KR20130019178A - Cooling system for electric vehicle - Google Patents

Abstract

PURPOSE: A cooling system for a hybrid vehicle is provided to maximize the overall system efficiency of the cooling system on a driving part by properly exchanging the heat of cooling water between an engine cooling loop and an electrical field cooling loop. CONSTITUTION: A cooling system for a hybrid vehicle comprises an electrical field cooling loop(100), an engine cooling loop(200), a fan(500), an additional heat exchanger(300), and a flow rate distribution unit(350). The electrical field cooling loop includes an electrical field radiator(110) and cools electrical equipment(120) by circulating the cooling water. The engine cooling loop cools an engine(220) by circulating the cooling water. The fan blows air to an electrical field radiator and an engine radiator(210). The additional heat exchanger exchanges the cooling water discharged from the electrical field radiator and the engine radiator. The flow rate distribution unit is equipped on a flow path through which the electrical field radiator discharges the cooling water.

Description

Cooling System for Electric Vehicle

The present invention relates to a cooling system for a hybrid vehicle.

In recent years, hybrid vehicles are becoming more and more popular due to low pollution and high fuel cost measures. Conventionally, automobiles having an engine using fossil fuels such as gasoline and case have been generally used, but there have been researches on energy sources for automobiles to replace fossil fuels due to reduction of fossil fuel reserves and environmental pollution problems . Among them, the most active energy source currently is fuel cells. However, fuel efficiency and cooling system optimization have not yet been fully achieved in the case of a fuel cell-only vehicle. Therefore, at present, hybrid vehicles using both fossil fuel and fuel cells (ie electricity) are emerging as the most reasonable alternative. Such a fuel cell automobile or hybrid automobile is provided with a driving motor that uses electricity as a driving source, and plays a role of replacing or assisting an engine using fossil fuel.

In the case of an internal combustion engine vehicle using fossil fuel, a very large amount of heat is generated in ignition and combustion of high temperature and high pressure gas in the engine. Therefore, if the engine is not cooled, As various parts are melted or tampered, damage or breakage occurs. Therefore, a jacket is provided around the cylinder to circulate the cooling water, and the cooling water is circulated inside the jacket, so that the engine is cooled by absorbing heat generated from the engine. However, since the cooling water also absorbs heat from the engine for a long time and can no longer absorb heat from the engine at a high temperature, a device for cooling the cooling water is required. The radiator directly circulates the high- And discharges part of the heat generated in the internal combustion engine through the cooling water to the atmosphere. Radiators typically have the form of the most commonly used heat exchangers, that is, tubes of multiple rows, a pair of header tanks coupled to both ends of the tubes, and fins interposed between the tubes do.

In the case of an electric vehicle using a fuel cell as a power source, heat is generated in each electric component such as a fuel cell stack, a motor, an inverter, and the like. Therefore, in a manner similar to the cooling system using the cooling water of the internal combustion engine, cooling water is used to absorb heat generated in these electric components to perform cooling. Also, similar to the cooling system of the internal combustion engine, the cooling water whose temperature has been raised due to absorbed heat is cooled by using a separate radiator.

In a hybrid vehicle, the operating environment of the engine coolant and the electronics coolant are very different from each other, and thus have independent cooling loops. 1 shows a drive cooling system of such a conventional hybrid vehicle. As shown, the hybrid vehicle is independently provided with an engine cooling loop in which the coolant is circulated to the engine-engine radiator and an electric parts cooling loop in which the coolant is circulated to the electric parts-field radiator. In the engine radiator and the electric field radiator, cooling of the coolant, that is, heat radiation to the outside air occurs, and a fan for forced ventilation is generally further provided to increase the heat radiation performance.

As mentioned above, the coolant operating environmental conditions of the engine cooling loop and the electric field cooling loop have significantly different characteristics. Specifically, first, since the heat generated in the engine is much greater than the heat generated in the electric component, the temperature of the cooling water circulating in the engine cooling loop is generally several tens of degrees Celsius higher than the temperature of the cooling water circulating in the electric cooling loop. Next, since the amount of heat generated in the engine is higher in the running state than in the idle state, the temperature of the coolant circulating in the engine cooling loop is also higher in the running state than in the idle state. On the other hand, in the case of electric equipment, the difference in the amount of heat generation is not very large when the vehicle is in the idle state or during the driving state. Because of the vigorous rise, the temperature of the coolant circulating in the full length cooling loop (as opposed to the engine case) is rather higher when idle (rather than when running).

