EP3483406A1 - Circuit de refroidissement pour une unité d'entraînement d'un véhicule automobile - Google Patents

Circuit de refroidissement pour une unité d'entraînement d'un véhicule automobile Download PDF

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Publication number
EP3483406A1
EP3483406A1 EP18205154.0A EP18205154A EP3483406A1 EP 3483406 A1 EP3483406 A1 EP 3483406A1 EP 18205154 A EP18205154 A EP 18205154A EP 3483406 A1 EP3483406 A1 EP 3483406A1
Authority
EP
European Patent Office
Prior art keywords
radiator
fluid
bypass valve
temperature
connection
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.)
Granted
Application number
EP18205154.0A
Other languages
German (de)
English (en)
Other versions
EP3483406B1 (fr
Inventor
Jörg Ohlhoff
Mirko Arndt
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Volkswagen AG
Original Assignee
Volkswagen AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Volkswagen AG filed Critical Volkswagen AG
Publication of EP3483406A1 publication Critical patent/EP3483406A1/fr
Application granted granted Critical
Publication of EP3483406B1 publication Critical patent/EP3483406B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • 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
    • 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
    • F28D1/053—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 the conduits being straight
    • 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
    • F01P3/00—Liquid cooling
    • F01P3/18—Arrangements or mounting of liquid-to-air heat-exchangers
    • F01P2003/182—Arrangements or mounting of liquid-to-air heat-exchangers with multiple heat-exchangers
    • 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
    • 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

