SE543715C2 - Powertrain and Vehicle - Google Patents

Powertrain and Vehicle

Info

Publication number
SE543715C2
SE543715C2 SE1851578A SE1851578A SE543715C2 SE 543715 C2 SE543715 C2 SE 543715C2 SE 1851578 A SE1851578 A SE 1851578A SE 1851578 A SE1851578 A SE 1851578A SE 543715 C2 SE543715 C2 SE 543715C2
Authority
SE
Sweden
Prior art keywords
coolant
powertrain
condenser
power source
circuit
Prior art date
Application number
SE1851578A
Other languages
Swedish (sv)
Other versions
SE1851578A1 (en
Inventor
Ola Hall
Zoltan Kardos
Original Assignee
Scania Cv Ab
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 Scania Cv Ab filed Critical Scania Cv Ab
Priority to SE1851578A priority Critical patent/SE543715C2/en
Priority to DE102019008253.2A priority patent/DE102019008253A1/en
Publication of SE1851578A1 publication Critical patent/SE1851578A1/en
Publication of SE543715C2 publication Critical patent/SE543715C2/en

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
    • F01N5/02—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using heat
    • 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
    • F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
    • F01K23/00—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids
    • F01K23/02—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled
    • F01K23/06—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle
    • F01K23/065—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle the combustion taking place in an internal combustion piston engine, e.g. a diesel engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
    • F01K25/00—Plants or engines characterised by use of special working fluids, not otherwise provided for; Plants operating in closed cycles and not otherwise provided for
    • F01K25/08—Plants or engines characterised by use of special working fluids, not otherwise provided for; Plants operating in closed cycles and not otherwise provided for using special vapours
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
    • F01K9/00—Plants characterised by condensers arranged or modified to co-operate with the engines
    • F01K9/003—Plants characterised by condensers arranged or modified to co-operate with the engines condenser cooling circuits
    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G5/00—Profiting from waste heat of combustion engines, not otherwise provided for
    • F02G5/02—Profiting from waste heat of exhaust gases
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
    • F01N2240/02—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being a heat exchanger
    • 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
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/14—Condenser
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G2260/00—Recuperating heat from exhaust gases of combustion engines and heat from cooling circuits
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Engine Equipment That Uses Special Cycles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

A waste heat recovery system (7) for a vehicle (3) is disclosed. The system (7) comprises an expander (15) and a condenser (17), wherein the vehicle (3) comprises a first vehicle system (9, 13), a first coolant circuit (23) arranged to cool the first vehicle system (9, 13), and a power source coolant circuit (6) arranged to cool a power source (5). The waste heat recovery system (7) further comprises a condenser coolant line (21) arranged to conduct coolant to the condenser (17) for cooling the condenser (17), and a valve (24). The valve (24) is arranged to, in a first state, fluidly connect the condenser coolant line (21) to a first portion (16’) of the first coolant circuit (23), and, in a second state, fluidly connect the condenser coolant line (21) to a first portion (50’) of the power source coolant circuit (6). The present disclosure further relates to a powertrain (1) and a vehicle (3).

Description

Powertrain and Vehicle TECHNICAL FIELD The present disclosure relates to a powertrain and a vehicle.
BACKGROUND ln general, diesel engines have energy efficiency of up to 45% but more typically 30%, andpetrol engines of up to 40%, but more typically 20%. Accordingly, even when the engine isoperating at its point of maximum efficiency, most of the total heat energy released by thefuel consumed is emitted as heat without being turned into useful work, i.e. turning the crankshaft. A large proportion of the waste heat is emitted in the form of hot exhaust gases.
For this reason, some vehicles are equipped with a waste heat recovery system capable ofconverting waste heat into useful work. Most waste heat recovery systems operate in theRankine cycle and comprise a condenser, an exhaust gas heat exchanger, and an expander,wherein steam generated in the exhaust gas heat exchanger is converted into useful work bythe expander. The expander may comprise a turbine or one or more pistons and may beconnected to a shaft of the powertrain to supply useful work thereto. As an alternative, theexpander may be linked to an alternator to generate electricity. ln order to obtain a properthermal efficiency of the waste heat recovery system, the condenser thereof must be cooled.The condensation rate of working media in the condenser is dependent of the cooling of thecondenser and in some operating conditions it can be difficult to obtain a sufficientcondensation rate of working media in the condenser. lf so, the efficiency of the waste heat recovery system is significantly reduced.
Hybrid electric powertrains use two or more distinct types of power, such as an internalcombustion engine and an electric propulsion system. Generally, an internal combustionengine has poor energy efficiency at lower power output levels and better energy efficiencyat higher power output levels. An electric propulsion system usually has great energyefficiency at low power output levels and at high power output levels, but the storage ofelectric energy in the vehicle is usually insufficient for allowing longer time periods of operation at higher power output levels.
Therefore, some hybrid electric powertrains are configured to switch between electricpropulsion and combustion engine propulsion in dependence of the load such that theelectric propulsion system is operated in low load situations and the combustion engine is started and operated in higher load situations. Some hybrid electric powertrains are 2 configured to allow simultaneous operation of the electric propulsion system and the combustion engine.
Most modern hybrid electric powertrains are capable of performing regenerative braking, inwhich at least part of the kinetic energy of the vehicle is converted into electric energy duringbraking of the vehicle. The electric energy can be stored in batteries, and/or capacitors, forsubsequent use for propulsion of the vehicle. ln this manner, the total energy efficiency of thevehicle can be improved, especially when driving in areas with many starts and stops, suchas when driving in urban areas. However, the energy saving potential of a hybrid electricpowertrain is limited, or even close to zero, when driving at constant higher speeds, such as during highway driving.
A further advantage of hybrid electric powertrains is that they can allow pure electricpropulsion system in certain areas, such as in city centres, and other areas sensitive toemission of exhaust gases, and/or emission of noise. Therefore, some hybrid electricpowertrains are arranged to shift between pure electric propulsion and pure combustionengine propulsion. This provides an advantage, especially for heavier vehicles, since thevehicle can be operated on pure electric drive when driving in certain areas, such as whendriving in urban areas, and can shift to operation using only the combustion engine whendriving at constant higher speeds, such as during highway driving. ln this manner, thepowertrain can generate low emission levels of exhaust gases and noise in sensitive areas,and the combustion engine is operated in load situations where it is most efficient, i.e. in high load situations. Moreover, the vehicle can be equipped with reasonably sized batteries.
The above described vehicle systems are capable of improving energy efficiency of vehicles.However, they are also associated with some drawbacks, such as that they add cost andcomplexity to vehicles. For example, all the above described vehicle systems require cooling.That is, a combustion engine needs a combustion engine cooling system for cooling thecombustion engine, the electrical propulsion system needs a cooling system for coolingelectrical components thereof, and the waste heat recovery system needs a cooling systemfor cooling the condenser thereof. All these cooling systems must be designed in size andcapacity to provide sufficient cooling at the highest power output of the respective system.Thus, in most operating conditions, the size and capacity of the respective cooling system isgreater than what is needed given the current power output of the vehicle system. Moreover,all these cooling systems need hoses and one or more radiators arranged to radiate heat, which may pose problems given the limited space available at the vehicle.
SUMMARYlt is an object of the present invention to overcome, or at least alleviate, at least some of the above-mentioned problems and drawbacks.