Due to such a difference in characteristics, it is difficult to configure the engine cooling loop and the electric field cooling loop together, and as shown in FIG. 1, the engine cooling loop and the electric field cooling loop are configured independently of each other. At this time, in order to increase the driving unit cooling efficiency, various techniques for combining or improving the configuration of the engine cooling loop and the electric field cooling loop have been researched and developed. For example, Japanese Patent Application Laid-Open No. 2009-012702 ("Hybrid Vehicle Drive and Control Method", 2009.01.22) estimates the temperature of the condenser by monitoring the engine temperature, engine coolant temperature, electronics coolant temperature, electronics temperature, and the like. A technique for preventing overheating of a condenser is disclosed. In Japanese Patent Laid-Open No. 2007-32646 ("Hybrid Vehicle Control Device", 2007.12.20), the cooling water circulating in the electric field cooling loop is applied to the coolant temperature of the electric component. Accordingly, a technique is disclosed for passing through or not passing through a full length radiator.

1. Japanese Patent Publication No. 2009-012702 ("Hybrid Vehicle Driving Apparatus and Control Method", 2009.01.22) 2. Japanese Patent Publication No. 2007-32646 ("Hybrid Vehicle Control Device", Dec. 20, 2007)

Accordingly, the present invention has been made to solve the problems of the prior art as described above, an object of the present invention is to provide a cooling system for a hybrid vehicle to maximize the system efficiency by combining the engine cooling loop and the electric field cooling loop. .

The hybrid vehicle cooling system of the present invention for achieving the object as described above comprises an electric field radiator 110, the electric field cooling loop 100 for circulating the cooling water to cool the electrical equipment 120; An engine cooling loop 200 including an engine radiator 210 arranged in parallel with the electric field radiator 110 in parallel with the air blowing direction to circulate the coolant to cool the engine 220; A fan (500) for blowing air to the electric field radiator (110) and the engine radiator (210); In the cooling system 1000 for a hybrid vehicle comprising a, the additional heat exchanger is provided so that the coolant discharged from the electric field radiator 110 and the coolant discharged from the engine radiator 210 flows therein to exchange with each other. 300; Flow rate distribution means (350) provided on a flow path through which the coolant is discharged from the electric field radiator (110), and controlling the flow rate of the coolant flowing from the electric field radiator (110) to the additional heat exchanger (300); And a control unit.

At this time, the hybrid vehicle cooling system 1000 is characterized in that the flow rate distribution means 350 is operated so that the flow rate distribution is possible when the engine 220 is operating. In addition, at this time, the flow rate distribution means 350 adjusts the flow rate so as to distribute the coolant to the additional heat exchanger 500 when the electronic device 120 and the engine 220 are both running. It is done.

In addition, in the additional heat exchanger 300, a plurality of plates 330 are stacked to alternate between the first medium space 310 in which the first heat exchange medium flows, and the second medium space 320 in which the second heat exchange medium flows. It is formed in the plate 330, the first medium inlet 312a and the first medium outlet 312b which is formed in a through shape to inlet and discharge the first heat exchange medium to the first medium space 310, respectively Wow; A first medium tank part 311 formed in a recessed or protruding region in the vicinity of the first medium inlet 312a and the first medium outlet 312b to accommodate and flow the first heat exchange medium; A second medium inlet 322a and a second medium outlet 322b for introducing and discharging a second heat exchange medium into the second medium space 320, respectively; And a second medium tank part 321 formed to have a recessed or protruding area in the vicinity of the second medium inlet 322a and the second medium outlet 322b to receive and flow the second heat exchange medium. It is characterized by consisting of a plate heat exchanger form. In this case, the additional heat exchanger 300 is characterized in that the first heat exchange medium and the second heat exchange medium are the coolant for electric field cooling and the cooling water for engine cooling or the coolant for engine cooling and the electric field cooling water, respectively.

According to the present invention, in a drive cooling system of a hybrid vehicle which is divided into an engine cooling loop and an electric field cooling loop, and the cooling water operating environment is significantly different from each other, the cooling water and the electric field cooling loop circulating the engine cooling loop according to the driving conditions are circulated. By allowing the heat exchange between the cooling water to be appropriately, there is a great effect to maximize the overall system efficiency of the drive cooling system. Therefore, according to the present invention, it is also possible to perform engine / electric field integrated thermal management of a drive cooling system in a hybrid vehicle.

