EP1197644A1 - Système et procédé de refroidissement pour véhicule à propulsion hybride - Google Patents
Système et procédé de refroidissement pour véhicule à propulsion hybride Download PDFInfo
- Publication number
- EP1197644A1 EP1197644A1 EP01402641A EP01402641A EP1197644A1 EP 1197644 A1 EP1197644 A1 EP 1197644A1 EP 01402641 A EP01402641 A EP 01402641A EP 01402641 A EP01402641 A EP 01402641A EP 1197644 A1 EP1197644 A1 EP 1197644A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- engine
- pipe
- branch
- heat
- radiator
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F28—HEAT EXCHANGE IN GENERAL
- F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
- F28D1/00—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators
- F28D1/02—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid
- F28D1/04—Heat-exchange apparatus having stationary conduit assemblies for one heat-exchange medium only, the media being in contact with different sides of the conduit wall, in which the other heat-exchange medium is a large body of fluid, e.g. domestic or motor car radiators with heat-exchange conduits immersed in the body of fluid with tubular conduits
- F28D1/0408—Multi-circuit heat exchangers, e.g. integrating different heat exchange sections in the same unit or heat exchangers for more than two fluids
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P3/00—Liquid cooling
- F01P3/20—Cooling circuits not specific to a single part of engine or machine
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P7/00—Controlling of coolant flow
- F01P7/14—Controlling of coolant flow the coolant being liquid
- F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
- F01P7/165—Controlling of coolant flow the coolant being liquid by thermostatic control characterised by systems with two or more loops
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P5/00—Pumping cooling-air or liquid coolants
- F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
- F01P2005/105—Using two or more pumps
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P5/00—Pumping cooling-air or liquid coolants
- F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
- F01P5/12—Pump-driving arrangements
- F01P2005/125—Driving auxiliary pumps electrically
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P7/00—Controlling of coolant flow
- F01P7/14—Controlling of coolant flow the coolant being liquid
- F01P2007/146—Controlling of coolant flow the coolant being liquid using valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P2025/00—Measuring
- F01P2025/08—Temperature
- F01P2025/30—Engine incoming fluid temperature
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P2025/00—Measuring
- F01P2025/08—Temperature
- F01P2025/32—Engine outcoming fluid temperature
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P2050/00—Applications
- F01P2050/24—Hybrid vehicles
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P2050/00—Applications
- F01P2050/30—Circuit boards
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P2060/00—Cooling circuits using auxiliaries
- F01P2060/04—Lubricant cooler
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P2060/00—Cooling circuits using auxiliaries
- F01P2060/04—Lubricant cooler
- F01P2060/045—Lubricant cooler for transmissions
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P2060/00—Cooling circuits using auxiliaries
- F01P2060/08—Cabin heater
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F28—HEAT EXCHANGE IN GENERAL
- F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
- F28D21/00—Heat-exchange apparatus not covered by any of the groups F28D1/00 - F28D20/00
- F28D2021/0019—Other heat exchangers for particular applications; Heat exchange systems not otherwise provided for
- F28D2021/008—Other heat exchangers for particular applications; Heat exchange systems not otherwise provided for for vehicles
- F28D2021/0091—Radiators
- F28D2021/0094—Radiators for recooling the engine coolant
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F28—HEAT EXCHANGE IN GENERAL
- F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
- F28D21/00—Heat-exchange apparatus not covered by any of the groups F28D1/00 - F28D20/00
- F28D2021/0019—Other heat exchangers for particular applications; Heat exchange systems not otherwise provided for
- F28D2021/008—Other heat exchangers for particular applications; Heat exchange systems not otherwise provided for for vehicles
- F28D2021/0091—Radiators
- F28D2021/0096—Radiators for space heating
Definitions
- the present invention relates to a cooling system for hybrid propulsion vehicle.
- Hybrid vehicles generally include a thermal engine, one or two electric motors, a generator electrical voltage, and a set of electronic converter of power which either powers the electric motor (s) or charges the batteries, all of which must be cooled in order to operate within conditions for which they are intended. We are looking to take advantage of this double motorization to minimize consumption and polluting emissions, so as to remain below the authorized levels.
- Engine coolant electric has a flow rate of the order of 100 to 500 l / hour at a temperature of 50 to 70 °.