According to a first aspect of the invention, the object is achieved by a powertrain for avehicle. The powertrain comprises a power source, a power source coolant circuit arrangedto cool the power source, a first vehicle system, and a first coolant circuit arranged to coolthe first vehicle system. The power source further comprises a waste heat recovery systemcomprising an expander and a condenser. The expander is arranged to provide useful workfrom heat generated by the power source. The waste heat recovery system furthercomprises a condenser coolant line arranged to conduct coolant to the condenser for coolingthe condenser, and a valve controllable between a first state and a second state. The valveis arranged to, in the first state, fluidly connect the condenser coolant line to a first portion ofthe first coolant circuit, and, in the second state, fluidly connect the condenser coolant line to a first portion of the power source coolant circuit. ln this manner, a powertrain is provided allowing selection of cooling source of the condenserof the waste heat recovery system simply by controlling the valve. Moreover, thecondensation process in the condenser can be regulated simply by controlling the valve.Moreover, the powertrain provides conditions for rapid switching between different coolingsources for the condenser, which thus can reduce lag in cooling performance of the condenser, and in the performance of the power source and of the first vehicle system.
Furthermore, due to these features, the condenser of the waste heat recovery system can besufficiently cooled over a wider operational range, and in a manner less dependent on thetemperature of coolant in the power source coolant circuit, which in turn improves the energy efficiency potential of the powertrain.
Moreover, since the condenser can be cooled using coolant from the first coolant circuit, aradiator of the power source coolant circuit can be smaller and can be designed to havelower capacity than would be required otherwise for obtaining sufficient cooling of the power source and of the condenser of the waste heat recovery system.
Furthermore, since the powertrain allows selection of cooling source of the condenser simplyby controlling the valve, the powertrain provides conditions for a more efficient utilization of available radiators of the powertrain. 4 Accordingly, a powertrain is provided overcoming, or at least alleviating, at least some of the above-mentioned problems and drawbacks. As a result, the above-mentioned object is achieved. __ the condenser coolant line comprises a coolant pump. ln this manner,the need for pumps in the first coolant circuit and in the power source coolant circuit iscircumvented for pumping coolant to the condenser. lnstead, coolant can be pumped fromthe respective first portions of the first coolant circuit and the power source coolant circuit to the condenser using the coolant pump of the condenser coolant line.
Optionally, the valve is controllable to states between the first and second states to allowgradual control of coolant flow from the first coolant circuit and from the power source coolantcircuit. ln this manner, the temperature and flow rate of coolant flowing to the condenser canbe controlled with higher accuracy simply by controlling the valve. Thereby, the condensationrate in the condenser can be controlled with higher accuracy simply by controlling the valve.As a further result thereof, the energy efficiency potential of a powertrain comprising the waste heat recovery system is further improved.
Optionally, the waste heat recovery system comprises a control arrangement configured tocontrol the valve in dependence of a cooling demand of the condenser. Thereby, a wasteheat recovery system is provided capable of controlling the condensation rate in the condenser in a simple and efficient manner.
Optionally, the control arrangement is further configured to control the valve in dependenceof temperatures of coolant in the first coolant circuit and in the power source coolant circuit.
Thereby, a waste heat recovery system is provided capable of controlling the condensation rate in the condenser in a simple and efficient manner. Moreover, a powertrain comprising awaste heat recovery system is provided utilizing available coolant circuits in an efficient mannef.
Optionally, the first coolant circuit comprises a first flow conducting unit arranged to conductcoolant flow in the first coolant circuit, and wherein the valve is arranged to, in the first state,fluidly connect the condenser coolant line to a first portion of the first flow conducting unit.Thereby, coolant can flow into the condenser coolant line from the first coolant circuit withoutsignificantly affecting the flow of coolant in first coolant circuit. Moreover, coolant can bepumped into the condenser coolant line in a manner independent of the flowrate of coolant in the first coolant circuit.
Optionally, the first flow conducting unit is arranged downstream of a radiator of the firstcoolant circuit and upstream of the first vehicle system. Thereby, it is ensured that coolanthaving a low temperature can be pumped into the condenser coolant line. As a further resultthereof, a high cooling performance of the condenser of the waste heat recovery system can be further ensured.
Optionally, the powertrain comprises a condenser outlet line arranged to conduct coolantfrom the condenser, and wherein the condenser outlet line is fluidly connected to a secondportion of the first flow conducting unit. Thereby, coolant can flow through the condenserwithout significantly affecting the flow of coolant in the first coolant circuit. Moreover, it isensured that coolant can be pumped through the condenser in a manner independent of the flowrate of coolant in the first coolant circuit.
Optionally, the second portion is arranged downstream of the first portion relative a flowdirection through the first flow conducting unit. Thereby, it is ensured that coolant having alow temperature can be pumped into the condenser coolant line. As a further result thereof, ahigh cooling performance of the condenser of the waste heat recovery system can be further ensured.
Optionally, the first flow conducting unit is specifically adapted to provide a low pressure dropof coolant flowing through the first flow conducting unit. ln this manner, it is ensured thatcoolant can flow into the condenser coolant line from the first coolant circuit withoutsignificantly affecting the flow of coolant in the first coolant circuit. Moreover, coolant can bepumped through the condenser coolant line in a manner independent of the flowrate of coolant in the first coolant circuit.
Optionally, the first flow conducting unit is provided with a greater cross-sectional area, in aplane perpendicular to the flow direction through the first flow conducting unit, than portionsof the first coolant circuit upstream and downstream of the first flow conducting unit. Thereby,a simple and cost-efficient solution is provided for ensuring that the flow conducting unit provides a low pressure drop of coolant flowing through the flow conducting unit.
Optionally, the power source coolant circuit comprises a second flow conducting unitarranged to conduct coolant flow in the power source coolant circuit, and wherein the valve isarranged to, in the second state, fluidly connect the condenser coolant line to a first portion of the second flow conducting unit. ln this manner, coolant can flow into the condenser coolant 6 line from the power source coolant circuit without significantly affecting the flow of coolant inthe power source coolant circuit. Moreover, coolant can be pumped through the condensercoolant line in a manner independent of the flowrate of coolant in the power source coolant circuit.
Optionally, the second flow conducting unit is arranged downstream of a power sourceradiator of the power source coolant circuit and upstream of a coolant inlet of the powersource. Thereby, it is ensured that coolant having a low temperature can be pumped into thecondenser coolant line. As a further result thereof, a high cooling performance of the condenser of the waste heat recovery system can be further ensured.
Optionally, the powertrain comprises a condenser outlet line arranged to conduct coolantfrom the condenser, and wherein the condenser outlet line is fluidly connected to a secondportion of the second flow conducting unit. ln this manner, coolant can flow through thecondenser without significantly affecting the flow of coolant in the power source coolantcircuit. Moreover, it is ensured that coolant can be pumped through the condenser coolant line in a manner independent of the flowrate of coolant in the power source coolant circuit.
Optionally, the second portion is arranged downstream of the first portion relative a flowdirection through the second flow conducting unit. Thereby, it is ensured that coolant havinga low temperature can be pumped into the condenser coolant line from the power sourcecoolant circuit. As a further result thereof, a high cooling performance of the condenser of the waste heat recovery system can be further ensured.
