DE102020133002A1 - Battery cooling system with extinguishing function - Google Patents

Abstract

The present invention relates to a battery cooling system (10) for cooling an electrical energy store (2), preferably for a battery-electric vehicle (1), with a heat sink (11) for cooling a battery cell (9), the heat sink (11) being connected to a cooling circuit (3) can be connected and a liquid coolant can flow through it, and wherein the heat sink (11) has a predetermined breaking point (12) in the area of the battery cell (9) to be cooled, which opens under a predetermined mechanical load, so that the coolant can flow out of the heat sink (11) and reach the battery cell (9). An improved response of the quenching function can be achieved by designing the respective predetermined breaking point (12) in such a way that it opens at a predetermined limit pressure in the coolant, the battery cooling system (10) has a pressure accumulator (13) which, if necessary, can be fluidically connected directly or indirectly to the cooling body (11) in order to reduce the pressure in the K to increase coolant to or above the limit pressure.

Description

The present invention relates to a battery cooling system for cooling an electric battery according to the preamble of claim 1. The invention also relates to an electrical energy store for a battery electric vehicle, which is equipped with such a battery cooling system. Furthermore, the invention relates to a battery-electric vehicle that is equipped with such an electrical energy store.

An electrical energy store for a battery-electric vehicle includes a large number of battery cells, which can be combined in battery modules. Various causes, such as overcharging, overheating and manufacturing defects, can cause individual battery cells to overheat during power delivery or charging. In particular, a battery cell can thermally run away. This error case is also referred to as thermal runaway. In the case of thermal runaway, highly flammable gases can escape from the respective battery cell under relatively high pressure. Arcing or sparks can also occur, which can cause these gases to ignite. If the gases ignite, very high temperatures can occur in the event of a fire, with a high potential for damage to the electrical energy storage device and its periphery. Although great effort is made to prevent such thermal runaway, thermal runaway can never be completely ruled out. If, despite all protective measures, such a thermal runaway occurs, it can infect neighboring battery cells or even entire battery modules, which is referred to as propagation and can usually result in a total loss of the energy storage device and possibly the vehicle equipped with it. In order to be able to counteract such a fault, generic battery cooling systems are used, which are equipped with a quenching function.

A generic battery cooling system is, for example, from DE 10 2014 204 263 A1 is known and includes a heat sink for cooling at least one battery cell, wherein the heat sink can be connected to a cooling circuit and a liquid coolant can flow through it. The heat sink has at least one predetermined breaking point in the area of the respective battery cell to be cooled, which opens at a predetermined mechanical and/or thermal load, so that the coolant can escape from the heat sink and reach the respective battery cell. In the known battery cooling system, the respective heat sink is made of plastic, so that in the event of a fault in which the respective battery cell overheats, the plastic melts or softens and preferably fails in the area of the predetermined breaking point. This allows the coolant to exit the heatsink and reach the faulty battery cell, cooling it and possibly extinguishing a fire. In the known battery cooling system, liquid carbon dioxide is used as the coolant, which is vaporized in the heat sink in order to produce an efficient cooling effect. In order to be able to use liquid carbon dioxide as a coolant in the heat sink, the heat sink must have a high pressure resistance. For example, there is usually a working pressure of about 60 bar in liquid carbon dioxide.

In the known battery cooling system, a high thermal load on the predetermined breaking point is therefore required so that the plastic of the heat sink melts and the predetermined breaking point can open. Depending on the error, it can take a relatively long time, especially in connection with a functioning battery cooling system, for the actively cooled heat sink to heat up to such an extent that the predetermined breaking point fails. However, a thermal runaway in particular can be extremely time-critical, so that it is advantageous to initiate extinguishing measures as early as possible.

Another battery cooling system is out of the DE 10 2014 210 158 A1 known, in which a cooling duct system is equipped with a predetermined breaking point and/or with a valve in order to allow coolant to escape if necessary and reach the respective battery cell.

From the DE 10 2008 059 948 A1 and from the DE 10 2008 059 968 A1 Batteries with a cooling plate are known, the cooling plate having an emergency opening which can be opened as needed using an actuating element in order to allow coolant to escape. The actuating element can be designed as a bimetal, as a melted body, as a bursting disk and/or as a thin point.

From the DE 10 2018 205 876 A1 a battery cooling system is known in which, if necessary, an extinguishing agent can be introduced into the battery.