Definitions

  • the invention relates to a cooling circuit for a drive unit of a motor vehicle.
  • a refrigeration cycle with a coolant radiator and a low-temperature coolant radiator is known.
  • a valve is provided, through which a plurality of coolant flows are interconnected differently.
  • Such coolers form, on the one hand, passages for a fluid to be cooled which are provided with ribs for improving the heat transfer.
  • the channels or the ribs are overflowed by a gas (eg air, airstream) so that cooling of the fluid circulating in a cooling circuit can take place.
  • the object of the present invention is at least partially to solve the problems mentioned with reference to the prior art.
  • a cooling circuit is to be proposed, which is compact and allows a different interconnection of fluid flows.
  • the drive unit is in particular at least one internal combustion engine and / or at least an electric machine.
  • the drive unit is preferably provided for driving the motor vehicle.
  • the cooling circuit has at least one high-temperature circuit, which is connected via a first inlet connection and a first outlet connection to a first cooler for the passage of a first fluid through the first cooler.
  • the cooling circuit further has a low-temperature circuit, which can be connected via a second inlet connection and a second outlet connection with a second cooler for the passage of a second fluid through the second cooler.
  • the first radiator and the second radiator are connected to each other and in particular arranged in a common housing.
  • the second inlet connection and the second outlet connection are connected to the second cooler via a bypass valve. By way of the bypass valve, the second fluid can be diverted from the second inlet connection to the second outlet connection, bypassing the second cooler.
  • the first fluid delivered in the high-temperature circuit has at least on average a higher temperature (at least 5 degrees Celsius) than the second fluid delivered in the low-temperature circuit (at least during operation of the drive unit).
  • the first radiator and the second radiator form in particular a so-called "combo radiator” (a combination radiator) which has two inlet connections and two outlet connections.
  • the first radiator and the second radiator can be arranged in a common housing, wherein a (direct) fluidic connection between the first radiator and the second radiator is preferably not provided. It is possible that the first radiator and the second radiator are connected to one another via a connection, wherein this connection is then provided (exclusively) for the reduction of thermal voltages.
  • the exchange of fluid between the first radiator and the second radiator made possible by the connection can be so limited for a fluid flow that it flows at most 5%, in particular at most 1%, of the (maximum) flow through the first radiator or through the second radiator. Fluid flow is.
  • the coolers can each be traversed by a (first or second) fluid (in particular cooling water, possibly also oil), wherein the fluid in the coolers can be acted upon by an air flow for cooling.
  • a (first or second) fluid in particular cooling water, possibly also oil
  • the second radiator is arranged below the first radiator (with respect to the gravity and the installation of the radiator in a motor vehicle).
  • the first radiator is flowed through by a first fluid from top to bottom (with respect to the gravity and the installation of the radiator in a motor vehicle), wherein the first inlet connection and the first outlet connection are arranged on one side of the first radiator.
  • the second fluid can be diverted from the second inlet connection to the second outlet connection, bypassing the second cooler.
  • the bypass valve can be controlled and actuated in particular via a control device. If the bypass valve is switched so that the second radiator is bypassed, the second fluid (eg after a cold start of the drive unit) can reach a prescribed minimum temperature more quickly. When the minimum temperature is reached, the bypass valve can be switched to direct the second fluid through the second radiator.
  • the bypass valve can be arranged directly on the second radiator. "Immediate” may mean that no conduit is provided between the second radiator and the by-pass valve, which itself is to be connected to the second radiator and / or the by-pass valve.
  • the bypass valve may have a second inlet connection and a second outlet connection for the integration of the second cooler into the second cooling circuit.
  • the bypass valve may include a first port and a second port for connecting the bypass valve to the second radiator.
  • the second fluid can be conveyed via a (third) line section to the second inlet connection (eg via a (second) pump, in particular an electrically operated low-temperature pump.)
  • the second fluid can either directly via a bypass flow via the first port, the second fluid may flow into the second radiator, flow through the second radiator, and exit the second radiator via the second port Connection, the second fluid can then flow into the bypass valve and be passed on to the second drain port and the fourth line section.
  • the bypass valve may be arranged so that the second radiator from the second fluid from bottom to top (with respect to the gravity and the installation of the radiator in a motor vehicle) can be flowed through.
  • This flow through the second cooler has enabled a surprising improvement in the cooling performance in the present arrangement. In particular, can As a result, no or at least less air accumulates in the second cooler, which, moreover, is discharged more quickly from the second cooler as a result of the flow from bottom to top. Air in the radiator can reduce heat transfer in the radiator, at least in comparison with water as a second fluid, so that the cooling capacity would be lowered.
  • first connection and the second connection are arranged laterally on the second radiator.
  • first connection is arranged below the second connection (in terms of gravity and the installation in a motor vehicle).
  • the second port may be located above the second drain port (with respect to gravity and shroud in a motor vehicle).
  • the bypass valve may be disposed on the second radiator via at least one connector.
  • the bypass valve is connected to the first connection and / or to the second connection via (in each case) a plug connection with the second cooler or with the housing of the coolers.
  • the second radiator may be disposed with the first radiator in a common housing and (completely) below the first radiator.
  • the first radiator has no fluidic connection for the first fluid or the second fluid toward the second radiator.
  • only the already mentioned connection is provided for the reduction of thermal voltages, whereby an only insignificant flow of fluid can flow between the coolers via this connection.
  • the high-temperature circuit and the low-temperature circuit are connected to each other only fluidically outside of the radiator via a surge tank.
  • the first fluid and the second fluid are similar fluids.
  • the minimum temperature can be between 30 and 40 degrees Celsius.
  • the minimum temperature can be set via a control device and the temperature can be monitored via the control device.
  • the bypass valve can be actuated via the control device as a function of the temperature.
