EP2488737B1 - Kühlvorrichtung für ein hybridfahrzeug - Google Patents

Kühlvorrichtung für ein hybridfahrzeug Download PDF

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Publication number
EP2488737B1
EP2488737B1 EP10770595.6A EP10770595A EP2488737B1 EP 2488737 B1 EP2488737 B1 EP 2488737B1 EP 10770595 A EP10770595 A EP 10770595A EP 2488737 B1 EP2488737 B1 EP 2488737B1
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EP
European Patent Office
Prior art keywords
circuit
transfer fluid
heat transfer
heat
outlet
Prior art date
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Application number
EP10770595.6A
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English (en)
French (fr)
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EP2488737A1 (de
Inventor
Anthony Frainet
Philippe Marcais
Frédéric AUGE
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PSA Automobiles SA
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Peugeot Citroen Automobiles SA
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Publication of EP2488737A1 publication Critical patent/EP2488737A1/de
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Classifications

    • 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
    • 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
    • F01P3/18—Arrangements or mounting of liquid-to-air heat-exchangers
    • 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
    • F28D1/0417—Multi-circuit heat exchangers, e.g. integrating different heat exchange sections in the same unit or heat exchangers for more than two fluids with particular circuits for the same heat exchange medium, e.g. with the heat exchange medium flowing through sections having different heat exchange capacities or for heating/cooling the heat exchange medium at different temperatures
    • 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
    • F28D1/0426—Multi-circuit heat exchangers, e.g. integrating different heat exchange sections in the same unit or heat exchangers for more than two fluids with units having particular arrangement relative to the large body of fluid, e.g. with interleaved units or with adjacent heat exchange units in common air flow or with units extending at an angle to each other or with units arranged around a central element
    • F28D1/0443—Combination of units extending one beside or one above the other
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28F—DETAILS OF HEAT-EXCHANGE AND HEAT-TRANSFER APPARATUS, OF GENERAL APPLICATION
    • F28F27/00—Control arrangements or safety devices specially adapted for heat-exchange or heat-transfer apparatus
    • F28F27/02—Control arrangements or safety devices specially adapted for heat-exchange or heat-transfer apparatus for controlling the distribution of heat-exchange media between different channels
    • 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
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/02—Liquid-coolant filling, overflow, venting, or draining devices
    • F01P11/029—Expansion reservoirs
    • 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
    • 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
    • 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
    • F01P2060/18—Heater

Definitions

  • the present invention claims the priority of the French application 0957165 filed on October 13, 2009 .
  • the present invention relates to a hybrid vehicle cooling device, which comprises a heat engine coupled to an electric machine and electrical energy storage means, such as a battery for example.
  • the cooling of the various electrical components, electrical energy storage means and the heat engine is ensured by the circulation of a coolant in heat exchangers.
  • the invention also relates to a radiator for equipping a hybrid vehicle.
  • the electrical energy storage means will simply be designated by a battery, although said means may comprise several batteries and / or one or more super-capacitors ( s) for example.
  • a battery In a hybrid vehicle, an additional battery is normally used, dedicated to the supply of electricity to the electric motor. Its storage capacity is much higher than that of the usual battery and therefore, it tends to heat because it is much more stressed than in a vehicle having only one engine. Since the battery has optimal operation within a defined temperature range, generally centered around 40 ° C, it must be cooled to maintain its temperature at approximately 40 ° C. To do this, it is possible to use an air cooling or a heat transfer fluid or a refrigerant. In the case of a coolant or refrigerant, using a cooling circuit provided with a heat exchanger (a radiator) in which circulates a coolant or coolant.
  • a heat exchanger a radiator
  • the heat engine needs to be cooled in order to operate in a conventional manner in a temperature range of about 80 ° C.
  • Another cooling circuit, with a heat exchanger, is then used.
  • the use of a heat exchanger is shared between the engine and the battery according to the operating conditions of the vehicle.