Finally it is from the DE 10 2018 213 547 A1 known to use carbon dioxide as a coolant in a battery cooling system. Carbon dioxide also represents an extinguishing agent in this context, since it displaces the oxygen required for a fire.

The present invention deals with the problem of specifying an advantageous or at least another embodiment for a battery cooling system of the type described above and for an electrical energy store equipped therewith and for a battery-electric vehicle equipped therewith special characterized by a short response time in case of need.

According to the invention, this problem is solved by the subject matter of the independent claim. Advantageous embodiments are the subject matter of the dependent claims.

The invention is based on the general idea of designing the respective predetermined breaking point in such a way that it opens at a predetermined limit pressure in the coolant. In other words, the respective predetermined breaking point is designed to burst at the predetermined limit pressure in the coolant. As soon as the pressure in the coolant reaches or exceeds the predetermined limit pressure, the respective predetermined breaking point bursts and the coolant can escape. According to the invention, the battery cooling system is also equipped with a pressure accumulator which, if necessary, can be fluidically connected directly or indirectly to the heat sink in order to increase the pressure in the coolant to or above the limit pressure. In the pressure accumulator there is an accumulator pressure that is greater than the limit pressure. The pressure accumulator can be fluidically connected permanently by means of a corresponding pressure line to the heat sink or to the cooling circuit in which the heat sink is integrated. Normally, however, this pressure line is blocked. If necessary, this pressure line is opened, whereby the fluidic connection is active and the pressure accumulator can increase the pressure in the coolant. The activation of the fluidic connection between the pressure accumulator and the heat sink can take place briefly if necessary and can be carried out in pulses. Due to the rapid increase in pressure in the coolant, the respective predetermined breaking point bursts. At the same time, the increased pressure in the coolant causes an increased outflow of the coolant from the open predetermined breaking point, so that a large amount of coolant can escape in a short time and reach the respective battery cell or battery module. If necessary, a large amount of coolant can reach the faulty battery cell or the respective battery module in a short time. An efficient quenching effect can thus be brought about at the faulty battery cell. A fundamental difference to a battery cooling system, in which the respective predetermined breaking point gives way in the event of overheating, can be seen in the fact that the coolant pressure inside the heat sink can be controlled or influenced independently of the temperature outside the heat sink. In particular, by taking suitable measures, the coolant pressure can be increased if necessary even when the temperature outside of the heat sink is still comparatively low.

In the present context, the case of need is basically any case or any situation in which a malfunction occurs or is detected in at least one of the battery cells, which can lead to heating and in particular to overheating of the respective battery cell. The case of need can be identified, for example, on the basis of corresponding signals from a battery controller. For example, unexpected or impermissible voltage curves or current curves can signal a fault in a battery cell. It is also conceivable to identify the case of need with the help of at least one corresponding sensor, which for this purpose can be positioned in particular in the area of the respective battery cell.

According to an advantageous embodiment, the accumulator can store a gas under accumulator pressure in liquid or gaseous form, which is fed to the coolant if necessary, so that the gas can also escape from the heat sink and reach the respective battery cell or battery module. The accumulator pressure is higher than the normal operating pressure in the coolant of the cooling circuit. For example, the accumulator pressure can be at least 10 times greater than the operating pressure. The accumulator pressure is expediently greater than the limit pressure. In particular, the accumulator pressure can be at least 1.5 times greater than the limit pressure. Such a high pressure can be provided particularly easily with the aid of a compressed gas. This is particularly easy to do with the help of a liquid gas, ie a gas that is compressed to the liquid state and is stored in the pressure accumulator at ambient temperature.

According to another advantageous embodiment, the pressure accumulator can store an extinguishing agent under storage pressure, in particular carbon dioxide. In this way, if necessary, the extinguishing agent can also be mixed with the coolant, as a result of which the faulty battery cell can also be supplied with an extinguishing agent in addition to the coolant. It is clear that in this case a coolant other than carbon dioxide is used. In particular, a water-based coolant can be used.

According to another advantageous embodiment, the pressure accumulator can be connected via at least one pressure line to the heat sink or to the cooling circuit to which the respective heat sink is in turn connected. The respective pressure line can have an electrically controllable control valve for opening and blocking the respective pressure line. This control valve can now be electrically coupled either indirectly via a controller or directly to a sensor for detecting the need. If necessary, the controller or the sensor can now activate the control valve to open the respective pressure line. Normally, i.e. if none If necessary, the control valve is closed, so that the fluidic connection between the pressure accumulator and the cooling circuit or between the pressure accumulator and the heat sink is deactivated. The sensor, which can be designed as a temperature sensor and/or as a smoke sensor and/or as a pressure sensor, for example, reliably detects what is needed, for example an impermissibly high temperature and/or pressure increase or the presence of a gas that is causing the error. The respective sensor can be arranged on the respective battery cell or on the respective battery module or on a battery housing having a plurality of battery modules.