- the coolant of a heat engine has a flow which can be twenty times higher, at a temperature of the order of 100 to 110 ° maximum.
- Document FR 2 748 428 describes a cooling system for a hybrid propulsion vehicle comprising a heat engine and a electric motor, comprising a heat transfer liquid circulating in the engines and in a radiator and means for that, the heat engine being stopped and the electric motor running, the liquid coolant circulates in a first part of the radiator only, and so that, with both engines running, the heat transfer liquid circulates in both parts of the radiator.
- the present invention proposes to overcome the limitations of classic techniques by proposing a cooling system working optimally in all cases and allowing reduce energy consumption and polluting emissions.
- the present invention proposes to reduce the duration of operation of a coolant circulation pump in the electric motor.
- the present invention proposes to maintain the electric motor and low temperature power electronics.
- the cooling system is intended for a hybrid propulsion vehicle comprising an engine thermal and at least one electric motor.
- the system is of the type comprising a heat transfer fluid capable of cooling the combustion engines and electric, a radiator comprising a plurality of channels cooling and capable of cooling the heat transfer liquid by exchange thermal with an air current, a first pipe between said radiator and heat engine in the direction of fluid flow coolant and a second pipe between said heat engine and said radiator in the flow direction of the heat transfer fluid.
- the system includes a branch pipe comprising a first branch connected to the first pipe and a second branch connected to a pipe upstream of the engine, said bypass pipe being able to cool the electric motor.
- the first branch goes through the motor electric and an electronic power unit of the electric motor.
- the first branch is equipped with a heat transfer fluid circulation pump.
- said pump circulation of the heat transfer fluid is driven by the electric motor.
- said pump circulation of heat transfer fluid is driven regardless of electric motor.
- the bypass line includes a third branch connected to the second pipe.
- the second branch is connected to an outlet pipe of a heating radiator of a vehicle interior.
- the bypass line includes a fourth branch connected to the output of the upstream heat engine a thermostat.
- the branches of the bypass pipe are connected to each other by a multi-way valve.
- a thermostat is integrated into said multi-way valve.
- the multi-way valve includes a rotating control core.
- the invention also relates to a vehicle comprising a cooling system as above.
- the invention also provides a cooling method for hybrid propulsion vehicle comprising an internal combustion engine and minus an electric motor cooled by the circulation of a fluid heat transfer medium in said motors, a means of heat exchange, a first pipe between said heat exchange means and the engine thermal in the flow direction of the heat transfer fluid and a second pipe between said heat engine and said exchange means thermal in the direction of flow of the heat transfer fluid, process in which, the heat transfer fluid is circulated in a bypass connected from the first part to the first pipe and from second part to a pipe upstream of the engine, for cool the electric motor.
- the cooling is thus carried out in series, the fluid coolant passing through the bypass line then passing through the heat engine which is preferable in case of high temperature outlet of the heat exchange medium.
- the flow of heat transfer fluid is varied in the bypass line as a function of the temperature leaving the heat exchange medium.
- This operating mode can also be adopted when the engine is stopped, if the pump associated with the engine is electrically driven or if said pump can be bypassed. We can thus preheat the engine.
- the term “electric motor” defines all the machines that convert electrical energy into mechanical energy, or mechanical energy into electrical energy
- power electronics defines all electronics which convert alternating current into direct current, current continuous in alternating current, high voltage current in low voltage, or from low voltage current to high current voltage.
- the system of cooling is associated with a heat engine 1 and a motor electric 2 provided with an electronic power unit 3.
- This unit power electronics 3 is usually placed before the engine electric 2 because its operating temperature is lower than the electric motor.
- the cooling system includes a radiator 6, the outlet is connected to a pipe 7 and the inlet of which is connected to a pipe 8.
- Line 7 is connected to a pump 9, the outlet of which is connected to the motor 1.
- the pump 9 can be driven by the engine 1 or by an electric motor dedicated to it and which has not been shown.
- the output of motor 1 is provided with a thermostat 10, itself connected to the pipe 8.
- the radiator 6 is generally provided with a fan 11 motorized, capable of accelerating the flow of air through said radiator 6.