  • the invention takes advantage of the fact that the elements to be cooled do not generally work, and therefore do not need to be cooled, at the same time (for example, when the heat engine is running, the electric traction motor is at stop, and vice versa).
  • One of the aims of the invention is therefore to use only one radiator and to share as much as possible the elements already present in the undercap of a hybrid engine (for example, the motor-fan unit and the degassing box for filling).
  • the cooling device according to the present invention uses a single separate heat exchanger in three parts.
  • the device according to the invention comprises means for allowing the heat transfer fluid to flow from a cooling circuit to another circuit.
  • the invention relates to a device for cooling the heat engine, electrical components and electrical energy storage means of a hybrid vehicle, said device comprising a first circuit for cooling said heat engine, a second circuit for cooling said electrical components and a third circuit for cooling said electrical energy storage means, a heat transfer fluid circulating in said circuits which comprise heat exchange means.
  • said heat exchange means consist of a heat exchanger separated into three parts: a high temperature part HT connected to said first circuit, a low temperature part BT connected to said second circuit and a very low temperature part TBT connected to said third circuit. circuit.
  • the device comprises means for placing said first circuit in communication with said third circuit located upstream and downstream of said portion HT of the heat exchanger, said downstream communication means being actuated according to the temperature of said heat transfer fluid at said communicating means and said upstream communication means being actuated as a function of the flow rate of the coolant in said first circuit.
  • said means for communicating said first circuit with said third circuit located upstream of said heat exchanger comprises a double-acting valve closing said first circuit and allowing the heat-transfer fluid to pass from said third circuit to said HT part of the heat exchanger.
  • heat exchanger when the heat transfer fluid flow rate in said first circuit is lower than a predetermined flow rate.
  • Said means of putting said first circuit to said third circuit downstream of said heat exchanger comprises a double-acting thermostatic valve closing said first circuit and allowing the heat-transfer fluid to pass from said first circuit into said third circuit when the temperature of the heat transfer fluid at said thermostatic valve is below the optimum operating temperature of said electrical energy storage means.
  • Said first circuit may comprise a water pump, a water outlet housing, said housing communicating on the one hand with a pump and a heater for heating the passenger compartment of the vehicle and secondly with the inlet of the HT part of the heat exchanger via a pipe connected between the outlet of said water outlet housing and the inlet of said HT part.
  • Said conduit comprises said double-acting valve located substantially at the inlet of said HT part and the output of said HT part is connected to said pump by a pipe which comprises said thermostatic valve located substantially at the outlet of said HT part of the heat exchanger.
  • Said third circuit may include said electrical energy storage means, a pump and said heat exchanger portion TBT, the inlet of said pump being connected to the heat transfer fluid outlet of said electrical energy storage means and the pump outlet being connected to the inlet of said portion TBT.
  • the output of said portion TBT can be connected firstly to said first circuit via said thermostatic valve and secondly to said electrical energy storage means.
  • the inlet of said portion TBT being connectable to said first circuit via said valve located substantially at the inlet of said portion HT.
  • Said second circuit may comprise said portion BT of said heat exchange means, a pump, an inverter, an electric machine and a device for automatically stopping and restarting the heat engine.
  • said first and third circuits comprise in common a degassing box.
  • Said electrical energy storage means may comprise at least one battery.
  • each of said portions TBT, HT and BT comprises a heat transfer fluid inlet housing, a radiator and a heat transfer fluid outlet housing.
  • the input boxes of the parts TBT and HT may comprise a common passage that can be closed by a valve and allowing a portion of the heat transfer fluid to flow from the TBT input box to the HT box, and the output boxes TBT parts and HT may have a common passage that can be closed by a thermostatic valve and allowing a portion of the heat transfer fluid to flow from the output box HT to the TBT output box.