According to an advantageous embodiment, the heat sink can be designed as a cooling plate that contains at least one cooling channel in which the coolant flows. The respective predetermined breaking point can then be arranged on or along such a cooling channel, whereby a targeted and directed exit of the coolant from the cooling plate in the direction of the respective battery cell or in the direction of the respective battery module can be achieved.

An electrical energy store according to the invention, which is provided for a battery-electric vehicle, has at least one battery module that has a plurality of battery cells. Furthermore, the energy store is equipped with a battery cooling system of the type described above, with at least one heat sink of the battery cooling system being arranged on the battery module or on at least one battery cell. It is conceivable that the battery cooling system comprises several heat sinks with predetermined breaking points, which are assigned to several battery modules and/or several battery cells, with only a single, common pressure accumulator being provided in order to open the predetermined breaking points on all heat sinks at the same time, if necessary, so that all battery modules or .Battery cells to which the heat sinks are assigned can be erased simultaneously. Alternatively, it is also conceivable to assign a common heat sink to several battery cells within a battery module or to assign each battery cell its own heat sink. Furthermore, a common pressure accumulator can be provided. Likewise, several separate accumulators can be provided. In any case, it is conceivable to provide several separate pressure lines that are assigned separately to the individual heat sinks or groups of heat sinks. These pressure lines can be opened and closed with separate control valves. The individual battery cells or battery cell groups can be monitored separately via a sensor system comprising several sensors, which means that it is possible, if necessary, to control the control valves for activating the pressurization only in the area of the affected individual battery cell or in the area of the affected battery cells. This can reduce damage to the battery cooling system if necessary.

According to an advantageous embodiment, the energy store can have at least one battery housing in which the respective battery module and the respective heat sink are arranged. A battery housing of this type can expediently be designed as a hermetically sealed pressure body. In order to avoid excess pressure in the battery housing in the event of a battery cell overheating, the battery housing can be equipped with a pressure compensation device, for example in the form of a bursting opening or in the form of an overpressure opening valve.

Another advantageous embodiment proposes that a sensor for detecting the need be arranged on or in the battery housing. With the help of this sensor, all battery cells that are arranged within the battery housing can be monitored with regard to the need.

A battery-electric vehicle according to the invention, which can preferably be a passenger car, is equipped with an electrical energy store of the type described above. Furthermore, the vehicle is equipped with a cooling circuit in which a coolant circulates and which is connected to the respective heat sink via at least one coolant line.

According to an advantageous embodiment, the respective pressure accumulator of the battery cooling system can be connected via at least one pressure line to such a coolant line leading to the respective heat sink. The respective pressure accumulator is thus indirectly connected to the respective heat sink, namely via the coolant line. This makes it possible, in particular, to connect the pressure accumulator to the cooling circuit at basically any suitable point, which considerably simplifies the routing of the lines.

The cooling circuit of the vehicle can have a pressure equalization tank in which a coolant volume is stored and which has a pretensioning device, eg with a gas volume, in order to provide a predetermined working pressure or operating pressure in the cooling circuit. Furthermore, the cooling circuit can be equipped with a coolant pump, which is expediently arranged within the respective coolant line upstream of the respective heat sink. According to a particular embodiment, the cooling circuit can also be equipped with at least one non-return valve located upstream of a connection point of the pressure line within the respective long coolant line to prevent damage to the pressure accumulator and/or the coolant pump due to the increased pressure in the coolant if necessary.

Further important features and advantages of the invention result from the dependent claims, from the drawing and from the associated description of the figures with reference to the drawings.

It goes without saying that the features mentioned above and those still to be explained below can be used not only in the combination specified in each case, but also in other combinations or on their own, without departing from the scope of the invention. Components of a higher-level unit, such as a device, a device or an arrangement that are mentioned above and are to be mentioned below, which are designated separately, can form separate parts or components of this unit or be integral areas or sections of this unit, even if this shown differently in the drawings.