  • the temperature can be measured by sensors and / or computationally calculated or determined by means of a control device or control unit on the basis of the running or existing operating points of the motor vehicle or cooling circuit.
  • a motor vehicle with a drive unit for driving the motor vehicle, a control device and a previously described cooling circuit, wherein the drive unit can be cooled via the high-temperature cooling circuit.
  • the control device is suitably designed and / or set up to carry out the method proposed here.
  • the motor vehicle 3 comprises a drive unit 2 (eg an internal combustion engine) for driving the motor vehicle 3, a control device 18 and a cooling circuit 1 Cylinder head of an internal combustion engine or power unit of an electric machine) can be cooled.
  • a third cooler 22 for example a water-cooled intercooler of an internal combustion engine or, in the case of an electrical machine as a drive unit 2, a battery cooling unit
  • the cooling circuit 1 has a high-temperature circuit 4 which is connected via a first inlet connection 5 and a first outlet connection 6 to a first cooler 7 for the passage of a first fluid through the first cooler 7.
  • the cooling circuit 1 further has a low-temperature circuit 8, which can be connected via a second inlet connection 9 and a second outlet connection 10 with a second cooler 11 for the passage of a second fluid through the second cooler 11.
  • the first radiator 7 and the second radiator 11 are connected to each other and arranged in a common housing 14.
  • the second inlet connection 9 and the second outlet connection 10 are connected to the second cooler 11 via a bypass valve 12. By way of the bypass valve 12, the second fluid can be diverted from the second inlet connection 9 to the second outlet connection 10, bypassing the second cooler 11.
  • the first radiator 7 and the second radiator 11 form a so-called “combo radiator” (a combination radiator), which has two inlet connections 5, 9 and two outlet connections 6, 10.
  • the second radiator 11 is disposed below the first radiator 7 (with respect to the gravity 35 and the structure in a motor vehicle 3).
  • the second fluid can be diverted from the second inlet connection 9 to the second outlet connection 10, bypassing the second cooler 11.
  • the bypass valve 12 can be controlled and actuated via the control device 18.
  • the high-temperature circuit 4 and the low-temperature circuit 8 are connected fluidically only outside the radiator 7, 11 via a surge tank 15.
  • the high-temperature circuit 4 comprises a first radiator feed 21, branching off from it a first vent line 20 connecting the first radiator feed 21 to the reservoir 15, the first radiator 7, a first radiator return 23 and a first pump 29 (motor main water pump) for conveying the first fluid.
  • the first radiator feed 21 is connected to the first radiator 7 via the first inlet connection 5.
  • the first radiator return 23 is connected to the first radiator 7 via the first outlet connection 6.
  • the low-temperature circuit 8 comprises a first line section 25 which connects the third cooler 22 to a second pump 30 (low-temperature electrical pump), a third line section 27, the bypass valve 12, the bypass flow 24 or the second radiator 11 and a fourth line section 28th
  • a second line section 26 branches off, which connects the first line section 25 with the surge tank 15.
  • the expansion tank 15 is arranged opposite the gravity 35 above the cooling circuit 1 or above the high-temperature circuit 4 and the low-temperature circuit eighth
  • the second fluid is conveyed into a third line section 27, which is connected to the second inlet connection 9 at the bypass valve 12.
  • the fourth line section 28 is connected, via which the bypass valve 12 is connected to the third cooler 22.
  • Fig. 2 shows the first radiator 7 and the second radiator 11 in a common housing 14.
  • the first radiator 7 is flowed through by a first fluid from top to bottom, wherein the first inlet port 5, to which the first radiator feed 21 is connected, and the first drain port 6, to which the first radiator return 23 is connected, (among each other) one side of the first radiator 7 are arranged.
  • the bypass valve 12 is arranged so that the second radiator 11 can be flowed through by the second fluid from bottom to top.
  • the first connection 31 and the second connection 32, for connecting the bypass valve 12 to the second radiator 11 or to the housing 14, are arranged laterally on the second radiator 11.
  • the first terminal 31 is disposed below the second terminal 32.
  • the second radiator 11 is arranged with the first radiator 7 in a common housing 14 and the second radiator 11 completely below the first radiator 7.
  • the first radiator 7 and the second radiator 11 are separated from one another by a separation region 19.
  • Fig. 3 shows a bypass valve 12 in a first switching state 33 in a perspective view.
  • Fig. 4 shows the bypass valve 12 after Fig. 3 in a second switching state 34 in a perspective view. The 3 and 4 will be described together below.
  • the bypass valve 12 can be arranged with the terminals 31, 32 directly to the second radiator 11. Immediately means here that no lines between the second radiator 11 and the bypass valve 12 are provided, which are themselves to be connected to the second radiator 11 and / or the bypass valve 12.
  • the bypass valve 12 has a second inlet connection 9, to which a third line section 27 can be arranged, and a second outlet connection 10, to which a fourth line section 28 can be arranged, for the integration of the second cooler 11 into the second cooling circuit 8.
  • the bypass valve 12 has a first port 31 and a second port 32 for connecting the bypass valve 12 to the second radiator 11.
  • the second fluid can therefore be conveyed via a third line section 27 to the second inlet connection 9.
  • the second fluid may be delivered either via a bypass passage 24 directly to the second drain port 10 and into a fourth conduit section (see FIG Fig. 3 , first switching state 33) or alternatively to the first terminal 31 (see Fig. 4 , second switching state 34).
  • the first connection 31 the second fluid can flow into the second cooler 11, flow through the second cooler 11 and leave the second cooler 11 via the second connection 32.
  • the second fluid can then flow into the bypass valve 12 and be passed on to the second outlet connection 10 and into the fourth line section 28.
  • the bypass valve 12 may be disposed on the second radiator 11 via connectors 13.
  • the bypass valve 12 becomes the first port 31 and the second port 32 connected via a respective connector 13 to the second radiator 11 and to the housing 14 of the radiator 7, 11.
  • a step i. detects a temperature 16 of the second fluid and, if the temperature 16 is below a minimum temperature 17, in a step ii. the bypass valve 12 is actuated and the second fluid from the second inlet port 9 toward the second drain port 10 via a bypass flow 24 bypassing the second radiator 11 passed (first switching state 33).
  • the bypass valve 12 is actuated and the second fluid from the second inlet port 9 via the first port 31 and the second radiator 11 and via the second port 32 toward the second drain port 10 passed (second switching state 34).
  • the minimum temperature 17 can be set via a control device 18 and the temperature 16 can be monitored via the control device 18.
  • the bypass valve 12 can be actuated via the control device 18 as a function of the temperature 16.