  • said valve opens said common passage of the input boxes allowing a portion of the coolant of said TBT input box to pass in said input box HT. Said valve closes said first circuit when the flow of coolant in said cooling circuit of the engine is substantially zero.
  • Said thermostatic valve opens the common passage between the HT and TBT parts of said output boxes and closes the output of the output box HT when the temperature of the coolant at the output of said HT part is lower than a predetermined temperature and, conversely, said thermostatic valve closes the common passage between said parts HT and TBT of said output boxes and opens the output of the output box HT when the temperature of the heat transfer fluid at the output of the output box HT is greater than said predetermined temperature, which can be substantially equal to the optimum operating temperature of said electrical energy storage means.
  • Said first circuit for cooling the heat engine comprises a thermostatic valve located at the outlet of the water outlet housing and makes it possible to stop the circulation of heat transfer fluid in said first circuit when the temperature of the heat transfer fluid in said outlet housing of water is below the optimum operating temperature of the engine.
  • the invention also relates to a radiator in which a heat transfer liquid can circulate and intended to equip a hybrid vehicle.
  • the radiator comprises three parts separated from each other by a partition, each of said parts comprising an inlet box provided with a coolant inlet, a heat exchanger and an outlet housing provided with a heat transfer fluid outlet, one of the partitions separating the input boxes between two adjacent parts comprises a first passage and said partition separating the output boxes between said two adjacent parts comprises a second passage, first sealing means can take two positions, a position for which the input of an input box is open and said first passage is closed and another position for which the input of an input box is closed and said first passage is open, second shutter means can take two positions, a position for which the output of a box of outlet is open and said second passage is closed and another position for which the output of said output housing is closed and said second passage is open.
  • Said first closure means may comprise a double-acting valve which can change position when the pressure exerted on the valve is substantially zero and said second sealing means may comprise a thermostatic valve which can change position to substantially 40 °.
  • the device illustrated on the figure 1 represents the most successful embodiment of the cooling of the various components of a hybrid vehicle.
  • the latter comprises a heat engine 10, provided with a water outlet housing 12, an electric machine 14 (generally the electric traction motor or motors of the vehicle), a gearbox 16 and storage means electrical energy 18 (which may consist for example of one or more batteries or one or more super-capacitors).
  • the electrical energy storage means will be designated hereafter by the term "battery", it being understood that this term covers all kinds of electrical energy storage means.
  • the hybrid vehicle comprises three different cooling circuits: a first circuit 20 dedicated to cooling the heat engine 10 (this circuit is also called HT circuit for High Temperature) and shown on the figure 1 and the following figures in full lines; a second circuit 22, shown in solid double lines (also referred to as BT circuit for Low Temperature), for cooling the electrical components and a third circuit 24 (also called TBT circuit for Very Low Temperature), shown with dashes, for the Battery cooling 18.
  • Said electrical components generally comprise said electric machine 14, an inverter 26, and often an automatic stop and restart system 28 (usually referred to as "Stop &Start").
  • a coolant usually a mixture of water and glycol, for example 50% water and 50% glycol
  • the heat transfer fluid circulates in the heat engine 10 and out of the engine by the water outlet housing 12 (note: this is the usual name of the output housing, well it concerns the outlet of the refrigerant fluid which is not usually pure water).
  • the box 12 has two outputs: an outlet 30 which can be closed by means of a thermostatic valve 32 and an outlet 34. Exiting through the outlet 34, the coolant is sucked by a pump 36 (electric pump for example ), then sent to a heater 38 to warm the passenger compartment of the vehicle.
  • the coolant Before entering the heater 38, the coolant may optionally pass through a heater 40, which may take the form of an electric or gas boiler. Leaving the heater 38, the fluid is directed to a pump 42, generally called “water pump", where it returns to the engine.
  • a degassing box 44 common to the first circuit 20 and the second circuit 22, is used to evacuate the gases possibly present in the coolant and to complete the coolant level in the cooling circuits 20 and 22.