Optionally, the second flow conducting unit is specifically adapted to provide a low pressuredrop of coolant flowing through the second flow conducting unit. ln this manner, it is ensuredthat coolant can flow into the condenser coolant line from the power source coolant circuitwithout significantly affecting the flow of coolant in the power source coolant circuit.Moreover, coolant can be pumped through the condenser coolant line in a manner independent of the flowrate of coolant in the power source coolant circuit.
Optionally, the second flow conducting unit is provided with a greater cross-sectional area, ina plane perpendicular to the flow direction through the second flow conducting unit, thanportions of the power source coolant circuit upstream and downstream of the second flowconducting unit. Thereby, a simple and cost-efficient solution is provided for ensuring that theflow conducting unit provides a low pressure drop of coolant flowing through the flow conducting unit.
Optionally, the first vehicle system comprises an electric machine and power electronics, andwherein the first coolant circuit is arranged to cool at least one of the electric machine andthe power electronics. Thereby, a powertrain is provided capable of utilizing the first coolantcircuit, which is arranged to cool at least one of the electric machine and the powerelectronics, for cooling the condenser of the waste heat recovery system. ln this manner, thepowertrain provides conditions for an efficient utilization of space, conditions for efficientutilization of available radiators, and conditions for improved performance and energy efficiency of the powertrain.
According to some embodiments of the present disclosure, the powertrain comprises anelectric propulsion system configured to, at least selectively, provide motive power to avehicle comprising the powertrain, wherein the electric machine and the power electronicsform part of the electric propulsion system. According to such embodiments, the powertrainmay be referred to as a hybrid electric powertrain, wherein the power source, as referred toherein, may be a combustion engine. The combustion engine and the electric propulsionsystem of a powertrain rarely operates simultaneously at high power levels. On the contrary,some powertrains are arranged to operate the combustion engine and the electric propulsionsystem separately, which is the case according to some embodiments of the presentdisclosure. When the powertrain is operating the combustion engine at high power levels andthe electric propulsion system is inactive, the cooling demands of the combustion engine and of the condenser of the waste heat recovery system are high. ln these operating conditions, the first coolant circuit of the electric machine and the powerelectronics is not needed for cooling the electric machine and the power electronics since theelectric propulsion system is not operating. lnstead, in these operating conditions, thecondenser of the waste heat recovery system can be cooled using the first coolant circuit. lnoperating conditions where the powertrain is operating the electric propulsion system and thecombustion engine is inactive, there is no need for cooling the condenser of the waste heatrecovery system because the combustion engine and the waste heat recovery system areinactive. Accordingly, due to these features, a powertrain is provided in which the first coolantcircuit can be used for cooling the electric machine and power electronics in some operatingconditions and can be used for cooling the condenser of the waste heat recovery system in some other operating conditions.
Optionally, the powertrain comprises a second vehicle system and a second coolant circuit arranged to cool the second vehicle system, and wherein the condenser coolant line 8 comprises a heat exchanger configured to exchange heat between coolant flowing throughthe condenser coolant line and the second coolant circuit. Thereby, a powertrain is providedwherein the condenser of the waste heat recovery system can be further cooled using thesecond coolant circuit. As a result thereof, the condensation process in the condenser can befurther regulated and conditions are provided for rapid switching between different coolingsources for the condenser, which thus can reduce lag in cooling performance of thecondenser, and in the performance of the power source and of the first and second vehicle systems.
Furthermore, due to these features, the condenser of the waste heat recovery system can besufficiently cooled over a wider operational range, and in a manner less dependent on thetemperature of coolant in the power source coolant circuit, which in turn improves the energy efficiency potential of the powertrain.
Moreover, since the condenser can be cooled using coolant from the second coolant circuit,a radiator of the power source coolant circuit can be smaller and can be designed to havelower capacity than would be required otherwise for obtaining sufficient cooling of the power source and of the condenser of the waste heat recovery system.
Furthermore, the powertrain provides conditions for a further efficient utilization of available radiators of the powertrain. ln addition, since the condenser coolant line comprises a heat exchanger, a different type ofcoolant can be used in the second coolant circuit than what is used in the power source coolant circuit and in the first coolant circuit.
Moreover, in operating conditions where the temperature of the second vehicle system isbelow maximum allowed levels, the second vehicle system can be used as a buffer intransient modes for reducing the temperature of the condenser. ln this manner, the performance and energy efficiency of the powertrain can be further improved.
Optionally, the second coolant circuit comprises a valve arranged to regulate the flow ofcoolant through the heat exchanger. Thereby, the flow of coolant through the heatexchanger, and thus also the level of cooling of the condenser by the second coolant circuit, can be regulated in a simple and efficient manner. 9 Optionally, the heat exchanger is arranged in a coolant branch of the second coolant circuit,and wherein the coolant branch comprises an inlet arranged upstream of the second vehiclesystem. Thereby, the condenser can be cooled using the second coolant circuit, withoutsignificantly affecting the temperature and cooling performance of the second vehiclesystem. Moreover, it is ensured that the heat exchanger is supplied with coolant having a low temperature.
Optionally, the second vehicle system comprises a battery for electric propulsion of thevehicle. Thereby, a powertrain is provided capable of utilizing the second coolant circuit,which is arranged to cool the battery, for cooling the condenser of the waste heat recoverysystem. Accordingly, the powertrain provides conditions for an efficient utilization of space,conditions for efficient utilization of available radiators, and conditions for improved performance and energy efficiency of the powertrain.
Moreover, in operating conditions where the temperature of the battery is below maximumallowed levels, the battery can be used as a buffer in transient modes for reducing thetemperature of the condenser. ln this manner, the performance and energy efficiency of the powertrain can be further improved.
Optionally, the power source coolant circuit comprises a power source radiator, and whereinthe first coolant circuit comprises at least one radiator arranged in front of the power sourceradiator. Thereby, it can be ensured that the first coolant circuit cools the first vehicle system,and/or the condenser of the waste heat recovery system, using coolant having low temperature.
Optionally, the powertrain comprises a charge air cooler arranged between the at least oneradiator and the power source radiator. Thereby, it can be ensured that the charge air coolerobtains sufficient cooling while it is ensured that the first coolant circuit cools the first vehiclesystem, and/or the condenser of the waste heat recovery system, using coolant having low temperature.
Optionally, the powertrain comprises a charge air cooler, and wherein the first coolant circuitcomprises at least one radiator between the charge air cooler and the power source radiator,and wherein the second coolant circuit comprises at least one radiator in front of the chargeair cooler. Thereby, it can be ensured that the charge air cooler obtains sufficient coolingwhile it is ensured that the second coolant circuit cools the second vehicle system, and/or the condenser of the waste heat recovery system, using coolant having low temperature.
According to a second aspect of the invention, the object is achieved by a vehicle comprisinga waste heat recovery system according to some embodiments of the present disclosure, or a powertrain according to some embodiments of the present disclosure. ln this manner, a vehicle is provided allowing selection of cooling source of the condenser ofthe waste heat recovery system of the vehicle simply by controlling the valve. Moreover, thecondensation process in the condenser can be regulated simply by controlling the valve.Moreover, the vehicle provides conditions for rapid switching between different coolingsources for the condenser, which thus can reduce lag in cooling performance of the condenser, and in the performance of the power source and of the first vehicle system.
Furthermore, due to these features, the condenser of the waste heat recovery system can besufficiently cooled over a wider operational range, and in a manner less dependent on thetemperature of coolant in the power source coolant circuit, which in turn improves the energy efficiency potential of the vehicle.