- the cooling system includes a temperature 12 disposed at the outlet of engine 1, immediately upstream of the thermostat 10, a temperature sensor 13 mounted on line 7 at the outlet of the radiator 6, and a control unit 14 receiving temperature information from sensors 12 and 13.
- the connection between the control unit 14 and the sensors 12 and 13 can be carried out by dedicated electrical wires or via a bus communication.
- the input of the heating radiator 4 is connected to an output of the engine 1 and the output of the radiator 4 is connected to line 7. From even, the inlet of the exchanger 5 is connected to an outlet of the heat engine 1 and its output is connected to line 7.
- the cooling system further includes a line branch referenced 15 as a whole and provided with several branches, and a multi-way valve 16 to which said said are connected branches.
- a first branch 17 is connected, on the one hand to the pipe 7 downstream of the temperature sensor 13 and, on the other hand to the multi-way valve 16.
- the branch 17 passes through the electric motor 2 and through the electronic power unit 3.
- the circulation of the cooling in said branch 17 keeps the engine 2 and the electronic power unit 3 at a temperature of normal operation, if possible low enough that common industrial components, both electrical and electronic, can be used in the construction of these elements.
- An electric pump 21 is also provided, arranged on the branch 7, controlled by the control unit 14 and circulating the coolant in said branch 17.
- a second branch 18 is connected at one end to the first pipe 7 near the pump 9 and at the opposite end to the multi-way valve 16.
- a third branch 19 is connected, on the one hand to the pipe 8 and, on the other hand to the multi-way valve 16.
- a fourth branch 20 is connected on the one hand to an output of the heat engine 1 upstream of the thermostat 10 and, on the other hand to the multi-way valve 16.
- the multi-way valve 16 is able to connect the branches 17 and 18 in closing off branches 19 and 20, connecting branches 17 and 19 by closing off the other branches and communicating the branches 17 and 20 by closing off the other branches, on the order of the unit control 14 to which it is connected.
- the multi-way valve 16 which is here four has the function of ensuring the selective passage of the cooling between the branch 17 and one of the other three branches 18, 19 or 20.
- the operation of the cooling system is as follows. If the temperature of the water as measured by the sensor 12 is less than a predetermined temperature T c1 and which is less than or equal to the temperature T ot opening of the thermostat 10, generally between 83 and 89 ° C, the multi-way valve 16 connects the branches 17 and 20 and allows the fluid to pass from the branch 20 to the branch 17, when the heat engine 1 is in operation. Indeed, the cooling fluid which is in the heat engine 1 is subjected to a high pressure due to the pump 9, pressure higher than that prevailing in the branch 17, the pump 21 being kept stopped.
- the multi-way valve 16 puts branches 17 and 19 into communication.
- the pump 21 is switched on at low speed, for example with a low supply voltage U 1 .
- the electric motor 2 and the electronic power unit 3 are then cooled by means of the radiator 6, the heat exchange capacity of which is much greater, for example by a factor of the order of 3 to 5, than the heat capable to be released by the electric motor 2 and the electronic power unit 3.
- the pipe 8, the radiator 6 and the pipe 7 being dimensioned for the high flow rates of coolant required by the heat engine 1, the pressure drops are weak. The energy consumed by the pump 21 is therefore also low. Its wear is also.
- the multi-way valve 16 connects the branches 17 and 18.
- the pump 21 is started. In other words, part of the output flow rate of the radiator 6 is derived by the branches 17 and 18.
- the electric motor 2 and the electronic power unit 3 are cooled by coolant output from the radiator 6, and therefore at low temperature.
- the pump 21 operates at low flow rate, for example with the low supply U 1 , and on the other hand if the sensor 13 indicates a temperature higher than the temperature T c2 , the pump 21 operates at high flow rate, for example supplied by a voltage U 2 greater than U 1 to obtain a higher flow rate in the branch 17. It will be understood that T c2 is greater than T ot .
- control unit 14 of the cooling can control the operation of fan 11 in function of the temperature measured by the sensor 13.
- the multi-way valve 16 connects the branches 17 and 19.
- the pump 21 is started at low flow rate, for example supplied by the voltage U 1 .
- the radiator 6 then ensures the cooling of the electric motor 2 and of the electronic power unit 3, which can operate at the low temperatures which are required by the components of large series, at low cost, which one wishes to use.