  • a heat exchanger 46 usually a radiator placed on the front of the vehicle, then passes through the water pump 42 before returning to the engine 10.
  • a bypass 43 makes it possible to turn heat transfer fluid into the water outlet housing 12 when the thermostatic valve 32 closes the outlet 30.
  • the second circuit 22 for cooling the electrical components, comprises a heat exchanger 48, usually a radiator (also referred to as LV exchanger or BT radiator for low temperature).
  • the heat-transfer fluid is circulated in this second circuit 22 by means of an electric pump 50, the fluid then passing successively through the pump 50, the inverter 26, the electric machine 14, the stop and restart system. Automatic 28 of the engine and the radiator BT 48.
  • the third circuit 24 comprises a heat exchanger or radiator 52 or TBT (TBT for Very Low Temperature), the heat transfer fluid being circulated by an electric pump 54 to successively pass through the radiator TBT 52 and the battery 18.
  • the fluid does not pass through the battery 18 itself, but heat exchange means for cooling the battery, for example a copper pipe in the form of a coil surrounding the battery.
  • the HT temperature of the coolant present in the first circuit 20 can vary from 70 to 110 ° C, the thermostatic valve 32 closing the outlet 30 and thus stopping the circulation of the coolant in the first HT circuit, when the fluid temperature in the HT circuit is below the optimum operating temperature of the engine, generally approximately 80 ° C.
  • the temperature of the coolant in the second circuit 22 BT is generally maintained at about 60 ° C, the optimum operating temperature of the electric machine 14.
  • the temperature of the coolant in the third 24 TBT circuit is generally maintained at around 40 ° C, the optimal operating temperature of the battery18.
  • the figure 2 schematically represents a first embodiment of the invention according to which one shares the use of a heat exchanger between the engine and the battery according to the operating conditions of the vehicle.
  • the elements common with those of the figure 1 are designated by the same reference numbers.
  • the second circuit 22 (LV circuit) is identical and comprises, as before, a radiator 48, an electric pump 50, an inverter 26, an electric machine 14 and a Stop & Start system STT or 28.
  • the first circuit 60 (HT circuit) is identical to the first circuit 20 of the figure 1 except that the first circuit 60 of the figure 2 comprises a double-acting valve 62 placed upstream (in the direction of circulation of the coolant) of the radiator 46 (radiator HT) and a thermostatic valve 64 placed downstream of the radiator HT. More specifically, the valve 62 is located in a pipe 66 connecting the outlet 30 of the water outlet housing 12 to the radiator HT. In addition, a pipe 68 connects the pipe 70 connecting the pump 54 to the radiator 52 (radiator TBT).
  • the pipe 68 opens into the pipe 66 opposite the valve 62 so that when the valve 62 closes the pipe 66, the heat transfer fluid can flow from the pipe 68 to the radiator HT, and vice versa, when the valve 62 is open , the communication between the pipe 66 and the radiator HT is open while the communication between the pipe 68 and the radiator HT is closed.
  • the thermostatic valve 64 is located downstream of the radiator HT in a pipe 72 connecting the outlet 74 of the radiator HT to the water pump 42.
  • the circuit TBT comprises a pipe 76 connecting the pipe 72 to the battery 18, the pipe 76 opening into the pipe 72 at the thermostatic valve 64 so that, when the valve 64 closes the pipe 72, the heat transfer fluid leaving the radiator HT can pass in the pipe 76 and, conversely, when the valve 64 does not close the pipe 72 , the heat transfer fluid leaving the radiator HT can not pass in the pipe 76.
  • the third circuit 78 dedicated to the cooling of the battery 18, comprises the radiator TBT 52, a pipe 80 (connecting the outlet 82 of the radiator 52 to the pipe 68), the pipe 76, the battery 18 (more generally the storage means electrical energy) and the pump 54 connected to the battery 18 through the pipe 84 and connected to the inlet 86 of the radiator TBT via the pipe 70.