Moreover, since the condenser can be cooled using coolant from the first coolant circuit, aradiator of the power source coolant circuit can be smaller and can be designed to havelower capacity than would be required otherwise for obtaining sufficient cooling of the power source and of the condenser of the waste heat recovery system of the vehicle.
Furthermore, since the vehicle allows selection of cooling source of the condenser simply bycontrolling the valve, the powertrain provides conditions for a more efficient utilization of available radiators of the vehicle.
Accordingly, a vehicle is provided overcoming, or at least alleviating, at least some of theabove-mentioned problems and drawbacks. As a result, the above-mentioned object is achieved.
Further features of, and advantages with, the present invention will become apparent when studying the appended claims and the following detailed description.
BRIEF DESCRIPTION OF THE DRAWINGSVarious aspects of the invention, including its particular features and advantages, will bereadily understood from the example embodiments discussed in the following detailed description and the accompanying drawings, in which: 11 Fig. 1 schematically illustrates a powertrain, according to some embodiments,Fig. 2 schematically illustrates a powertrain, according to some further embodiments, and Fig. 3 illustrates a vehicle, according to some embodiments.
DETAILED DESCRIPTIONAspects of the present invention will now be described more fully. Like numbers refer to likeelements throughout. Well-known functions or constructions will not necessarily be described in detail for brevity and/or clarity.
Fig. 1 schematically illustrates a powertrain 1, according to some embodiments. As is furtherexplained herein, according to the illustrated embodiments, the powertrain 1 is a hybridelectric powertrain 1 configured provide motive power to a vehicle comprising the powertrain1. The powertrain 1 comprises a power source 5. The power source 5 may be an internalcombustion engine such as for example a compression ignition engine, such as a dieselengine, or an Otto engine with a spark-ignition device, wherein the Otto engine may beconfigured to run on gas, petrol, alcohol, similar fuels, or combinations thereof. According tofurther embodiments, the power source 5 may be another type of power source, such as an electric machine, a fuel cell, or the like.
The powertrain 1 comprises a power source coolant circuit 6 arranged to cool the powersource 5. The power source coolant circuit 6 comprises a power source radiator 46 and acoolant pump 49 arranged to pump coolant through the power source coolant circuit 6. Thepower source coolant circuit 6 further comprises a radiator line 51 arranged to conductcoolant to the power source radiator 46 and a bypass line 53 arranged to conduct coolantpast the power source radiator 46. Moreover, the power source coolant circuit 6 comprises afirst valve device 55 arranged to receive coolant from a coolant line 57 of the power sourcecoolant circuit 6 and direct the coolant to the radiator line 51 and the bypass line 53. The firstvalve device 55 may comprise a conventional thermostat. As indicated in Fig. 1, the coolantline 57 may be fluidly connected to a coolant outlet of the power source 5. Moreover, asindicated in Fig. 1, the power source coolant circuit 6 comprises a radiator outlet line 59arranged to conduct coolant flow from the power source radiator 46 to an inlet of the coolant pump 49.
The powertrain 1 comprises a waste heat recovery system 7 comprising an expander 15 anda condenser 17. As is further explained herein, the expander 15 is arranged to provide useful work from heat generated by the power source 5. Moreover, according to the illustrated 12 embodiments, the waste heat recovery system 7 comprises an expansion tank 83, a workingmedia pump 85, and a heat collector 81. The heat collector 81 may also be referred to as aboiler or an evaporator. The working media pump 85 is arranged to pump working mediathrough the waste heat recovery system 7. The heat collector 81 may be in heat exchangingcontact with a portion, or subsystem, of the power source 5, and may be arranged to transferheat from the portion or subsystem to the working media of the waste heat recovery system7. As an example, the heat collector 81 may be arranged in an exhaust pipe of the powersource 5 to transfer feat from exhaust gasses to the working media of the waste heatrecovery system 7. ln the heat collector 81, the working media is heated to a temperature inwhich the working media evaporates from liquid phase into gaseous phase. The gaseousworking media is transferred to the expander 15. ln the expander 15, the temperature andthe pressure of the working media is partially converted into useful work. According to theillustrated embodiments, a rotor of the expander 15 is mechanically connected to a shaft ofthe power source 5, via a transmission 87. According to further embodiments, the expander15 may provide useful work in another manner, such as for example by driving an alternator producing electricity.
The working media of the waste heat recovery system 7 flows out from the expander 15 andinto the condenser 17. ln the condenser 17, the temperature of the working media is furtherreduced, and gaseous working media is condensed back into liquid phase. From thecondenser 17, the working media is pumped to the heat collector 81 by the working mediapump 85. The expansion tank 83 acts as a reservoir holding working media and acts as apressure reservoir for the working media in the waste heat recovery system 7, which canfacilitate condensation of working media also in cases where it is difficult to lower the temperature of the working media in a sufficient manner.
According to the present disclosure, the powertrain 1 comprises a first vehicle system 9, 13and a first coolant circuit 23 arranged to cool the first vehicle system 9, 13. The first coolantcircuit 23 comprises a coolant pump 22 arranged to pump coolant through the first coolantcircuit 23. The coolant pump 22 may be powered by an electric motor. The first coolant circuit23 further comprises a radiator arrangement 70, 70' arranged to radiate heat from, i.e. cool,coolant in the first coolant circuit 23. According to the illustrated embodiments, the radiatorarrangement 70, 70' comprises two radiators 70, 70' arranged in series. The two radiators70, 70' may be combined in a u-flow radiator or similar. According to further embodiments,the radiator arrangement 70, 70' may comprise one radiator. Moreover, according to the illustrated embodiments, the first coolant circuit 23 is arranged to cool a cabin heater 13 condenser 90, an electrical air Compressor system 92, and a condenser 94 of a battery refrigeration circuit 93.
The waste heat recovery system 7 further comprises a condenser coolant line 21 arranged toconduct coolant to the condenser 17 for cooling the condenser 17. Furthermore, the wasteheat recovery system 7 comprises a valve 24 controllable between a first state and a secondstate. The valve 24 is arranged to, in the first state, fluidly connect the condenser coolant line21 to a first portion 16' of the first coolant circuit 23. ln the second state, the valve 24 isarranged to fluidly connect the condenser coolant line 21 to a first portion 50' of the powersource coolant circuit 6. As can be seen in Fig. 1, the valve 24 comprises a first inlet 24'fluidly connected to the first portion 16' of the first coolant circuit 23, a second inlet 24" fluidlyconnected to the first portion 50' of the power source coolant circuit 6, and an outlet 21' fluidly connected to the condenser coolant line 21.
Accordingly, due to these features, the cooling source of the condenser 17 can be selectedand controlled simply by controlling the valve 24 between the first and second states.Moreover, the cooling of the condenser 17, and thus also the condensation rate of workingmedia in the condenser 17, can be regulated simply by controlling the valve 24. According tosome embodiments, the valve 24 is controllable to states between the first and second statesto allow gradual control of coolant flow from the first coolant circuit 23 and from the powersource coolant circuit 6. Thereby, the temperature and flow rate of coolant flowing to thecondenser 17, and thus also the condensation rate of working media in the condenser 17, can be controlled with higher accuracy simply by controlling the valve 24.