- the water temperature at the inlet of the electric motor 2 and of the electronic power unit 3 remains very low in all operating cases. Measurements carried out on a prototype show that even in the case where the heat engine 1 is in operation and where the water temperature at the outlet of the engine is higher than the temperature T ot opening the thermostat, the temperature at the outlet of the radiator 6 remains below 85 ° C for 85% of the vehicle's operating time. For cases where the temperature measured by the sensor 13 is greater than T c2 , the increase in the flow rate of the pump 21 and / or the triggering of the fan 11 makes it possible to maintain this temperature within the desired limits.
- the pump 21 needs a low power, rotates slower and less frequently.
- the pump 18 is stopped.
- the heat exchange capacity of the radiator 6, dimensioned for the heat losses of the heat engine 1 is largely in excess of the engine thermal losses 2 and of the electronic power unit 3 and therefore allows the pump 21 to operate at low flow.
- branches 17, 18 and 19 are connected to pipes 7 and 8 of large diameter, which minimizes the pressure drop undergone by the fluid driven by the pump 21.
- valve 16 comprises a cylindrical casing 22 and a rotary core 23 which can rotate around axis 24 under the action of an electric motor 25.
- the casing 22 has a so-called “lower” level, the casing 22 is provided with a hole in which opens branch 17.
- the housing 22 is provided with three holes in each from which branches 18, 19 and 20 emerge respectively.
- the nucleus 23 includes a Z-shaped fluid passage 26 and an annular cavity outer 27.
- the annular cavity 27 is in communication with the branch 17, whatever the angular position of the core 23.
- the cavity annular 27 is in communication with passage 26.
- the fluid passage 26 can be C-shaped or other shapes with a milder change in the flow direction to reduce loss of fluid pressure.
- the core 23 can be positioned on three angular positions, such that passage 26 is opposite one of the branches 18, 19 or 20, to respectively authorize the setting communication from branches 17 and 18, 17 and 19 or 17 and 20. From any initial state of nucleus 23, we can go directly to a other state without going through an intermediate state other than a state total shutter. The passage from one state to another is done by a simple 120 ° rotation of the core 23 in one direction or the other.
- FIG. 4 a particularly compact variant is illustrated in which it is proposed to integrate the valve 16 into the thermostat 10.
- the thermostat 10 comprises a fixing plate 28 on the motor, so that the inlet 29 of the thermostat 10 is connected to a coolant outlet of the heat engine 1 of FIG. 1.
- the thermostat 10 comprises an outlet 30 intended to be connected to the pipe 8 of FIG. 1, and an outlet 31 provided to be connected to the radiator 4 and to the exchanger 5 of FIG. 1.
- the inlet 29 and the outlet 31 are in free communication.
- a valve 32 actuated by a spring 33 is provided between the inlet 29 and the outlet 30, a valve 32 actuated by a spring 33 is provided. At low temperature, less than T ot , the spring 33 maintains the valve 32 in the closed position, the circulation of coolant for the heat engine. 1 to the radiator 6 of Figure 1 being cut.
- the valve 32 is fixed on a rod 34, the free end of which is immersed in a mixture of waxes and copper particles enclosed in a small tank called “bulb", referenced 35, fixed to the frame of the thermostat 10.
- the bulb 35 is permanently bathed by the cooling fluid which passes from the heat engine to the outlet 31. At a temperature below T ot , the mixture contained in the bulb 35 is in the solid state. When the temperature of the cooling fluid increases, the mixture contained in the bulb 35 liquefies and expands until it pushes the valve 32 and causes the opening of the passage from the inlet 29 to the outlet 30.
- branch 19 of the valve 16 opens directly in the exit 30 and that the branch 20 opens near the bulb 35, in the space in which it is housed and in which the coolant between inlet 29 and outlet 31.
- FIG. 5 a cooling system is illustrated. comprising a thermostat 10 and a valve 16 integrated.
- Branch 18 is connected at its opposite end to the valve 16 to the pipe portion 36 connecting the radiator 4 and the pipe 7. It is thus possible to reduce the length of branch 18, which is economical.