Preferred exemplary embodiments of the invention are illustrated in the drawings and are explained in more detail in the following description, with the same reference symbols referring to identical or similar or functionally identical components.

• 1 eine stark vereinfachte, schaltplanartige Prinzipdarstellung eines batterieelektrischen Fahrzeugs, das mit einem elektrischen Energiespeicher und mit einem Batteriekühlsystem ausgestattet ist,
• 2 ein vergrößertes Detail II aus 1 im Bereich eines Kühlkörpers.

They show, each schematically,

• 1 a highly simplified, schematic diagram of a battery-electric vehicle that is equipped with an electrical energy storage device and a battery cooling system,
• 2 an enlarged detail II 1 in the area of a heat sink.

Corresponding 1 includes a battery electric vehicle 1, which is preferably a passenger car, an electrical energy storage device 2 for power supply of electric drive motors of the vehicle 1, not shown here. The vehicle 1 also includes a cooling circuit 3, in which a liquid coolant circulates. A water-based coolant is preferably used here. The cooling circuit 3 has several coolant lines 4 . The cooling circuit 3 can contain a coolant pump 5 which drives the coolant in the cooling circuit 3 . Furthermore, the cooling circuit 3 can be equipped with a pressure equalization tank 6 in which a volume of coolant is stored and which is connected to the coolant lines 4 of the cooling circuit 3 . Optionally, at least one non-return valve 7 can be provided, which in the example of 1 is arranged downstream of the coolant pump 5 in one of the coolant lines 4 .

The electrical energy store 2 comprises at least one battery module 8, in which several battery cells 9 are combined. In 1 only one battery cell 9 can be seen. Furthermore, in 1 only one battery module 8 is shown. It is clear that the energy store 2 can have two or more battery modules 8 . The energy store 2 is equipped with a battery cooling system 10 which has at least one heat sink 11 which is used to cool at least one battery cell 9 or to cool at least one battery module 8 . The heat sink 11 is connected to the cooling circuit 3 so that liquid coolant flows through it when the cooling circuit 3 is in operation. According to 2 the heat sink 11 can have at least one predetermined breaking point 12 in the area of the battery cell 9 to be cooled or in the area of the battery module 8 to be cooled. In the example of 1 the heat sink 11 is equipped with a large number of predetermined breaking points 12 of this type. The respective predetermined breaking point 12 is designed in such a way that it opens under a predetermined mechanical load, so that the coolant can escape from the heat sink 11 and reach the respective battery cell 9 or the battery module 8 . This allows a delete function to be implemented for a predetermined need.

The respective predetermined breaking point 12 is now configured in such a way that it opens at a predetermined limit pressure that prevails in the coolant. In other words, if the pressure in the coolant within the heat sink 11 rises to the limit pressure, the respective predetermined breaking point 12 bursts, so that the coolant can flow out under increased pressure. The increased pressure ensures a high volume flow of escaping coolant, which supports the extinguishing function.

Corresponding 1 the battery cooling system 10 has a pressure accumulator 13, which can be fluidically connected directly or indirectly to the cooling body 11, if necessary, in order to increase the pressure in the coolant to or above the limit pressure, if necessary, in order to cause the respective predetermined breaking point 12 to burst. For this purpose, the pressure accumulator 13 is either connected directly to the respective heat sink 11 via at least one pressure line 14 or as in 1 indirectly, namely via one of the coolant lines 4. In the example 1 the pressure line 14 is connected via a connection point 15 to the coolant line 4 leading from the coolant pump 5 to the heat sink 11 . In this respect, the pressure accumulator 13 is indirectly fluidly connected to the cooling body 11 , namely via the coolant line 4 .

The accumulator 13 stores an accumulator pressurized gas in a gaseous or liquid state. The gas provided in the pressure accumulator 13 is preferably an extinguishing agent, preferably carbon dioxide. The accumulator pressure is expediently higher than the limit pressure, so that when the fluidic connection between the pressure accumulator 13 and the cooling circuit 3 is activated, it is possible to increase the pressure in the coolant within the cooling body 11 to or above the limit pressure. If necessary, the gas supplied to the coolant via the pressure accumulator 13, in particular the respective extinguishing agent, can also escape through the ruptured predetermined breaking points 12 if necessary and reach the respective battery cell 9 or the respective battery module 8. In particular in connection with an extinguishing agent, the extinguishing effect can thus be significantly improved. By using a gas liquefied under high pressure as the extinguishing agent, a large quantity of extinguishing agent can be supplied to the respective battery cell 9 or the respective battery module 8 very efficiently, resulting in a particularly efficient extinguishing effect. The gas possibly mixed with the coolant can also quickly take up a large volume in the area of the respective battery cell 9 or the battery module 8 and displace the gas mixture present there, which consists, for example, of oxygen or air and possibly gas escaping from the respective battery cell 9. which also results in an efficient extinguishing effect.