In addition, by increasing the efficiency of the system as compared to the conventional, the performance required for the heat exchanger, particularly the engine radiator provided in each cooling loop can be reduced compared to the conventional, it is also effective to make the cooling module more compact and compact .

1 is a drive cooling system of a conventional hybrid vehicle.
Figure 2 is a drive cooling system of the hybrid vehicle of the present invention.
Figure 3 is an embodiment of the operating environmental conditions of the drive cooling system of the hybrid vehicle of the present invention.
4 is a form of an additional heat exchanger of the present invention.

Hereinafter, a cooling system for a hybrid vehicle according to the present invention having the configuration as described above will be described in detail with reference to the accompanying drawings.

Figure 2 shows a cooling system of the hybrid vehicle drive unit of the present invention. The hybrid vehicle cooling system 1000 of the present invention includes an electric field cooling loop 100 and an engine cooling loop 200, an additional heat exchanger 300, and a flow control means 350 that connect and combine the same. The basic configuration of the electric field cooling loop 100 and the engine cooling loop 200 is the same as a general drive cooling loop, which will be described in detail as follows. The electric field cooling loop 100 includes an electric field radiator 110 to circulate the coolant to cool the electric component 120, and the engine cooling loop 200 includes an engine radiator 210 to cool the electric water. The engine 220 is cooled by circulating. In this case, the engine radiator 210 is disposed in parallel with the electric field radiator 110 in parallel with the air blowing direction, and as shown in FIG. 2, the electric field radiator 110 and the engine radiator ( A fan 500 for blowing air to the 210 is provided.

At this time, in the case of the conventional hybrid vehicle cooling system, since the heat generation change pattern according to the heat generation amount or the driving conditions in the electric component and the engine are different from each other, the electric field cooling loop and the engine cooling loop are made independently of each other, and thus thermal management is also independent. There was no choice but to be made. However, in the present invention, by having the additional heat exchanger 300 and the flow control means 350 connecting and combining the electric field cooling loop 100 and the engine cooling loop 200, the overall efficiency of the cooling system is increased. At the same time, each drive cooling loop can be integrated. That is, the characteristic configuration of the present invention is the additional heat exchanger 300 and the flow control means 350. Its configuration and role will be described in more detail below.

As shown in FIG. 2, the additional heat exchanger 300 is provided so that the coolant discharged from the electric field radiator 110 and the coolant discharged from the engine radiator 210 are distributed therein to exchange heat with each other. In addition, the flow rate distribution means 350 serves to adjust the flow rate of the cooling water flowing from the electric field radiator 110 to the additional heat exchanger (300). That is, the flow rate distribution means 350 is provided on the flow path through which the coolant is discharged from the electric field radiator 110, as shown in FIG. 2, and the coolant flowed into the electric field cooling loop 100 is the engine cooling loop. It is to distribute a portion so that the heat exchange with the cooling water (200).

At this time, the hybrid vehicle cooling system 1000 in the present invention is first formed so that the flow rate distribution means 350 is operated when the engine 220 is in an operating state to perform the flow distribution. In this case, the flow rate distribution means 350 adjusts the flow rate so as to distribute the coolant to the additional heat exchanger 500 when the electronic device 120 and the engine 220 are both running. Has

In the hybrid vehicle, when the first departure or low speed driving, only the electrical appliance 120 is operated and driven only by electricity. In the high speed driving, the engine 220 is further operated to be driven by electric and fossil fuel power. to be. In addition, when the vehicle is stopped while driving, the engine 220 is turned off again to minimize fuel consumption or emission gas due to idling. That is, in the hybrid vehicle, the engine 220 is generally not operated at low speed, such as at idle as well as at departure. When the engine 220 is not operated, the operation of the flow rate distribution means 350 is not necessary because the operation of the engine cooling loop 200 is not necessarily required. On the other hand, when the engine 220 is operated (which will be described in more detail below), the overall cooling efficiency can be further improved by linking the electric appliance cooling loop 100 and the engine cooling loop 200.