- the pump 21 was driven by a independent electric motor. It is also conceivable that the pump 21 is driven by the electric traction motor 2. This is advantageous for the cost and the service life of the system. Indeed, a pump conventional electric is generally direct current. Compared to a mechanical pump, the electric motor is the main additional cost of a electric pump and generally has a significantly longer service life lower than that of the mechanical pump. How the system works is then the following.
- the branches 17 and 19 are put into communication. If the water temperature measured by the sensor 12 is greater than or equal to the temperature T ot , and if the vehicle is in electric traction mode, heat engine 1 stopped, the fluid communication between the branches 17 is maintained and 19. If the coolant temperature measured by the sensor 12 becomes greater than or equal to the temperature T ot , and if the heat engine is in operation, the valve 16 puts branches 17 and 18 into communication. In addition, if the sensor 13 measures a temperature higher than the predetermined temperature T c2 , the fan 11 is activated, in particular if the vehicle speed is low, for example less than a value between 60 and 80 km / h.
- valve 16 can become a 3-way valve.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
Description
- la figure 1 est une vue schématique d'un système de refroidissement selon un premier mode de réalisation de l'invention;
- la figure 2 est une vue schématique en coupe axiale d'un exemple de vanne multi-voies;
- la figure 3 est une vue schématique en coupe transversale de la vanne multi-voies de la figure 2;
- la figure 4 est une vue schématique en coupe transversale d'une vanne multi-voies intégrée à un thermostat; et
- la figure 5 est une vue schématique d'un autre mode de réalisation du système de refroidissement.
Claims (11)
- Système de refroidissement pour véhicule à propulsion hybride comprenant un moteur thermique (1) et au moins un moteur électrique (2), du type comprenant un fluide caloporteur apte à refroidir les moteurs thermique et électrique, un radiateur (6) comportant une pluralité de canaux de refroidissement et capable de refroidir le fluide caloporteur par échange thermique avec un courant d'air, une première conduite (7) entre ledit radiateur et le moteur thermique dans le sens d'écoulement du fluide caloporteur et une deuxième conduite (8) entre ledit moteur thermique et ledit radiateur dans le sens d'écoulement du fluide caloporteur, caractérisé par le fait qu'il comprend une conduite de dérivation (15) comprenant une première branche (17) connectée à la première conduite et une deuxième branche (18) connectée à une conduite en amont du moteur thermique, ladite conduite de dérivation étant apte à refroidir le moteur électrique (2).
- Système selon la revendication 1, caractérisé par le fait que la première branche passe par une unité électronique (3) de puissance et le moteur électrique (2).
- Système selon la revendication 1 ou 2, caractérisé par le fait que la première branche est équipée d'une pompe (21) de circulation du fluide caloporteur.
- Système selon l'une quelconque des revendications précédentes, caractérisé par le fait que la conduite de dérivation comprend une troisième branche (19) connectée à la deuxième conduite.
- Système selon l'une quelconque des revendications précédentes, caractérisé par le fait que la deuxième branche est connectée à une conduite de sortie d'un radiateur (4) de chauffage d'un habitacle de véhicule.
- Système selon l'une quelconque des revendications précédentes, caractérisé par le fait que la conduite de dérivation comprend une quatrième branche (20) connectée à la sortie du moteur thermique en amont d'un thermostat (10).
- Système selon l'une quelconque des revendications précédentes, caractérisé par le fait que les branches de la conduite de dérivation sont connectées entre elles par une vanne multi-voies (16).
- Système selon la revendication 7, caractérisé par le fait qu'un thermostat est intégré à ladite vanne multi-voies.
- Système selon la revendication 7 ou 8, caractérisé par le fait que la vanne multi-voies comprend un noyau de commande rotatif (23).
- Véhicule comprenant un système selon l'une quelconque des revendications précédentes.
