 6 of the vehicle and a battery cooling circuit of the vehicle. In step S2, a heat energy exchange is provided between at least one drive unit 5 of the vehicle and the battery cooling circuit 4. Finally, in step S3, a ZF Friedrichshafen AG File 303077 Friedrichshafen 2024-09-26

[0060] Heat energy exchange is provided between the battery cooling circuit 4 and a high-temperature circuit and / or a low-temperature circuit of the vehicle.

[0061] ZF Friedrichshafen AG File 303077 Friedrichshafen 2024-09-26

[0062] Reference mark

[0063] 1 Thermal management system

[0064] 2 Low-temperature circuit

[0065] 3 High-temperature circuit

[0066] 4 Battery cooling circuit

[0067] 5 Drive unit

[0068] 6 batteries

[0069] 7 heat exchangers

[0070] 8 Cooling fluid sump

[0071] 9 Circulation pump

[0072] 10 Heat pump

[0073] 12 Diverter valve

[0074] 21 Air conditioning

[0075] 22 DC-DC converters

[0076] 23 On-board chargers

[0077] 24 first inverter

[0078] 25 second inverter

[0079] 31 stokers

[0080] 32 Radiator

Claims

ZF Friedrichshafen AG File 303077 Friedrichshafen 2024-09-26 Patent claims 1. Thermal management system (1) for a vehicle, in particular an electric vehicle or a hybrid vehicle, comprising: at least one coolant circuit (2), a battery cooling circuit (4) designed to exchange thermal energy with at least one drive unit (5) of the vehicle and at least one battery (6) of the vehicle by means of a cooling fluid, and a heat exchanger (7) designed to exchange thermal energy between the at least one coolant circuit and the battery cooling circuit (4).

2. Thermal management system (1) according to claim 1, wherein the cooling fluid of the battery cooling circuit (4) is a fluid not based on a water-glycol mixture, in particular an oil.

3. Thermal management system (1) according to one of the preceding claims, wherein the battery cooling circuit (4) is configured such that the cooling fluid first exchanges thermal energy with the at least one battery (6) in a flow direction before exchanging thermal energy with the at least one drive unit (5).

4. Thermal management system (1) according to one of the preceding claims, wherein the battery cooling circuit (4) is designed such that the cooling fluid is also used to lubricate the at least one drive unit (5).

5. Thermal management system (1) according to one of the preceding claims, wherein the battery cooling circuit (4) comprises a cooling fluid sump (8) and is designed such that cooling fluid flows downstream of the at least one drive unit (5) into the cooling fluid sump (8).

6. Thermal management system (1) according to one of the preceding claims, wherein the battery cooling circuit (4) is designed such that the at least one drive unit (5) is fluidically integrated into the battery cooling circuit (4). ZF Friedrichshafen AG File 303077 Friedrichshafen 2024-09-26 7. Thermal management system (1) according to one of the preceding claims, wherein the battery cooling circuit is fluidically independent of the high temperature circuit (3) and / or the low temperature circuit (2).

8. Thermal management system (1) according to one of the preceding claims, wherein the heat exchanger (7) is configured to exchange thermal energy between a low-temperature circuit (2) and the battery circuit (4).

9. Axle assembly comprising a thermal management system (10) according to one of the preceding claims.

10. Vehicle with a thermal management system (10) according to one of claims 1 to 8 or an axle assembly according to claim 9.

11. Method for cooling components of a vehicle, in particular an electric vehicle or a hybrid vehicle, comprising: Heat energy exchange between at least one battery (6) of the vehicle and a battery cooling circuit (4) of the vehicle, Heat energy exchange between at least one drive unit (5) of the vehicle and the battery cooling circuit (4), and Heat energy exchange between the battery cooling circuit (4) and a first cooling circuit (3) and / or a second cooling circuit (2) of the vehicle.

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