EP3483406B1 - Kühlkreislauf für eine antriebseinheit eines kraftfahrzeuges - Google Patents

Kühlkreislauf für eine antriebseinheit eines kraftfahrzeuges Download PDF

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Publication number
EP3483406B1
EP3483406B1 EP18205154.0A EP18205154A EP3483406B1 EP 3483406 B1 EP3483406 B1 EP 3483406B1 EP 18205154 A EP18205154 A EP 18205154A EP 3483406 B1 EP3483406 B1 EP 3483406B1
Authority
EP
European Patent Office
Prior art keywords
cooler
radiator
fluid
connection
temperature
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.)
Active
Application number
EP18205154.0A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP3483406A1 (de
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/de
Application granted granted Critical
Publication of EP3483406B1 publication Critical patent/EP3483406B1/de
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 cooling circuit with a coolant cooler and a low-temperature coolant cooler is known.
  • a valve is provided through which a plurality of coolant flows can be interconnected in different ways.
  • a coolant circuit which has a coolant / air cooler, an oil / coolant heat exchanger and a valve device.
  • the document WO 2004/063543 A2 discloses a cooling circuit with a main cooling circuit and a low-temperature circuit.
  • the main cooling circuit has a main cooler
  • the low-temperature circuit has a low-temperature cooler and a valve unit.
  • Such coolers form channels through which a fluid to be cooled can flow and which are provided with ribs to improve the heat transfer.
  • a gas for example air, airflow
  • a cooling circuit is to be proposed that has a compact structure and enables different interconnection of fluid flows.
  • a cooling circuit of a drive unit of a motor vehicle is proposed.
  • 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 passing a first fluid through the first cooler.
  • the cooling circuit also has a low-temperature circuit, which can be connected via a second inlet connection and a second outlet connection to a second cooler for passing a second fluid through the second cooler.
  • the first cooler and the second cooler are connected to one another and, in particular, are arranged in a common housing.
  • the second inlet connection and the second outlet connection are connected to the second cooler via a bypass valve.
  • the second fluid can be diverted from the second inflow connection to the second outflow connection via the bypass valve, bypassing the second cooler.
  • the first fluid conveyed in the high-temperature circuit has at least on average a higher temperature (at least 5 degrees Celsius) than the second fluid conveyed in the low-temperature circuit (at least during operation of the drive unit).
  • the first cooler and the second cooler form, in particular, a so-called “combination cooler” (a combination cooler) which has two inlet connections and two outlet connections.
  • the first cooler and the second cooler can be arranged in a common housing, with a (direct) fluidic connection between the first cooler and the second cooler preferably not being provided. It is possible that the first cooler and the second cooler are connected to one another via a connection, this connection then being provided (exclusively) for reducing thermal voltages.
  • the exchange of fluid made possible via the connection between the first cooler and the second cooler can be designed to be limited for a fluid flow so that it does not exceed 5%, in particular a maximum of 1%, of the (maximum) flowing through the first cooler or through the second cooler. Fluid flow is.
  • a (first or second) fluid in particular cooling water, possibly also oil) can flow through the coolers, the fluid in the coolers being able to be acted upon by an air stream for cooling.
  • the second cooler is arranged below the first cooler (with regard to gravity and the installation of the cooler in a motor vehicle).
  • a first fluid flows through the first cooler from top to bottom (with regard to gravity and the installation of the cooler in a motor vehicle), the first inlet connection and the first outlet connection being arranged on one side of the first cooler.
  • the second fluid can be diverted from the second inflow connection to the second outflow connection via the bypass valve, bypassing the second cooler.
  • the bypass valve can be controlled and operated in particular via a control device. If the bypass valve is switched in such a way that the second cooler is bypassed, the second fluid can reach a specified minimum temperature more quickly (e.g. after a cold start of the drive unit). If the minimum temperature is reached, the bypass valve can be switched so that the second fluid is passed through the second cooler.
  • the bypass valve can preferably be arranged directly on the second cooler. “Immediately” can mean that no line is provided between the second cooler and the bypass valve, which line itself is to be connected to the second cooler and / or the bypass valve.
  • the bypass valve can have a second inlet connection and a second outlet connection for integrating the second cooler into the second cooling circuit.
  • the bypass valve can have a first connection and a second connection for connecting the bypass valve to the second cooler.
  • the second fluid can be conveyed via a (third) line section to the second inlet connection (e.g. via a (second) pump, in particular an electrically operated low-temperature pump.
  • the second fluid can either be fed directly via a bypass flow