In order to avoid damage to the coolant pump 5 and/or the expansion tank 6 if necessary, the connection point 15 is arranged between the heat sink 11 and the check valve 7 on the coolant line 4 leading to the heat sink 11 .

An electrically controllable control valve 16 can now be expediently arranged in the pressure line 14 and serves to open and block the pressure line 14 . Only when control valve 16 opens pressure line 14 is the fluidic connection between pressure accumulator 13 and cooling circuit 3 active and enables the desired increase in pressure in the coolant within cooling body 11. If, on the other hand, control valve 16 blocks pressure line 14, this fluidic connection is between pressure accumulator 13 and Cooling circuit 3 deactivated, so that the usual working pressure that is generated by the coolant pump 5 prevails in the coolant within the cooling circuit 3 .

The battery cooling system 10 can now also be coupled with at least one sensor 17 for detecting the need. This sensor 17 can be designed, for example, as a temperature sensor and/or as a smoke sensor and/or as a pressure sensor. The sensor 17 is coupled to the control valve 16 via a control line 18 and therefore activates the control valve 16 to open the respective pressure line 14 if necessary. It is clear that instead of the direct signal connection shown here in simplified form, an in 1 additionally shown control 22 can be provided, which is coupled on the one hand with the respective sensor 17 and on the other hand with the respective control valve 16. The sections of the control line 18 which, in this alternative, connect the controller 22 to the sensor 17 or to the control valve 16 are shown with a broken line. This controller 22 can be arranged in a separate control unit (not shown), for example. It is also conceivable to integrate this controller 22 into a battery controller (not shown). The sensor 17 sends its sensor signals to the controller 22, which monitors them in order to identify the need. If the need is recognized, the controller 22 controls the control valve 16 to open the pressure line 14 .

The energy store 2 can be equipped with at least one battery housing 19 in which the respective battery module 8 is arranged. The respective heat sink 11 is also expediently arranged at least partially inside this battery housing 19 . For example, the heat sink 11 can form a wall or a base of the battery housing 19 . Several battery modules 8 can be arranged in the battery housing 19 . However, it can expediently be provided that a separate battery housing 19 is provided for each battery module 8 . The sensor 17 can be arranged on or in this battery housing 19 for detecting the need. In 1 an arrangement on the outside of the battery case 19 is shown. An arrangement inside the battery housing 19 is also conceivable. The battery housing 19 can have a pressure compensation device 20 in order to prevent the battery housing 19 from bursting when the pressure inside the battery housing 19 increases. The pressure compensation device 20 can be designed as a bursting disk or an overpressure opening valve.

The heat sink 11 can be designed in the form of a plate or as a cooling plate which contains at least one cooling channel 21 in which the coolant flows. The respective predetermined breaking point 12 is arranged on this cooling channel 21 . If several predetermined breaking points 12 are present, they are arranged along this cooling channel 21 . In contrast, a single elongated predetermined breaking point 12, which extends along the cooling channel 21, is preferred. In the example of 1 the heat sink 11 designed as a cooling plate forms a wall, here the bottom of the battery housing 19 and is therefore the entire battery module 8 or all battery cells 9 of the Battery module 8 assigned. The predetermined breaking points 12 are then located on a side of the heat sink 11 that faces the interior of the battery housing 19.