According to the illustrated embodiments, the condenser coolant line 21 comprises a coolantpump 43. ln this manner, the need for pumps in the first coolant circuit 23 and in the powersource coolant circuit 6 is circumvented for pumping coolant to the condenser 17. lnstead,coolant can be pumped from the respective first portions 16', 50' of the first coolant circuit 23and the power source coolant circuit 6 to the condenser 17 using the coolant pump 43 of the condenser coolant line 21.
Moreover, according to the illustrated embodiments, the waste heat recovery system 7comprises a control arrangement 31 configured to control the valve 24 in dependence of acooling demand of the condenser 17. Furthermore, the control arrangement 31 is configuredto control the valve 24 in dependence of temperatures of coolant in the first coolant circuit 23and in the power source coolant circuit 6. Thereby, a waste heat recovery system 7 is provided capable of controlling the condensation rate in the condenser 17 in a simple and 14 efficient manner. As an example, if the cooling demand ofthe condenser 17 is high and thepower source 5 is operating at a high power output level causing a high temperature ofcoolant in the power source coolant circuit 6, the valve 24 can be controlled towards the firststate in which the valve 24 fluidly connects the condenser coolant line 21 to the first portion16' of the first coolant circuit 23. ln this manner, coolant having a low temperature can bepumped to the condenser 17 from the first portion 16' of the first coolant circuit 23, by the coolant pump 43, so as to obtain an efficient cooling of the condenser 17.
According to the illustrated embodiments, the first coolant circuit 23 comprises a first flowconducting unit 16 arranged to conduct coolant flow in the first coolant circuit 23. As can beseen in Fig. 1, the first inlet 24' of the valve 24 is fluidly connected to a first portion 16' of thefirst flow conducting unit 16. Accordingly, when in the first state, the valve 24 will fluidlyconnect the condenser coolant line 21 to a first portion 16' of the first flow conducting unit 16.The powertrain 1 comprises a condenser outlet line 54 arranged to conduct coolant from thecondenser 17. The condenser outlet line 54 is fluidly connected to a second portion 16" ofthe first flow conducting unit 16. As can be seen in Fig. 1, the second portion 16" is arrangeddownstream of the first portion 16' relative a flow direction through the first flow conductingunit 16. ln this manner, coolant having a low temperature can be pumped from the firstportion 16'. Moreover, due to these features, coolant can be pumped into the condensercoolant line 21 and through the condenser 17 without significantly affecting the flow ofcoolant in the first coolant circuit 23. Moreover, it is ensured that coolant can be pumpedfrom the first coolant circuit 23 and through the condenser 17 in a manner independent of the flowrate of coolant in the first coolant circuit 23.
The first flow conducting unit 16 is specifically adapted to provide a low pressure drop ofcoolant flowing through the first flow conducting unit 16. According to the illustratedembodiments, the first flow conducting unit 16 is provided with a greater cross-sectionalarea, in a plane perpendicular to the flow direction through the first flow conducting unit 16,than portions 23', 23" of the first coolant circuit 23 upstream and downstream of the first flowconducting unit 16. Thereby, a simple and cost-efficient solution is provided for ensuring thatthe first flow conducting unit 16 provides a low pressure drop of coolant flowing through thefirst flow conducting unit 16. As an example, the first flow conducting unit 16 may be formedby a pipe having a larger diameter than portions 23', 23" of the first coolant circuit 23upstream and downstream of the first flow conducting unit 16. The low pressure dropensures that coolant can be pumped from the first coolant circuit 23 and through the condenser 17 without significantly affecting the flow of coolant in the first coolant circuit 23.
According to the illustrated embodiments, the first flow conducting unit 16 is arrangeddownstream of a radiator 70, 70' of the first coolant circuit 23 and upstream of the firstvehicle system 9, 13. ln this manner, it is ensured that coolant having a low temperature can be pumped from the first coolant circuit 23.
According to the illustrated embodiments, the power source coolant circuit 6 comprises asecond flow conducting unit 50 arranged to conduct coolant flow in the power source coolantcircuit 6. As can be seen in Fig. 1, the second inlet 24” of the valve 24 is fluidly connected toa first portion 50' of the second flow conducting unit 50. Accordingly, when in the secondstate, the valve 24 will fluidly connect the condenser coolant line 21 to the first portion 50' ofthe second flow conducting unit 50. Moreover, as can be seen in Fig. 1, the condenser outletline 54 is fluidly connected to a second portion 50” of the second flow conducting unit 50. Ascan be seen in Fig. 1, the second portion 50” is arranged downstream of the first portion 50'relative a flow direction through the second flow conducting unit 50. ln this manner, coolanthaving a low temperature can be pumped from the first portion 50”. Moreover, due to thesefeatures, coolant can be pumped into the condenser coolant line 21 and through thecondenser 17 without significantly affecting the flow of coolant in the power source coolantcircuit 6. Moreover, it is ensured that coolant can be pumped from the power source coolantcircuit 6 and through the condense 17 in a manner independent of the flowrate of coolant in the power source coolant circuit 6.
The second flow conducting unit 50 is specifically adapted to provide a low pressure drop ofcoolant flowing through the second flow conducting unit 50. According to the illustratedembodiments, the second flow conducting unit 50 is provided with a greater cross-sectionalarea, in a plane perpendicular to the flow direction through the second flow conducting unit50, than portions 6', 6” of the power source coolant circuit 6 upstream and downstream ofthe second flow conducting unit 50. Thereby, a simple and cost-efficient solution is providedfor ensuring that the second flow conducting unit 50 provides a low pressure drop of coolantflowing through the second flow conducting unit 50. As an example, the second flowconducting unit 50 may be formed by a pipe having a larger diameter than portions 6', 6” ofthe power source coolant circuit 6 upstream and downstream of the second flow conductingunit 50. The low pressure drop ensures that coolant can be pumped from the power sourcecoolant circuit 6 and through the condenser 17 without significantly affecting the flow of coolant in the power source coolant circuit 6.
According to the illustrated embodiments, the second flow conducting unit 50 is arranged downstream of a power source radiator 46 of the power source coolant circuit 6 and 16 upstream of a coolant inlet 48 of the power source 5. ln this manner, it is ensured thatcoolant having a low temperature can be pumped from the power source coolant circuit 6 via the second flow conducting unit 50.
As is further explained herein, according to the illustrated embodiments, the powertrain 1comprises a second vehicle system 11 and a second coolant circuit 25 arranged to cool thesecond vehicle system 11. The second coolant circuit 25 comprises a coolant pump 26arranged to pump coolant through the second coolant circuit 25. The coolant pump 26 maybe powered by an electric motor. The second coolant circuit 25 further comprises a radiator 74 arranged to radiate heat from, i.e. cool, coolant in the second coolant circuit 25.
The condenser coolant line 21 of the waste heat recovery system 7 comprises a heatexchanger 29. The heat exchanger 29 is configured to exchange heat between coolantflowing through the condenser coolant line 21 and coolant flowing through the secondcoolant circuit 25. ln this manner, the condenser 17 of the waste heat recovery system 7 canbe further cooled using the second coolant circuit 25, and the condensation rate in the condenser 17 can be further regulated.