  • the second fluid can flow into the second cooler via the first connection, flow through the second cooler and leave the second cooler via the second connection.
  • the second fluid can then flow into the bypass valve and be passed on to the second drain connection and into the fourth line section.
  • the bypass valve can be arranged such that the second fluid can flow through the second cooler from bottom to top (in relation to gravity and the installation of the cooler in a motor vehicle).
  • This flow through the second cooler has made possible a surprising improvement in the cooling performance in the present arrangement.
  • no or at least less air collects in the second cooler, which is also discharged more quickly from the second cooler as a result of the flow through from bottom to top.
  • Air in the cooler can reduce the heat transfer in the cooler, at least in comparison with water as the second fluid, so that the cooling performance would be reduced.
  • first connection and the second connection are arranged laterally on the second cooler.
  • first connection is arranged below the second connection (with regard to gravity and the installation in a motor vehicle).
  • the second connection can be arranged above the second drain connection (with regard to the force of gravity and the installation in a motor vehicle).
  • the bypass valve can be arranged on the second cooler via at least one plug connection.
  • the bypass valve is connected to the first connection and / or to the second connection via (each) a plug connection to the second cooler or to the housing of the cooler.
  • the second cooler can be arranged with the first cooler in a common housing and (completely) below the first cooler.
  • the first cooler has no fluidic connection for the first fluid or the second fluid to the second cooler.
  • only the already mentioned connection for reducing thermal voltages is provided, and only an insignificant fluid flow can flow between the coolers via this connection.
  • the high-temperature circuit and the low-temperature circuit are fluidically connected to one another only outside the cooler via an expansion tank.
  • the first fluid and the second fluid are fluids of the same type.
  • the minimum temperature can be between 30 and 40 degrees Celsius.
  • the minimum temperature can be specified 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 via sensors and / or computed or determined by means of a control device or control unit on the basis of the current operating points of the motor vehicle or cooling circuit.
  • a motor vehicle is also proposed with a drive unit for driving the motor vehicle, a control device and an already described cooling circuit, the drive unit being able to be cooled via the high-temperature cooling circuit.
  • the control device is designed and / or set up in a suitable manner for carrying out the method proposed here.
  • first primarily (only) serve to distinguish between several similar objects, sizes or processes, i.e. in particular no dependency and / or sequence of these objects, sizes or prescribe processes to each other. Should a dependency and / or sequence be required, this is explicitly stated here or it is obvious to a person skilled in the art when studying the specifically described embodiment.
  • the Fig. 1 shows a motor vehicle 3 with a cooling circuit 1.
  • the motor vehicle 3 comprises a drive unit 2 (e.g. an internal combustion engine) for driving the motor vehicle 3, a control device 18 and a cooling circuit 1.
  • the drive unit 2 e.g. . Cylinder head of an internal combustion engine or power unit of an electrical machine
  • a third cooler 22 for example a water-cooled charge air cooler of an internal combustion engine or, in the case of an electric machine as 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 passing a first fluid through the first cooler 7.
  • the cooling circuit 1 also has a low-temperature circuit 8, which can be connected via a second inlet connection 9 and a second outlet connection 10 to a second cooler 11 for the passage of a second fluid through the second cooler 11.
  • the first cooler 7 and the second cooler 11 are connected to one another 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.
  • the second fluid can be diverted from the second inflow connection 9 to the second outflow connection 10 via the bypass valve 12, bypassing the second cooler 11.
  • the first cooler 7 and the second cooler 11 form a so-called “combination cooler” (a combination cooler) which has two inlet connections 5, 9 and two outlet connections 6, 10.
  • the second cooler 11 is arranged below the first cooler 7 (in relation to the force of gravity 35 and the installation in a motor vehicle 3).
  • the second fluid can be diverted from the second inflow connection 9 to the second outflow connection 10 via the bypass valve 12, bypassing the second cooler 11.
  • the bypass valve 12 can be controlled and operated via the control device 18.
  • the high-temperature circuit 4 and the low-temperature circuit 8 are fluidically connected to one another outside of the coolers 7, 11 via an expansion tank 15.
  • the high-temperature circuit 4 here comprises, starting from the drive unit 2 and along the direction of flow of the first fluid, a first cooler inlet 21, branching off therefrom a first vent line 20, which connects the first cooler inlet 21 to the expansion tank 15, the first cooler 7, and a first cooler return 23 and a first pump 29 (motor main water pump) for pumping the first fluid.
  • the first cooler flow 21 is connected to the first cooler 7 via the first inlet connection 5.