The cooling water distribution path in the present invention will be described in more detail as follows. In the hybrid vehicle cooling system 100 of the present invention, regardless of the vehicle driving conditions, the coolant in the engine cooling loop 200 is the engine radiator 210-the additional heat exchanger 300-the engine 220 ) And sequentially flows back into the engine radiator 210 to form a cooling water circulation path. On the other hand, in the electric field cooling loop 100, the electric vehicle 120 is driven and operated only according to vehicle driving conditions (that is, at a stop state, at start, at low speed, or at a stop), the electric appliance 120 and the engine 220. ), All the driving conditions, etc.) The cooling water circulation path is formed differently.

When the electrical equipment 120 and the engine 220 are both in a running state, the coolant in the electrical equipment cooling loop 100 passes sequentially through the electrical equipment radiator 110-the flow distribution means 350. Afterwards, a part of the electric equipment 120 passes through the electric equipment radiator 110, and the other part of the electric equipment radiator 110 passes through the additional heat exchanger 300 and then re-introduced into the electric equipment radiator 110. Form.

When the engine 220 is not operated, the electric field cooling loop 100 and the engine cooling loop 200 are operated independently of each other, so that the coolant in the electric field cooling loop 100 is the electric field radiator 110. The flow rate distribution unit 350 passes through the electrical equipment 120 sequentially and is re-introduced into the electrical equipment radiator 110 to form a cooling water circulation path.

As described above, the temperature of the coolant circulating in the engine cooling loop is about tens of degrees Celsius higher than the temperature of the coolant circulating in the electric cooling loop in the hybrid vehicle because the heat generated in the engine is much higher than the heat generated in the electric component. In addition, since the amount of heat generated in the engine is higher in the running state than in the idle state, the temperature of the coolant circulating in the engine cooling loop is also higher in the running state than in the idle state.

On the other hand, in the case of electric equipment, the difference in the amount of heat generation is not very large when the vehicle is in the idle state or during the driving state. Because of the vigorous rise, the temperature of the coolant circulating in the full length cooling loop (as opposed to the engine case) is rather higher when idle (rather than when running). Figure 3 is an embodiment of the operating environmental conditions of the drive unit cooling system of the hybrid vehicle of the present invention, the trends as described above are well shown, and are summarized more briefly in Table 1 below.

Battlefield radiator
Required performance (W) Battlefield coolant
Temperature (℃) Engine coolant
Temperature (℃) Idle state 1130 75 100 50 kph 8% 1138 65 110 100 kph 6% 961 65 110

In general, the endurance temperature of the electrical equipment is about 75 ℃, the temperature of the electric field cooling water is the highest in the idle state, so the required performance of the electric field radiator 110 is based on the idle state (that is, the maximum coolant temperature of 75 ° C or less when the idle state) To be designed). At this time, as can be seen from Table 1, when the car is in a driving state other than the idle state, the maximum temperature of the coolant flowing through the electric field radiator 110 is 65 ° C. At this time, since the endurance temperature of the electrical equipment 120 is about 75 ° C, there is room for the operation of the electrical equipment radiator 110. In other words, when the driving state of the electric field cooling loop 100 does not have a large crowd without operating to achieve the maximum cooling efficiency.

On the other hand, the opposite occurs in the engine cooling loop 200. That is, in the engine cooling loop 200, the coolant maximum temperature in the running state is higher than that in the electric field cooling loop 100. In other words, the engine cooling loop 200 requires a method of increasing the cooling efficiency than when the vehicle is running.

Summarizing the characteristics of each of the cooling loops, while the driving efficiency is slightly reduced in the electric field cooling loop 100 in the running state, the operation or durability of the electrical appliance 120 does not have a big problem, while the engine cooling loop ( In 200, it is necessary to increase the cooling efficiency. On the contrary, when the idle state is the highest temperature of the coolant in the electric field cooling loop 100, the electric field radiator 110 should operate at the maximum cooling efficiency, whereas in the engine cooling loop 200, the electric coolant has the highest temperature. The cooling load is reduced.

When these characteristics are related to each other, the electric field cooling loop 100 and the engine cooling loop 200 operate independently of each other as in the conventional state when the vehicle is in the idle state, and the performance in the electric field cooling loop 100 when the driving state is performed. It can be concluded that as a spare, the cooling efficiency of the engine cooling loop 200 can be further increased. The additional heat exchanger 300 and the flow distribution means 350 of the present invention is provided in this respect. It should be further considered here that, in the case of a hybrid vehicle, the engine 220 is not operated at a low speed, at a start, at a stop, etc., but operates such that the engine 220 is operated only at a high speed. Even in the driving state, the engine 220 is not always operating. That is, unless the engine 220 is in an operating state, the engine 220 may be regarded as substantially the same condition as the idle state described above.