In the event of a fault, a battery cell 9 can overheat, in particular thermally continuously. The atypical electrical behavior that occurs in the respective battery cell 9 can be detected by a suitable battery controller (not shown). In particular, the battery controller can identify the need and, if necessary, can activate the control valve 16 to open the pressure line 14 . It is also conceivable that the sensor 17 detects the rise in temperature and/or rise in pressure in the battery housing 19 associated with the fault. It is also conceivable that the sensor 19 detects the presence of a gas that is produced with this type of error. In any case, the sensor 17, if necessary in conjunction with the associated controller 22, can recognize the need using the parameter(s) monitored by the sensor 17. If necessary, the sensor 17 or the optionally provided controller 22 can then control the control valve 16 to open the pressure line 14 via the control line 18 . If the pressure line 14 is open, the fluidic connection between the pressure accumulator 13 and the respective heat sink 11 is also activated, so that the pressure in the coolant increases sharply and reaches or exceeds the predetermined limit pressure, so that the respective predetermined breaking point 12 opens or bursts. As a result, the coolant, which is under high pressure, can quickly escape from the heat sink 11 and reach the respective battery module 8 or the respective battery cell 9 . Due to the increased pressure in the coolant, a large amount of coolant can get to the faulty battery cell 9, in particular to the respective seat of the fire, in a short time. If an extinguishing agent, in particular liquid carbon dioxide, is stored in the pressure accumulator 13, the extinguishing agent can also reach the faulty battery cell 9, in particular the source of the fire, through the opened predetermined breaking points 12 if necessary. The expanding carbon dioxide absorbs a lot of heat and displaces oxygen, providing efficient fire extinguishing.

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• DE 102014204263 A1 [0003]
• DE 102014210158 A1 [0005]
• DE 102008059948 A1 [0006]
• DE 102008059968 A1 [0006]
• DE 102018205876 A1 [0007]
• DE 102018213547 A1 [0008]

Claims (10)

Battery cooling system (10) for cooling an electrical energy store (2), preferably for a battery-electric vehicle (1), - with at least one heat sink (11) for cooling at least one battery cell (9) or a battery module (8) having a plurality of battery cells (9) , - wherein the cooling body (11) can be connected to a cooling circuit (3) and a liquid coolant can flow through it, - wherein the cooling body (11) is located in the area of the respective battery cell (9) to be cooled or in the area of the battery module (8 ) has at least one predetermined breaking point (12) which opens under a predetermined mechanical load, so that the coolant can escape from the heat sink (11) and reach the respective battery cell (9) or the respective battery module (8), characterized in that the respective predetermined breaking point (12) is designed in such a way that it opens at a predetermined limit pressure in the coolant, - that the battery cooling system (10) has a pressure memory (13) which, if necessary, can be connected fluidically directly or indirectly to the heat sink (11) in order to increase the pressure in the coolant to or above the limit pressure. Battery cooling system (10) after claim 1 , characterized in that the pressure accumulator (13) stores a gas under accumulator pressure in liquid or gaseous form, which is fed to the coolant if necessary, so that the gas also escapes from the heat sink (11) and goes to the respective battery cell (9) or to the respective Battery module (8) can reach. Battery cooling system (10) after claim 1 or 2 , characterized in that the pressure accumulator (13) stores an extinguishing agent under storage pressure, in particular carbon dioxide. Battery cooling system (10) according to one of Claims 1 until 3 , characterized in that - the pressure accumulator (13) is connected via at least one pressure line (14) to the heat sink (11) or to the cooling circuit (3) to which the respective heat sink (11) is connected, - that the respective pressure line (14) has an electrically controllable control valve (16) for opening and blocking the respective pressure line (14), - that the control valve (16) is electrically coupled indirectly via a controller (22) or directly to a sensor (17) for detecting the need - that if necessary, the sensor (17) or the controller (22) controls the control valve (16) to open the respective pressure line (14). Battery cooling system (10) according to one of Claims 1 until 4 , characterized in that - the cooling body (11) is designed as a cooling plate which contains at least one cooling channel (21) into which the coolant flows, - the respective predetermined breaking point (12) is arranged on or along such a cooling channel (21). . Electrical energy store (2) for a battery-electric vehicle (1), - with at least one battery module (8) which has a plurality of battery cells (9), - with a battery cooling system (10) according to one of Claims 1 until 5 - wherein at least one such heat sink (11) is arranged on the battery module (8) or on at least one battery cell (9). Energy storage (2) after claim 6 , characterized in that the energy store (2) has at least one battery housing (19) in which the respective battery module (8) and the respective heat sink (11) are arranged. Energy storage (2) after claim 7 , characterized in that a sensor (17) for detecting the need is arranged on or in the battery housing (19). Battery electric vehicle (1), in particular a passenger car, - with an electrical energy store (2) according to one of Claims 6 until 8th - With a cooling circuit (3) in which a coolant circulates and which is connected to the respective cooling body (11) via at least one coolant line (4). Vehicle (1) after claim 9 , characterized in that the respective pressure accumulator (13) is connected via at least one pressure line (14) to such a coolant line (4) leading to the respective heat sink (11).

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