The second coolant circuit 25 comprises a valve 37. The valve 37 is arranged to regulate theflow of coolant through the heat exchanger 29. Moreover, the second coolant circuit 25comprises a coolant branch 39, wherein the heat exchanger 29 is arranged in the coolantbranch 39. The coolant branch 39 comprises a branch inlet 41 arranged upstream of thesecond vehicle system 11 and a branch outlet downstream of the second vehicle system 11.ln this manner, heat can be exchanged from the heat exchanger 29 to the second coolantcircuit 25 without significantly affecting the temperature and the cooling performance of the second vehicle system 11.
Moreover, according to the illustrated embodiments, the valve 37 is positioned at the branchinlet 41 of the coolant branch 39 and comprises a first outlet 37' fluidly connected to coolantportions of the second vehicle system 11 and a second outlet 37” fluidly connected to thebranch inlet 41 of the coolant branch 39. According to the illustrated embodiments, the valve37 is an electronically controlled valve which can be controlled to a first state in which thevalve 37 supplies coolant to the first outlet 37' and blocks coolant from flowing through thesecond outlet 37", and a second state in which the valve 37 supplies coolant to the secondoutlet 37” and blocks coolant from flowing through the first outlet 37”. Furthermore, the valve37 may allow a gradual control of flow through the first and second outlets 37', 37”. ln this manner, the flow rate of coolant flowing through the heat exchanger 29 can be regulated with 17 high degree of control. The valve 37 may be positioned at another position in the secondcoolant circuit 25, than at the branch in|et 41 of the coolant branch 39, and still achieve all, orsome of, the above described functions. As an example, the valve 37 may be positioned at the branch outlet of the second coolant branch 39.
As mentioned above, according to the illustrated embodiments, the powertrain 1 is a hybridelectric powertrain 1. The powertrain 1 comprises an electric propulsion system 9, 11, 13configured to, at least selectively, provide motive power to a vehicle comprising thepowertrain 1. According to the illustrated embodiments, the electric propulsion system 9, 11,13 comprises an electric machine 9, a battery 11, and power electronics 13. The battery 11 isfor electric propulsion of the vehicle 3 and is arranged to supply electricity to the electric machine 9 by an amount controlled by the power electronics 13.
According to the illustrated embodiments, the first vehicle system 9, 13, as referred to herein,comprises the electric machine 9 and the power electronics 13 of the electric propulsionsystem 9, 11, 13. Thus, according to the illustrated embodiments, the first coolant circuit 23 is arranged to cool the electric machine 9 and the power electronics 13.
Moreover, according to the illustrated embodiments, the second vehicle system 11comprises the battery 11 of the electric propulsion system 9, 11, 13. Thus, according to theillustrated embodiments, the second coolant circuit 25 is arranged to cool the battery 11. Asindicated above, according to the illustrated embodiments, the powertrain 1 furthercomprises a battery refrigeration circuit 93. The battery refrigeration circuit 93 is arranged tofurther lower the temperature of coolant in the second coolant circuit 25. The batteryrefrigeration circuit 93 comprises a compressor 98, a condenser 94, an expansion valve 95,and an evaporator 96. The evaporator 96 may also be referred to as a chiller. Thecompressor 98 compresses working media in the battery refrigeration circuit 93. Thecompressed working media is partially cooled by the condenser 94. Then the working mediais expanded by the expansion valve 95. As a result, the temperature of the working media issignificantly reduced. The working medium cools coolant of the second coolant circuit 25upon evaporation in the evaporator 96. ln this manner, it can be ensured that the battery 11is sufficiently cooled also in high load situations and in situations with high ambient temperatures.
As can be seen in Fig. 1, the evaporator 96 of the battery refrigeration circuit 93 is arrangedupstream of the branch in|et 41 of the second coolant branch 39. ln this manner, the battery refrigeration circuit 93 can also be utilized for further cooling the condenser 17 of the waste 18 heat recovery system 7. Thereby, condensation of working medium in the condenser 17 canbe further ensured even at higher load situations of the power source 5 and of the waste heat recovery system 7.
Moreover, as can be seen in Fig. 1, the second coo|ant circuit comprises a heater 44arranged in a bypass line bypassing the radiator 74 of the second coo|ant circuit 25. Theheater 44 can be used to heat coo|ant of the second coo|ant circuit 25 in order to heat the battery 11 when needed, such as at cold starts at lower ambient temperatures.
Furthermore, as explained above, it is rare that the power source 5 and the electricpropulsion system 9, 11, 13 operates simultaneously. ln addition, according to someembodiments of the present disclosure, the powertrain 1 is arranged to operate the powersource 5 and the electric propulsion system 9, 11, 13 separately. Thus, in operatingconditions where the powertrain 1 is operating the power source 5 and the electric propulsionsystem 9, 11, 13 is inactive, the components 9, 11, 13 of the electric propulsion system 9, 11,13 generates no heat and have no need for cooling. ln operating conditions where thepowertrain 1 is operating the electric propulsion system 9, 11, 13 and the power source 5 isinactive, the power source 5 and the condenser 17 of the waste heat recovery system 7 have no need for cooling.
As understood from the above, in operating conditions where the powertrain 1 is operatingthe power source 5 and the electric propulsion system 9, 11, 13 is inactive, the first coo|antcircuit 23 and/or the second coo|ant circuit 25 can be used to cool the condenser 17 of thewaste heat recovery system 7 in an efficient manner. ln such operational conditions, thevalve 24 may be controlled towards the first state so as to allow pumping of coo|ant from thefirst coo|ant circuit 23. Likewise, the valve 37 of the second coo|ant circuit 25 may becontrolled to the second state in which the valve 37 supplies coo|ant to the second outlet 37”so as to allow flow of coo|ant from the second coo|ant circuit 25 through the heat exchanger29.
The radiators 46, 72, 70, 70', 74 of the powertrain 1 are configured to be subjected to anairflow having an air flow direction. The air flow direction may be opposite to a forwarddirection of travel of the vehicle comprising the powertrain 1. As an alternative, or in addition,the powertrain 1 may comprise one or more cooling fans arranged to selectively blow airthrough the radiators 46, 72, 70, 70', 74 in the air flow direction. According to theembodiments illustrated in Fig. 1, the radiators 70, 70' of the first coo|ant circuit 23 are arranged in front of the power source radiator 46 seen in the air flow direction. Likewise, the 19 radiator 74 of the second coolant circuit 25 is arranged in front of the power source radiator46 seen in the air flow direction. Moreover, the powertrain 1 comprises a charge air cooler 72arranged between the radiators 70, 70', 74 of the first and second coolant circuits 23, 25 andthe power source radiator 46. That is, the charge air cooler 72 is arranged downstream of theradiators 70, 70', 74 of the first and second coolant circuits 23, 25 and upstream of theengine radiator 46 relative the air flow direction. The charge air cooler 72 is arranged to coolair compressed by a supercharger of the power source 5 before the air is ducted to an in|etof the power source 5. The supercharger is not i||ustrated in Fig. 1 for the reason of brevityand clarity. The fuel efficiency and the performance of the power source 5 is improved by coo|ing the in|et air of the power source 5 in the charge air cooler 72.
Since the radiators 70, 70', 74 of the first and second coolant circuits 23, 25 are arranged infront of the power source radiator 46, and in front of the charge air cooler 72 seen in the flowdirection, it is ensured that the first and second coolant circuits 23, 25 are able to coolcomponents 9, 11, 13 of the first and second vehicle systems 9, 11, 13, and are able to coolthe condenser 17 of the waste heat recovery system 7, using coolant having a low temperature.