  • the radiators 52, 46 and 48 are formed of a single heat exchanger 88 separated into three distinct parts so as to form the three radiators 52 (TBT), 46 (HT) and 48 (BT).
  • the HT circuit (or first circuit) is represented in continuous solid lines, the LV circuit (or second circuit) is shown in double lines and the TBT circuit (or third circuit) in dashed lines.
  • the double-acting valve 62 makes it possible to put the first circuit 60 into communication with the third circuit 78 when the flow rate of the coolant in the pipe 72 is very low, practically nil.
  • This situation occurs when the thermostatic valve 32 closes the outlet 30 of the water outlet housing 12, which occurs when the temperature of the heat transfer fluid in the water outlet housing 12 is below the optimum operating temperature of the engine.
  • This optimum operating temperature may for example be between 80 and 110 ° C.
  • the outlet 30 is open when the temperature of the heat transfer fluid is equal to or greater than, for example, 80 ° C. and the outlet 30 is closed when the temperature of the heat transfer fluid is less than 80 ° C.
  • the valve 62 opens the communication of the pipe 68 to the radiator HT, thus putting the third circuit 78 (TBT) in communication with the first circuit 60 (HT) .
  • the double-acting thermostatic valve 64 is calibrated to open the pipe 72 at a predetermined temperature, corresponding substantially to the optimum operating temperature of the battery 18. This temperature may be for example about 40 ° C.
  • the thermostatic valve 32 At a heat transfer fluid temperature of less than 80 ° C. in the HT circuit, the thermostatic valve 32 is closed: the coolant coming from the heat engine 10 is directly sent to the heater 40 and the heater 38 to heat the passenger compartment of the vehicle .
  • the heat transfer fluid does not cross the radiator HT, the flow in the pipe 66 is zero: the valve 62 is in the closed position (no pressure exerted on it).
  • the heat transfer fluid of the third circuit 78 (TBT) then passes through the radiator HT in addition to the radiator TBT. This improves the cooling of the battery 18 by increasing the exchange surface of the coolant in the heat exchanger 88.
  • the temperature in the third TBT circuit not exceeding 40 ° C the thermostatic valve 64 is in the closed position it makes it possible to send the coolant leaving the radiator HT back to the battery 18.
  • the thermostatic valve 64 also makes it possible to prevent any risk of heat transfer fluid being sent to a temperature greater than 40 ° C. in the battery 18, which would degrade its performance and / or lifetime.
  • the flow in the third circuit TBT being provided by the electric pump 54, the cooling of the battery is ensured when the engine is stopped.
  • the thermostatic valve 32 opens. Under the pressure of the coolant, the valve 62 also opens and closes the pipe 76. The heat transfer fluid from the engine 10 is cooled in the radiator HT. The temperature at the outlet 74 of the radiator HT being greater than 40 ° C., the thermostatic valve 64 also opens and makes it possible to send the fluid towards the heat engine via the pipe 72. The battery 18 is then cooled only by the radiator TBT, the valve 62 and the thermostatic valve 64 closing the lines 68 and 76 connecting the third circuit TBT to the radiator HT.
  • the figure 3 schematically illustrates a second embodiment of the invention.
  • This embodiment uses the same elements as those of the embodiment shown in FIG. figure 2 , these common elements being designated by the same reference numerals.
  • the differences between the two embodiments relate to the heat exchanger (framed in an oval 88), the valve 62 and the thermostatic valve 64.
  • the heat exchanger 88 is formed of a single split radiator in three parts TBT, HT and BT.
  • the valve 62 and the valve 64 are integrated in the radiator HT.
  • This arrangement makes it possible in particular to simplify the HV and TBT circuits, the communication between the HV and TBT circuits being carried out in the heat exchanger 88, and more precisely between the HT and TBT parts of the heat exchanger, thanks to the use of 'a new type of radiator shown on the Figures 4 and 5 .