- Procédé de refroidissement pour véhicule à propulsion hybride comprenant un moteur thermique et au moins un moteur électrique refroidis par la circulation d'un fluide caloporteur dans lesdits moteurs, un moyen d'échange thermique, une première conduite entre ledit radiateur et le moteur thermique dans le sens d'écoulement du fluide caloporteur et une deuxième conduite entre ledit moteur thermique et ledit radiateur dans le sens d'écoulement du fluide caloporteur, dans lequel, on fait circuler le fluide caloporteur dans une conduite de dérivation connectée de première part à la première conduite et de deuxième part à une conduite en amont du moteur thermique, pour refroidir le moteur électrique.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0013175A FR2815299B1 (fr) | 2000-10-13 | 2000-10-13 | Systeme et procede de refroidissement pour vehicule a propulsion hybride |
FR0013175 | 2000-10-13 |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1197644A1 true EP1197644A1 (fr) | 2002-04-17 |
EP1197644B1 EP1197644B1 (fr) | 2006-09-13 |
Family
ID=8855345
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP20010402641 Expired - Lifetime EP1197644B1 (fr) | 2000-10-13 | 2001-10-12 | Système et procédé de refroidissement pour véhicule à propulsion hybride |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP1197644B1 (fr) |
DE (1) | DE60122992T2 (fr) |
FR (1) | FR2815299B1 (fr) |
Cited By (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2003046342A1 (fr) * | 2001-11-28 | 2003-06-05 | Invensys Climate Controls | Vanne de commande de liquide de refroidissement pour automobile |
FR2849673A1 (fr) * | 2003-01-03 | 2004-07-09 | Peugeot Citroen Automobiles Sa | Actionneur a barillet pour moteur a refroidissement separe |
FR2863680A1 (fr) * | 2003-12-12 | 2005-06-17 | Valeo Thermique Moteur Sa | Vanne de regulation thermique pour un circuit de fluide, en particulier pour un circuit de refroidissement d'un moteur. |
FR2911092A1 (fr) * | 2007-01-08 | 2008-07-11 | Peugeot Citroen Automobiles Sa | Systeme et procede de gestion thermique multifonction pour vehicule hybride |
WO2010049058A2 (fr) * | 2008-10-31 | 2010-05-06 | Bayerische Motoren Werke Aktiengesellschaft | Procédé de réglage d'un système d'entraînement électrique et véhicule automobile |
WO2016184737A1 (fr) * | 2015-05-20 | 2016-11-24 | Volkswagen Aktiengesellschaft | Moteur à combustion interne et véhicule à moteur |
EP3144496A1 (fr) * | 2015-09-15 | 2017-03-22 | Toyota Jidosha Kabushiki Kaisha | Dispositif et procédé de refroidissement pour moteur |
US9604532B2 (en) | 2014-06-05 | 2017-03-28 | Liebherr-Mining Equipment Colmar Sas | Work machine, in particular dump truck or truck |
EP3214285A1 (fr) * | 2016-03-02 | 2017-09-06 | Audi AG | Procédé de fonctionnement d'un véhicule automobile |
CN110332039A (zh) * | 2019-07-09 | 2019-10-15 | 安徽江淮汽车集团股份有限公司 | 一种发动机冷却系统及控制方法 |
WO2024037101A1 (fr) * | 2022-08-19 | 2024-02-22 | 中国第一汽车股份有限公司 | Système de gestion thermique de moteur hybride, procédé de commande et véhicule |
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DE102008007766A1 (de) * | 2008-02-06 | 2009-08-13 | Audi Ag | Vorrichtung zum Kühlen einer Verbrennungskraftmaschine |
DE102009009854B4 (de) * | 2009-02-20 | 2012-05-24 | Audi Ag | Kühlmittelkreislauf für eine Brennkraftmaschine |
DE102010060230B4 (de) | 2010-10-28 | 2024-05-02 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Temperiersystem für eine Antriebsvorrichtung eines Kraftfahrzeuges, Verfahren zum Betreiben eines derartigen Temperiersystems und Kraftfahrzeug mit einem derartigen Temperiersystem |
DE102012217101B4 (de) * | 2012-09-24 | 2016-09-01 | Bayerische Motoren Werke Aktiengesellschaft | Kühlmittelkreislauf für Fahrzeuge |