Therefore, in the present invention, the flow distribution means 350 does not operate unless the engine 220 is in operation by first determining whether the engine 220 is in operation without first distinguishing between an idle state and a driving state. (Ie, the electric field cooling loop 100 and the engine cooling loop 200 operate independently of each other). Next, when the electronic device 120 and the engine 220 are both in a running state (that is, even when the driving state is a driving state in which only the electronic device 120 is operated, cooling of the engine 220 is not required. Therefore, this case is not included) in the present invention so that the cooling efficiency of the engine cooling loop 200 can be further increased by the performance margin in the electric field cooling loop 100 as described above if necessary. The distribution means 350 adjusts the flow rate to distribute the cooling water to the additional heat exchanger 500.

As described above, when the engine 220 is in a non-operating state, the flow distribution means 350 does not distribute the coolant to the additional heat exchanger 300 so that each cooling loop operates independently of each other as in the prior art. do. However, when the engine 220 is in operation (that is, when the electronic device 120 and the engine 220 are both in a running state), the flow distribution means 350 is adjusted to adjust the electric field cooling loop 100. Some of the cooling water of the c) is distributed to the additional heat exchanger 300 so that the engine cooling water and the electric field cooling water exchange with each other in the additional heat exchanger 300. Accordingly, the engine cooling water may be further cooled by using the margin in the electric field cooling loop 100, thereby further increasing the cooling efficiency of the engine cooling loop 200.

Here, the example of Table 1 or FIG. 3 is only one illustration, and, of course, this invention is not limited. In addition, the distribution amount of the electric field cooling water distributed from the flow rate distribution unit 350 to the additional heat exchanger 300 may be appropriately determined according to the change of the cooling water temperature during driving. That is, for example, if the electric field coolant temperature is about 65 ° C. while traveling, about one third is distributed to the additional heat exchanger 300, and if it is about 70 ° C., about 1/10 is distributed to the additional heat exchanger 300. Likewise, depending on the temperature conditions, the distribution amount can be appropriately determined according to the actual vehicle operating conditions. Of course, the above-described temperature conditions and distribution amount are just one example, and the present invention is not limited thereto.

In order to recognize the operation of the engine 220 as well as the cooling system for the hybrid vehicle 1000 of the present invention, and to determine and control the operation and the degree of opening and closing of the flow distribution means 350 accordingly, such control is performed. It may further include a control means 400 that can be performed. FIG. 2 conceptually illustrates such a control means 400. The control means 400 may use a controller basically provided in a vehicle, or may be realized by a separate control circuit. Etc., if the electronic device 120, the engine 220, etc. can be recognized whether the operation of the flow distribution unit 350 or the degree of opening and closing according to the appropriate conditions can be controlled, even if implemented in any form It's okay.

On the other hand, not only the trend toward compactness of vehicle components is increasing at present, but also for various reasons such as pedestrian protection in case of an accident, the height standard of the cooling module provided in the vehicle is gradually decreasing. In addition, in recent years, as the policy is reorganized to calculate the premium by RCAR test, the necessity to reduce the cooling module package provided on the front side of the vehicle is increasing.

At this time, as described above, by further increasing the cooling efficiency of the engine cooling loop 200, the load of the engine radiator 210 is reduced compared to the prior art, and thus, the thickness, height, and the like of the engine radiator 210 are reduced. The pin density can be reduced. As a result, many additional effects such as pedestrian protection by reducing core height of radiator, securing RCAR competitiveness by reducing core thickness, improving condenser cooling performance by reducing pin density, and reducing cost by reducing fan motor blowing load You can get it.

4 illustrates one type of heat exchanger that may be used as the additional heat exchanger 300. The additional heat exchanger 300 may be formed in any form as long as the first heat exchange medium and the second heat exchange medium are circulated at the same time and the two heat exchange media can exchange heat with each other. At this time, it is preferable that the plate heat exchanger as shown in FIG. 4 is employed as the additional heat exchanger 300 as a heat exchanger satisfying the conditions as described above.