  • the first cooler return 23 is connected to the first cooler 7 via the first drain connection 6.
  • the low-temperature circuit 8 here comprises, starting from the third cooler 22 and along the direction of flow of the second fluid, a first line section 25, which connects the third cooler 22 to a second pump 30 (electrical low-temperature pump), a third line section 27, the bypass valve 12, the bypass feed line 24 or the second cooler 11 and a fourth line section 28.
  • a second line section 26 branches off from the first line section 25 and connects the first line section 25 to the expansion tank 15. Compared to the force of gravity 35, the expansion tank 15 is arranged above the cooling circuit 1 or above the high-temperature circuit 4 and the low-temperature circuit 8.
  • the second fluid is conveyed via the second pump 30 into a third line section 27, which is connected to the second inlet connection 9 on the bypass valve 12.
  • the fourth line section 28, via which the bypass valve 12 is connected to the third cooler 22, is connected to the second outlet connection 10 of the bypass valve 12.
  • Fig. 2 shows the first cooler 7 and the second cooler 11 in a common housing 14.
  • a first fluid flows through the first cooler 7 from top to bottom, the first inlet connection 5, to which the first cooler inlet 21 is connected, and the first outlet connection 6, to which the first cooler return 23 is connected, (one below the other) one side of the first cooler 7 are arranged.
  • the bypass valve 12 is arranged in such a way that the second fluid can flow through the second cooler 11 from bottom to top.
  • the first connection 31 and the second connection 32, for connecting the bypass valve 12 to the second cooler 11 or to the housing 14, are arranged on the side of the second cooler 11.
  • the first connection 31 is arranged below the second connection 32.
  • the second cooler 11 is arranged with the first cooler 7 in a common housing 14 and the second cooler 11 is arranged completely below the first cooler 7.
  • the first cooler 7 and the second cooler 11 are arranged fluidically separated from one another by a separating 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 Figures 3 and 4 are described together below.
  • the bypass valve 12 can be arranged with the connections 31, 32 directly on the second cooler 11. Directly means here that no lines are provided between the second cooler 11 and the bypass valve 12, which lines themselves are to be connected to the second cooler 11 and / or the bypass valve 12.
  • the bypass valve 12 has a second inlet connection 9, on which a third line section 27 can be arranged, and a second outlet connection 10, on which a fourth line section 28 can be arranged, for integrating the second cooler 11 into the second cooling circuit 8.
  • the bypass valve 12 also has a first connection 31 and a second connection 32 for connecting the bypass valve 12 to the second cooler 11.
  • the second fluid can therefore be conveyed to the second inlet connection 9 via a third line section 27.
  • the second fluid can either be fed via a bypass flow line 24 directly to the second drain port 10 and into a fourth line section (see FIG Fig. 3 , first switching state 33) or alternatively to the first connection 31 (see Fig. 4 , second switching state 34).
  • the second fluid can flow into the second cooler 11 via the first connection 31, 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 via the second connection 32 and be passed on to the second drain connection 10 and into the fourth line section 28.
  • the bypass valve 12 can be arranged on the second cooler 11 via plug connections 13.
  • the bypass valve 12 is connected to the first connection 31 and to the second connection 32 are connected to the second cooler 11 or to the housing 14 of the coolers 7, 11 via a plug connection 13 in each case.
  • 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 is conducted from the second inlet connection 9 to the second outlet connection 10 via a bypass supply line 24, bypassing the second cooler 11 (first switching state 33). If the temperature 16 has reached the minimum temperature 17 or above, in a step iii. the bypass valve 12 is actuated and the second fluid is conducted from the second inlet connection 9 via the first connection 31 and via the second cooler 11 and via the second connection 32 to the second outlet connection 10 (second switching state 34).
  • the minimum temperature 17 can be specified 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.

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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)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
EP18205154.0A 2017-11-09 2018-11-08 Kühlkreislauf für eine antriebseinheit eines kraftfahrzeuges Active EP3483406B1 (de)

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 EP3483406A1 (de) 2019-05-15
EP3483406B1 true EP3483406B1 (de) 2021-04-28

Family

ID=64267657

Family Applications (1)

Application Number Title Priority Date Filing Date
EP18205154.0A Active EP3483406B1 (de) 2017-11-09 2018-11-08 Kühlkreislauf für eine antriebseinheit eines kraftfahrzeuges

Country Status (4)

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

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Also Published As

Publication number Publication date
CN109763888A (zh) 2019-05-17
DE102017219939A1 (de) 2019-05-09
CN109763888B (zh) 2021-09-03
KR102234911B1 (ko) 2021-04-02
EP3483406A1 (de) 2019-05-15
KR20190053100A (ko) 2019-05-17

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