Landscapes

  • 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)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
EP18205154.0A 2017-11-09 2018-11-08 Circuit de refroidissement pour une unité d'entraînement d'un véhicule automobile Active EP3483406B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102017219939.3A DE102017219939A1 (de) 2017-11-09 2017-11-09 Kühlkreislauf für eine Antriebseinheit eines Kraftfahrzeuges

Publications (2)

Publication Number Publication Date
EP3483406A1 true EP3483406A1 (fr) 2019-05-15
EP3483406B1 EP3483406B1 (fr) 2021-04-28

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP18205154.0A Active EP3483406B1 (fr) 2017-11-09 2018-11-08 Circuit de refroidissement pour une unité d'entraînement d'un véhicule automobile

Country Status (4)

Country Link
EP (1) EP3483406B1 (fr)
KR (1) KR102234911B1 (fr)
CN (1) CN109763888B (fr)
DE (1) DE102017219939A1 (fr)

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WO2003042516A2 (fr) * 2001-11-13 2003-05-22 Valeo Thermique Moteur Systeme de gestion de l'energie thermique d'un moteur thermique comprenant deux reseaux
EP1398200A1 (fr) * 2002-09-06 2004-03-17 Renault s.a.s. Système de refroidissement d'une chaíne de traction hybride pour véhicule automobile
WO2004063543A2 (fr) * 2003-01-16 2004-07-29 Behr Gmbh & Co. Kg Circuit de refroidissement d'un moteur a combustion interne avec radiateur basse temperature
WO2009059684A2 (fr) * 2007-11-07 2009-05-14 Daimler Ag Circuit de refroidissement pour moteur à combustion interne
DE102007054855A1 (de) * 2007-11-16 2009-05-28 Bayerische Motoren Werke Aktiengesellschaft Ausgleichsbehälter für wenigstens zwei Wärmeübertragungsmittelkreisläufe, Wärmeübertragungsmittelkreislauf sowie Kraftfahrzeug

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WO2003042516A2 (fr) * 2001-11-13 2003-05-22 Valeo Thermique Moteur Systeme de gestion de l'energie thermique d'un moteur thermique comprenant deux reseaux
EP1398200A1 (fr) * 2002-09-06 2004-03-17 Renault s.a.s. Système de refroidissement d'une chaíne de traction hybride pour véhicule automobile
WO2004063543A2 (fr) * 2003-01-16 2004-07-29 Behr Gmbh & Co. Kg Circuit de refroidissement d'un moteur a combustion interne avec radiateur basse temperature
WO2009059684A2 (fr) * 2007-11-07 2009-05-14 Daimler Ag Circuit de refroidissement pour moteur à combustion interne
DE102007054855A1 (de) * 2007-11-16 2009-05-28 Bayerische Motoren Werke Aktiengesellschaft Ausgleichsbehälter für wenigstens zwei Wärmeübertragungsmittelkreisläufe, Wärmeübertragungsmittelkreislauf sowie Kraftfahrzeug

Also Published As

Publication number Publication date
EP3483406B1 (fr) 2021-04-28
KR102234911B1 (ko) 2021-04-02
DE102017219939A1 (de) 2019-05-09
CN109763888B (zh) 2021-09-03
KR20190053100A (ko) 2019-05-17
CN109763888A (zh) 2019-05-17

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