  • the output 74 of the radiator HT is connected directly to the water pump 42, the communication conduit 68 and a portion of the pipe 76 have been removed.
  • the heat exchanger 88 is shown schematically on the figure 4 which represents a situation for which the temperature of the coolant in the HT circuit is lower than the optimum operating temperature of the engine (for example less than 80 ° C).
  • the exchanger 88 constitutes a "complex" radiator with exchanges of refrigerant between the parts TBT and HT.
  • This radiator is composed of three parts: a part TBT (Very Low Temperature) 90, HT (High Temperature) portion 92 and BT (Low Temperature) portion 94.
  • the TBT and HT portions are separated by a partition 96 and the HT and LV portions are separated by a partition 98.
  • Each of these parts comprises a heat transfer fluid inlet box (100 for the TBT part, 102 for the HT part and 104 for the BT part), a heat exchange part (106 for the TBT part, 108 for the part HT and 110 for the LV part) and an output box (112 for the TBT part, 114 for the HT part and 116 part for the BT part).
  • the heat transfer fluid circulates in the directions indicated by the dashed arrows for the TBT part, in full lines for the HT part and in double lines for the BT part.
  • Each of the input boxes 100, 102 and 104 is provided with a heat transfer fluid inlet respectively 118, 120 and 122.
  • Each of the output boxes 112, 114 and 116 comprises a fluid outlet respectively 124, 126 and 128.
  • the partition 96 separating the parts TBT and HT comprises a first passage 130 of communication between the input boxes 100 and 102 and a second passage 132 of communication between the output boxes 112 and 114.
  • the passage 130 is provided with first means of shutter 134 can take two positions, a position for which the inlet 120 of the input box 102 is open and the first passage 130 is closed and another position for which the input 120 of the input box 102 is closed and the first pass 130 is open.
  • the passage 132 is provided with second closing means 136 which can take two positions, a position for which the outlet 126 of the outlet box 114 is open and the second passage 132 is closed and another position for which the outlet 126 is closed and the second passage 132 is open.
  • the sealing means 134 may comprise a double-acting valve equivalent to the valve 62 of the embodiment of the invention. figure 2 ; this valve closing the inlet 120 and opening the passage 130 when the flow in the pipe 72 is very low, see zero, and therefore when the temperature of the heat transfer fluid is below 80 ° C for example (temperature for which the thermostatic valve 32 closes the outlet 30 of the outlet box).
  • the sealing means 136 may comprise a thermostatic valve identical to the thermostatic valve 64 of the embodiment of the invention. figure 2 . This valve closes the outlet 126 and opens the passage 132 when the temperature of the heat transfer fluid in the outlet box 114 is less than the optimal operating temperature of the battery 18, for example 40 ° C.
  • the conditions for a heat transfer fluid circulation of the circuit TBT in the radiator HT are as follows: when the thermostatic valve 32 of the water outlet box closes the outlet 30, the flow rate in the radiator HT108 is zero; the valve 134 closes the inlet 120 of the radiator HT and the passage 130 is open; the input boxes 100 and 102 communicate and heat transfer fluid of the TBT circuit can then pass into the HT circuit.
  • the fluid contained in the HT radiator 108 cools.
  • the thermostatic valve 136 opens the passage 132 and closes the outlet 126 of the radiator HT.
  • the heat transfer fluid of the TBT circuit can then circulate in the HT circuit, more precisely in the radiator 108 of the HT circuit.
  • the figure 5 represents the radiator of the figure 4 when the thermostatic valve 32 of the water outlet housing is in the open position, that is to say when the outlet 30 is open. This corresponds to a temperature of the coolant greater than or equal to the optimum operating temperature of the heat engine (for example 80 ° C.).
  • the valve 134 closes the passage 130 and opens the inlet 120 of the radiator HT 108.