CN109578126B (zh) * | 2018-10-30 | 2021-05-28 | 中国北方发动机研究所(天津) | 用于混合动力车辆的高低温双循环冷却系统 |
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FR2748428A1 (fr) | 1996-05-07 | 1997-11-14 | Renault | Systeme de refroidissement pour vehicule a propulsion hybride |
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Cited By (21)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2003046342A1 (fr) * | 2001-11-28 | 2003-06-05 | Invensys Climate Controls | Vanne de commande de liquide de refroidissement pour automobile |
US6688333B2 (en) | 2001-11-28 | 2004-02-10 | Ranco Incorporated Of Delaware | Automotive coolant control valve |
US6923211B2 (en) | 2001-11-28 | 2005-08-02 | Ranco Incorporated Of Delaware | Method for distributing and regulating the flow of coolant |
US6976505B2 (en) | 2001-11-28 | 2005-12-20 | Ranco Incorporated Of Delaware | Valve control system for distributing and regulating the flow of coolant |
FR2849673A1 (fr) * | 2003-01-03 | 2004-07-09 | Peugeot Citroen Automobiles Sa | Actionneur a barillet pour moteur a refroidissement separe |
FR2863680A1 (fr) * | 2003-12-12 | 2005-06-17 | Valeo Thermique Moteur Sa | Vanne de regulation thermique pour un circuit de fluide, en particulier pour un circuit de refroidissement d'un moteur. |
WO2005059416A1 (fr) * | 2003-12-12 | 2005-06-30 | Valeo Thermique Moteur | Vanne de régulation thermique pour un circuit de circulation de fluide, en particulier pour un circuit de refroidissement d'un moteur |
FR2911092A1 (fr) * | 2007-01-08 | 2008-07-11 | Peugeot Citroen Automobiles Sa | Systeme et procede de gestion thermique multifonction pour vehicule hybride |
WO2008087342A2 (fr) * | 2007-01-08 | 2008-07-24 | Peugeot Citroën Automobiles SA | Systeme et procede de gestion thermique multifonction pour vehicule hybride |
WO2008087342A3 (fr) * | 2007-01-08 | 2008-10-23 | Peugeot Citroen Automobiles Sa | Systeme et procede de gestion thermique multifonction pour vehicule hybride |
WO2010049058A2 (fr) * | 2008-10-31 | 2010-05-06 | Bayerische Motoren Werke Aktiengesellschaft | Procédé de réglage d'un système d'entraînement électrique et véhicule automobile |
WO2010049058A3 (fr) * | 2008-10-31 | 2011-09-22 | Bayerische Motoren Werke Aktiengesellschaft | Procédé de réglage d'un système d'entraînement électrique et véhicule automobile |
US9604532B2 (en) | 2014-06-05 | 2017-03-28 | Liebherr-Mining Equipment Colmar Sas | Work machine, in particular dump truck or truck |
WO2016184737A1 (fr) * | 2015-05-20 | 2016-11-24 | Volkswagen Aktiengesellschaft | Moteur à combustion interne et véhicule à moteur |
RU2705702C2 (ru) * | 2015-05-20 | 2019-11-11 | Фольксваген Акциенгезельшафт | Силовая установка и автомобиль |
US11035285B2 (en) | 2015-05-20 | 2021-06-15 | Volkswagen Aktiengesellschaft | Internal combustion machine, motor vehicle, and method for operating a motor vehicle |
EP3144496A1 (fr) * | 2015-09-15 | 2017-03-22 | Toyota Jidosha Kabushiki Kaisha | Dispositif et procédé de refroidissement pour moteur |
EP3214285A1 (fr) * | 2016-03-02 | 2017-09-06 | Audi AG | Procédé de fonctionnement d'un véhicule automobile |
US10184385B2 (en) | 2016-03-02 | 2019-01-22 | Audi Ag | Method and system for operating a motor vehicle |
CN110332039A (zh) * | 2019-07-09 | 2019-10-15 | 安徽江淮汽车集团股份有限公司 | 一种发动机冷却系统及控制方法 |
WO2024037101A1 (fr) * | 2022-08-19 | 2024-02-22 | 中国第一汽车股份有限公司 | Système de gestion thermique de moteur hybride, procédé de commande et véhicule |
Also Published As
Publication number | Publication date |
---|---|
FR2815299B1 (fr) | 2003-01-24 |
DE60122992D1 (de) | 2006-10-26 |
EP1197644B1 (fr) | 2006-09-13 |
FR2815299A1 (fr) | 2002-04-19 |
DE60122992T2 (de) | 2007-03-15 |
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