In more detail, the additional heat exchanger 300 may include a first medium space 310 in which a plurality of plates 330 are stacked and a first heat exchange medium flows, and a second medium space in which the second heat exchange medium flows. 320 is alternately formed, and the plate 330 has a first medium inlet 312a and a first medium formed in a through shape so as to introduce and discharge first heat exchange medium into the first medium space 310, respectively. An outlet 312b; A first medium tank part 311 formed in a recessed or protruding region in the vicinity of the first medium inlet 312a and the first medium outlet 312b to accommodate and flow the first heat exchange medium; A second medium inlet 322a and a second medium outlet 322b for introducing and discharging a second heat exchange medium into the second medium space 320, respectively; And a second medium tank part 321 formed to have a recessed or protruding area in the vicinity of the second medium inlet 322a and the second medium outlet 322b to receive and flow the second heat exchange medium. It is made in the form of a plate heat exchanger. When used as the additional heat exchanger 300 of the present invention, the additional heat exchanger 300 is the first heat exchange medium and the second heat exchange medium, respectively, electric coolant for electric field cooling and engine coolant or coolant for engine cooling and electric field, respectively. The cooling water for cooling can be made. In other words, the first heat exchange medium is the coolant for electric field cooling / the second heat exchange medium is the engine cooling coolant, or the first heat exchange medium is the engine coolant / the second heat exchange medium is the coolant for electric field cooling. Either combination may be used.

It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims. It goes without saying that various modifications can be made.

1000: cooling system for a hybrid vehicle (of the present invention)
100: full length cooling loop 110: full length radiator
120: electronics 130: electric coolant pump
200: engine cooling loop 210: engine radiator
220: engine 230: engine coolant pump
300: additional heat exchanger 350: flow rate distribution means
400: control means

Claims (5)

An electric field cooling loop (100) comprising an electric field radiator (110) to circulate the cooling water to cool the electric component (120); An engine cooling loop 200 including an engine radiator 210 arranged in parallel with the electric field radiator 110 in parallel with the air blowing direction to circulate the coolant to cool the engine 220; A fan (500) for blowing air to the electric field radiator (110) and the engine radiator (210); In the hybrid vehicle cooling system 1000 comprising a,
An additional heat exchanger (300) provided to cool the water discharged from the electric field radiator (110) and the coolant discharged from the engine radiator (210) to be distributed therein and to exchange heat with each other;
Flow rate distribution means (350) provided on a flow path through which the coolant is discharged from the electric field radiator (110), and controlling the flow rate of the coolant flowing from the electric field radiator (110) to the additional heat exchanger (300);
Hybrid vehicle cooling system comprising a.
The method of claim 1, wherein the hybrid vehicle cooling system 1000
Cooling system for a hybrid vehicle, characterized in that when the engine 220 is in the operating state the flow rate distribution means (350) is operated to perform the flow rate distribution.
The method of claim 2, wherein the flow distribution means 350
Cooling system for a hybrid vehicle, characterized in that the flow rate is adjusted to circulate the coolant to the additional heat exchanger (500) when both the electrical appliance (120) and the engine (220) operating state.
The method of claim 1, wherein the additional heat exchanger 300
A plurality of plates 330 are stacked to alternately form a first medium space 310 through which the first heat exchange medium flows, and a second medium space 320 through which the second heat exchange medium flows, and the plate 330 A first medium inlet (312a) and a first medium outlet (312b) formed in a through shape so as to allow the first heat exchange medium to flow in and out of the first medium space (310); A first medium tank part 311 formed in a recessed or protruding region in the vicinity of the first medium inlet 312a and the first medium outlet 312b to accommodate and flow the first heat exchange medium; A second medium inlet 322a and a second medium outlet 322b for introducing and discharging a second heat exchange medium into the second medium space 320, respectively; And a second medium tank part 321 formed to have a recessed or protruding area in the vicinity of the second medium inlet 322a and the second medium outlet 322b to receive and flow the second heat exchange medium. Cooling system for a hybrid vehicle, characterized in that the plate heat exchanger form.
The method of claim 4, wherein the additional heat exchanger 300
And the first heat exchange medium and the second heat exchange medium are electric coolant for cooling and engine cooling, or coolant for engine cooling and coolant for cooling of electric field, respectively.

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