  • the thermostatic valve 136 (open up to 40 ° C approximately) is open that is to say it opens the exit 126 of the radiator HT and closes the passage 132. There is therefore no communication between the circuits TBT and HT.
  • the radiator HT is in this case dedicated to the cooling of the engine.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Air-Conditioning For Vehicles (AREA)

Claims (10)

  1. Kühlvorrichtung des Verbrennungsmotors (10), elektrischer Bauteile (26, 14, 28) und der Speichermittel für elektrische Energie (18) eines Hybridfahrzeugs, wobei die Vorrichtung einen ersten Kreislauf (60, HT) zum Kühlen des Verbrennungsmotors, einen zweiten Kreislauf (BT) zum Kühlen der elektrischen Bauteile und einen dritten Kreislauf (78, TBT) zum Kühlen der Speichermittel für elektrische Energie aufweist, wobei ein Wärmeträgermittel in den Kreisläufen zirkulieren kann, die Wärmeaustauschmittel (46, 48, 52) aufweisen, wobei die Vorrichtung dadurch gekennzeichnet ist, dass:
    - die Wärmeaustauschmittel aus einem Wärmeaustauscher (88), der in drei Teile geteilt ist, bestehen: ein Hochtemperaturteil (46), der an den ersten Kreislauf angeschlossen ist, ein Tieftemperaturteil (48), der an den zweiten Kreislauf angeschlossen ist, und ein Tiefsttemperaturteil (52), der an den dritten Kreislauf angeschlossen ist,
    und dass die Vorrichtung Folgendes aufweist:
    - Mittel zum Herstellen der Verbindung zwischen dem ersten Kreislauf, die stromaufwärts (62) und stromabwärts (64) des Hochtemperaturteils liegen, wobei die Mittel zum Herstellen der Verbindung, die stromabwärts (64) liegen, in Abhängigkeit von der Temperatur des Wärmeträgermittels im Bereich der Mittel betätigt werden, und die Mittel zum Herstellen der Verbindung, die stromaufwärts (62) liegen, in Abhängigkeit von dem Wärmeträgermitteldurchfluss in dem ersten Kreislauf betätigt werden.
  2. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die Mittel zum Herstellen der Kommunikation des ersten Kreislaufs mit dem dritten Kreislauf, die stromaufwärts des Wärmeaustauschers liegen, ein doppelt wirkendes Ventil (62) aufweisen, das den ersten Kreislauf (HT) schließt und das Durchgehen des Wärmeträgermittels des dritten Kreislaufs (TBT) zu dem Niedertemperaturteil des Wärmeaustauschers erlaubt, wenn der Wärmeträgermitteldurchfluss in dem ersten Kreislauf kleiner ist als ein vorbestimmter Durchfluss.
  3. Vorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Mittel zur Herstellen der Verbindung des ersten Kreislaufs und des dritten Kreislaufs, die stromabwärts des Wärmeaustauschers liegen, einen thermostatischen doppelt wirkenden Schieber (64) aufweisen, der den ersten Kreislauf (HT) schließt und das Durchgehen des Wärmeträgermittels des ersten Kreislaufs (HT) in dem dritten Kreislauf (TBT) erlaubt, wenn die Temperatur des Wärmeträgermittels im Bereich des thermostatischen Schiebers (64) niedriger ist als die optimale Betriebstemperatur der Speichermittel für elektrische Energie (18).
  4. Vorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der zweite Kreislauf (BT) den Niedertemperaturteil (48), eine Pumpe (50), einen Wechselrichter (26), eine elektrische Maschine (14) und eine Vorrichtung zum automatischen Stoppen und Neustarten (28, STT) des Verbrennungsmotors aufweist.
  5. Vorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der erste (60) und der dritte (78) Kreislauf gemeinsam ein Entgasungsgehäuse (44) aufweisen.
  6. Vorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Speichermittel für elektrische Energie (18) mindestens einen Akkumulator aufweisen.