Fig. 2 schematically illustrates a powertrain 1, according to some further embodiments. Thepowertrain 1 according to the embodiments i||ustrated in Fig. 2 comprises the same features,functions, and advantages as the powertrain 1 according to the embodiments i||ustrated in Fig. 1, with some differences explained below.
According to the embodiments i||ustrated in Fig. 2, the first coolant circuit 23 comprises atleast one radiator 70, 70' between the charge air cooler 72 and the power source radiator 46.That is, the first coolant circuit 23 comprises at least one radiator 70, 70' arrangeddownstream of the charge air cooler 72 and upstream of the power source radiator 46relative the air flow direction. Moreover, the second coolant circuit 25 comprises at least oneradiator 74 in front of the charge air cooler 72 seen in the air flow direction. Due to thesefeatures, the coo|ing performance of the charge air cooler 72 is improved. Moreover, it isensured that the second vehicle system 11 can be cooled with coolant having a low temperature.
The control arrangement 31 i||ustrated in Fig. 1 and Fig. 2 may be configured to controloperation of one or more further arrangements and/or systems, such as one or more pumps22, 26, 43, 49, 85 of the powertrain 1, and/or configured to control opening states of one or more valves 37, 55 of the powertrain 1. The control arrangement may be configured to control operation of the one or more pumps 22, 26, 43, 49, 85, and/or to control openingstates of one or more valves 37, 55 in dependence of the operating state of the power source5, the waste heat recovery system 7, and/or the electric propulsion system 9, 11, 13, as wellas in dependence of a current, or predicted, cooling demand of one or more components 5,9, 11, 13, 17 of the powertrain 1. The control arrangement 31 illustrated in Fig. 1 and Fig. 2may thus be connected to such further arrangements and/or systems. However, such connections are not illustrated in Fig. 1 and Fig. 2 for the reason of brevity and clarity.
The control arrangement 31 may comprise a calculation unit which may take the form ofsubstantially any suitable type of processor circuit or microcomputer, e.g. a circuit for digitalsignal processing (digital signal processor, DSP), a Central Processing Unit (CPU), aprocessing unit, a processing circuit, a processor, an Application Specific Integrated Circuit(ASIC), a microprocessor, or other processing logic that may interpret and executeinstructions. The herein utilised expression “calculation unit” may represent a processingcircuitry comprising a plurality of processing circuits, such as, e.g., any, some or all of the ones mentioned above.
The control arrangement 31 may further comprise a memory unit, wherein the calculationunit may be connected to the memory unit, which may provide the calculation unit with, forexample, stored program code and/or stored data which the calculation unit may need toenable it to do calculations. The calculation unit may also be adapted to store partial or finalresults of calculations in the memory unit. The memory unit may comprise a physical deviceutilised to store data or programs, i.e., sequences of instructions, on a temporary orpermanent basis. According to some embodiments, the memory unit may compriseintegrated circuits comprising silicon-based transistors. The memory unit may comprise e.g.a memory card, a flash memory, a USB memory, a hard disc, or another similar volatile ornon-volatile storage unit for storing data such as e.g. ROM (Read-Only Memory), PROM(Programmable Read-Only Memory), EPROM (Erasable PROM), EEPROM (Electrically Erasable PROM), etc. in different embodiments.
The control arrangement 31 is connected to components of the powertrain 1 for receivingand/or sending input and output signals. These input and output signals may comprisewaveforms, pulses, or other attributes which the input signal receiving devices can detect asinformation and which can be converted to signals processable by the control arrangement31. These signals may then be supplied to the calculation unit. One or more output signalsending devices may be arranged to convert calculation results from the calculation unit to output signals for conveying to other parts of the vehicle's control system and/or the 21 component or components for which the signals are intended. Each of the connections to therespective components of the powertrain 1 for receiving and sending input and output signalsmay take the form of one or more from among a cable, a data bus, e.g. a CAN (controllerarea network) bus, a MOST (media orientated systems transport) bus or some other bus configuration, or a wireless connection. ln the embodiments illustrated, the powertrain 1 comprises a control arrangement 31 butmight alternatively be implemented wholly or partly in two or more control arrangements or two or more control units.
Control systems in modern vehicles generally comprise a communication bus systemconsisting of one or more communication buses for connecting a number of electronic controlunits (ECUs), or controllers, to various components on board the vehicle. Such a controlsystem may comprise a large number of control units and taking care of a specific functionmay be shared between two or more of them. Vehicles of the type here concerned aretherefore often provided with significantly more control arrangements 31 than depicted in Fig. 1 and Fig. 2, as one skilled in the art will surely appreciate.
Fig. 3 illustrates a vehicle 3 according to some embodiments. The vehicle 3 may comprise apowertrain 1 according to the embodiments illustrated in Fig. 1, or a powertrain 1 accordingto the embodiments illustrated in Fig. 2. The powertrain 1 is arranged to provide motivepower to the vehicle 3, via wheels 99 of the vehicle 3. According to the illustratedembodiments, the vehicle 3 is a truck. However, according to further embodiments, thevehicle 3, as referred to herein, may be another type of manned or unmanned vehicle forland or water based propulsion such as a lorry, a bus, a construction vehicle, a tractor, a car, a ship, a boat, or the like. lt is to be understood that the foregoing is illustrative of various example embodiments andthat the invention is defined only by the appended claims. A person skilled in the art willrealize that the example embodiments may be modified, and that different features of theexample embodiments may be combined to create embodiments other than those describedherein, without departing from the scope of the present invention, as defined by the appended claims.
As used herein, the term "comprising" or "comprises" is open-ended, and includes one or more stated features, elements, steps, components or functions but does not preclude the 22 presence or addition of one or more other features, elements, steps, components, functions or groups thereof.