  7. Vorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die elektrischen Bauteile eine Pumpe (50), einen Wechselrichter (26), eine elektrische Maschine (14) und eine Vorrichtung zum automatischen Stoppen und Neustarten (28) des Verbrennungsmotors aufweisen.
  8. Vorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass jeder der Teile Tiefsttemperaturteil (90), Hochtemperaturteil (92) und Tieftemperaturteil (94) ein Eingangsgehäuse (100, 102, 104) für Wärmeträgermittel, einen Radiator (106, 108, 110) und ein Ausgangsgehäuse (112, 114, 116) des Wärmeträgermittels aufweist.
  9. Vorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der erste Kreislauf (60) zum Kühlen des Verbrennungsmotors (10) einen thermostatischen Schieber (32) aufweist, der sich an dem Ausgang (30) des Wasserausgangsgehäuses (12) befindet und es erlaubt, die Zirkulation des Wärmeträgermittels in dem ersten Kreislauf (60, HT) zu stoppen, wenn die Temperatur des Wärmeträgermittels in dem Wasserausgangsgehäuse (12) niedriger ist als die optimale Betriebstemperatur des Verbrennungsmotors.
  10. Radiator (88), in dem ein Wärmeträgermittel zirkulieren kann, und der dazu bestimmt ist, ein Hybridfahrzeug auszustatten, dadurch gekennzeichnet, dass er drei Teile (90, 92, 94), die voneinander durch eine Wand (96, 98) getrennt sind, aufweist, wobei jeder der Teile ein Eingangsgehäuse (100, 102, 104), das mit einem Wärmeträgermitteleingang (118, 120 122) versehen ist, einen Wärmeaustauscher (106, 108, 110) und ein Ausgangsgehäuse (112, 114, 116), das mit einem Wärmeträgermittelausgang (124, 126, 128) versehen ist, aufweist, wobei eine der Wände (96), die die Eingangsgehäuse (100, 102) zwischen zwei benachbarten Teilen trennen, einen ersten Durchgang (130) aufweist, und die Wand (96), die die Ausgangsgehäuse (112, 114) zwischen den zwei benachbarten Teilen trennt, einen zweiten Durchgang (132) aufweist, wobei erste Verschlussmittel (134) zwei Positionen einnehmen können, eine Position, bei der der Eingang (120) eines Eingangsgehäuses (102) offen ist und der erste Durchgang (130) geschlossen ist, und eine andere Position, bei der der Eingang (120) eines Eingangsgehäuses (102) geschlossen und der erste Durchgang (130) offen ist, zweite Verschlussmittel (136), die zwei Positionen einnehmen können, eine Position, bei der der Ausgang (126) eines Ausgangsgehäuses (114) offen und der zweite Durchgang (132) geschlossen ist, und eine andere Position, bei der der Ausgang (126) des Ausgangsgehäuses (114) geschlossen und der zweite Durchgang (132) offen ist.
EP10770595.6A 2009-10-13 2010-09-21 Kühlvorrichtung für ein hybridfahrzeug Active EP2488737B1 (de)

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FR0957165A FR2951114B1 (fr) 2009-10-13 2009-10-13 Dispositif de refroidissement pour vehicule hybride
PCT/FR2010/051956 WO2011045496A1 (fr) 2009-10-13 2010-09-21 Dispositif de refroidissement pour vehicule hybride

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EP2488737B1 true EP2488737B1 (de) 2014-12-17

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FR2951114A1 (fr) 2011-04-15
FR2951114B1 (fr) 2011-11-04
US9238994B2 (en) 2016-01-19
BR112012007501B1 (pt) 2020-11-03
WO2011045496A1 (fr) 2011-04-21
BR112012007501A2 (pt) 2016-11-22
CN102575567B (zh) 2015-03-25
CN102575567A (zh) 2012-07-11
EP2488737A1 (de) 2012-08-22
US20120199313A1 (en) 2012-08-09

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