Claims (9)

1. CLA||\/IS _ A powertrain (1) for a vehicle (3), wherein the powertrain (1) comprises: - a power source (5), - a power source coolant circuit (6) arranged to cool the power source (5), - a first vehicle system (9, 13), - a first coolant circuit (23) arranged to cool the first vehicle system (9, 13), anda waste heat recovery system (7) comprising an expander (15) and a condenser (17), the expander (15) being arranged to provide useful work from heat generated by the power source (5) of the vehicle (3), wherein the waste heat recovery system (7) further comprises: - a condenser coolant line (21) arranged to conduct coolant to the condenser (17) forcooling the condenser (17), and - a valve (24) controllable between a first state and a second state, - wherein the valve (24) is arranged to, in the first state, fluidly connect the condensercoolant line (21)to a first portion (16') of the first coolant circuit (23), and, in thesecond state, fluidly connect the condenser coolant line (21) to a first portion (50') ofthe power source coolant circuit (6) characterized in that the condenser coolant line (21) comprises a coolant pump (43).-. The powertrain (1) according to claim 1, wherein the valve (24) is controllable to statesbetween the first and second states to allow gradual control of coolant flow from the first coolant circuit (23) and from the power source coolant circuit (6). The powertrain (1) according to any one of the preceding claims, wherein the system (7)comprises a control arrangement (31) configured to control the valve (24) in dependence of a cooling demand of the condenser (17). The powertrain (1) according to claim 3, wherein the control arrangement (31) is furtherconfigured to control the valve (24) in dependence of temperatures of coolant in the first coolant circuit (23) and in the power source coolant circuit (6). The powertrain (1) according to any one of the preceding claims, wherein the firstcoolant circuit (23) comprises a first flow conducting unit (16) arranged to conductcoolant flow in the first coolant circuit (23), and wherein the valve (24) is arranged to, inthe first state, fluidly connect the condenser coolant line (21) to a first portion (16') of the first flow conducting unit (16). 10. 11. 1
2. The powertrain (1) according to claim 5, wherein the first flow conducting unit (16) isarranged downstream of a radiator (70, 70') of the first coolant circuit (23) and upstream of the first vehicle system (9, 13). The powertrain (1) according to claim 5 or 6, wherein the powertrain (1) comprises acondenser outlet line (54) arranged to conduct coolant from the condenser (17), andwherein the condenser outlet line (54) is fluidly connected to a second portion (16”) of the first flow conducting unit (16). The powertrain (1) according to claim 7, wherein the second portion (16”) is arrangeddownstream of the first portion (16') relative a flow direction through the first flow conducting unit (16). The powertrain (1) according to any one of the claims 5 - 8, wherein the first flowconducting unit (16) is specifically adapted to provide a low pressure drop of coolantflowing through the first flow conducting unit (16), wherein the first flow conducting unit(16) is provided with a greater cross-sectional area, in a plane perpendicular to the flowdirection through the first flow conducting unit (16), than portions (23', 23") of the first coolant circuit (23) upstream and downstream of the first flow conducting unit (16). The powertrain (1) according to any one of the preceding claims, wherein the powersource coolant circuit (6) comprises a second flow conducting unit (50) arranged toconduct coolant flow in the power source coolant circuit (6), and wherein the valve (24) isarranged to, in the second state, fluidly connect the condenser coolant line (21) to a first portion (50') of the second flow conducting unit (50). The powertrain (1) according to claim 10, wherein the second flow conducting unit (50) isarranged downstream of a power source radiator (46) of the power source coolant circuit (6) and upstream of a coolant inlet (48) of the power source (5). The powertrain (1) according to claim 10 or 11, wherein the powertrain (1) comprises acondenser outlet line (54) arranged to conduct coolant from the condenser (17), andwherein the condenser outlet line (54) is fluidly connected to a second portion (50”) of the second flow conducting unit (50). 1
3. 1
4. 1
5. 1
6. 1
7. 1
8. 1
9. 20. 3 The powertrain (1) according to claim 12, wherein the second portion (50”) is arrangeddownstream of the first portion (50') relative a flow direction through the second flow conducting unit (50). The powertrain (1) according to any one of the claims 10 - 13, wherein the second flowconducting unit (50) is specifically adapted to provide a low pressure drop of coo|antflowing through the second flow conducting unit (50), wherein the second flowconducting unit (50) is provided with a greater cross-sectional area, in a planeperpendicular to the flow direction through the second flow conducting unit (50), thanportions (6', 6") of the power source coo|ant circuit (6) upstream and downstream of the second flow conducting unit (50). The powertrain (1) according to any one of the preceding claims, wherein the first vehiclesystem (9, 13) comprises an electric machine (9) and power electronics (13), andwherein the first coo|ant circuit (23) is arranged to cool at least one of the electric machine (9) and the power electronics (13). The powertrain (1) according to any one of the preceding claims, wherein the powertrain(1) comprises a second vehicle system (11) and a second coo|ant circuit (25) arrangedto cool the second vehicle system (11), and wherein the condenser coo|ant line (21)comprises a heat exchanger (29) configured to exchange heat between coo|ant flowing through the condenser coo|ant line (21) and the second coo|ant circuit (25). The powertrain (1) according to claim 16, wherein the second coo|ant circuit (25)comprises a valve (37) arranged to regulate the flow of coo|ant through the heat exchanger (29). The powertrain (1) according to claim 16 or 17, wherein the heat exchanger (29) isarranged in a coo|ant branch (39) of the second coo|ant circuit (25), and wherein thecoo|ant branch (39) comprises an inlet (41) arranged upstream of the second vehicle system (11). The powertrain (1) according to any one of the claims 16-18, wherein the second vehicle system (11) comprises a battery (1 1) for electric propulsion of the vehicle (3). The powertrain (1) according to any one of the preceding claims, wherein the power source coo|ant circuit (6) comprises a power source radiator (46), and wherein the first 4 coolant circuit (23) comprises at least one radiator (70, 70') arranged in front of the power source radiator (46). 21. The powertrain (1) according to claim 20, wherein the powertrain (1) comprises a chargeair cooler (72) arranged between the at least one radiator (70, 70') and the power sourceradiator (46). 22. The powertrain (1) according to claim 20 and any one of the claims 16 - 19, wherein thepowertrain (1) comprises a charge air cooler (72), and wherein the first coolant circuit(23) comprises at least one radiator (70, 70') between the charge air cooler (72) and thepower source radiator (46), and wherein the second coolant circuit (25) comprises at least one radiator (74) in front of the charge air cooler (72). 23. A vehicle (3) comprising a powertrain (1) according to any one of the claims 1 - 22.
SE1851578A 2018-12-14 2018-12-14 Powertrain and Vehicle SE543715C2 (en)

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SE1851578A SE543715C2 (en) 2018-12-14 2018-12-14 Powertrain and Vehicle
DE102019008253.2A DE102019008253A1 (en) 2018-12-14 2019-11-27 Waste heat recovery system, drive train and vehicle

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005042618A (en) * 2003-07-22 2005-02-17 Denso Corp Rankine cycle
FR2950572A1 (en) * 2009-09-29 2011-04-01 Renault Sa SYSTEM AND METHOD FOR CONTROLLING THE TEMPERATURE OF THE HABITACLE OF A MOTOR VEHICLE
DE102012223024A1 (en) * 2012-12-13 2014-06-18 Zf Friedrichshafen Ag Waste heat recovery unit for motor-vehicle drive with internal combustion engine, has motor-driven side and output side cooling circuit that is connected to thermodynamic circuit to assist condensation of working medium
DE102014204257A1 (en) * 2014-03-07 2015-09-10 Mahle International Gmbh cooler
EP3009625A1 (en) * 2014-10-18 2016-04-20 MAN Truck & Bus AG Cooling system for a vehicle, in particular a commercial vehicle
US20170306806A1 (en) * 2014-12-05 2017-10-26 Scania Cv Ab A cooling arrangement for a whr-system

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005042618A (en) * 2003-07-22 2005-02-17 Denso Corp Rankine cycle
FR2950572A1 (en) * 2009-09-29 2011-04-01 Renault Sa SYSTEM AND METHOD FOR CONTROLLING THE TEMPERATURE OF THE HABITACLE OF A MOTOR VEHICLE
DE102012223024A1 (en) * 2012-12-13 2014-06-18 Zf Friedrichshafen Ag Waste heat recovery unit for motor-vehicle drive with internal combustion engine, has motor-driven side and output side cooling circuit that is connected to thermodynamic circuit to assist condensation of working medium
DE102014204257A1 (en) * 2014-03-07 2015-09-10 Mahle International Gmbh cooler
EP3009625A1 (en) * 2014-10-18 2016-04-20 MAN Truck & Bus AG Cooling system for a vehicle, in particular a commercial vehicle
US20170306806A1 (en) * 2014-12-05 2017-10-26 Scania Cv Ab A cooling arrangement for a whr-system

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DE102019008253A1 (en) 2020-06-18

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