WO2008147305A1 - Système de chauffage destiné à être utilisé dans un véhicule - Google Patents

Système de chauffage destiné à être utilisé dans un véhicule Download PDF

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Publication number
WO2008147305A1
WO2008147305A1 PCT/SE2008/050561 SE2008050561W WO2008147305A1 WO 2008147305 A1 WO2008147305 A1 WO 2008147305A1 SE 2008050561 W SE2008050561 W SE 2008050561W WO 2008147305 A1 WO2008147305 A1 WO 2008147305A1
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WO
WIPO (PCT)
Prior art keywords
cooling medium
vehicle
resistor
heat
energy
Prior art date
Application number
PCT/SE2008/050561
Other languages
English (en)
Inventor
Anders Folkesson
Christian Gravesen
Lars Overgaard
Original Assignee
Scania Cv Ab (Publ)
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 (Publ) filed Critical Scania Cv Ab (Publ)
Priority to EP08825861A priority Critical patent/EP2150433A4/fr
Publication of WO2008147305A1 publication Critical patent/WO2008147305A1/fr

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Classifications

    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
    • B60H1/03—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant and from a source other than the propulsion plant
    • B60H1/034—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant and from a source other than the propulsion plant from the cooling liquid of the propulsion plant and from an electric heating device
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
    • B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
    • B60H1/004—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for vehicles having a combustion engine and electric drive means, e.g. hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/22—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
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    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B60L15/2018—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking for braking on a slope
    • B60L15/2027—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking for braking on a slope whilst maintaining constant speed
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0076—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to braking
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B60L50/62—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles charged by low-power generators primarily intended to support the batteries, e.g. range extenders
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/02—Dynamic electric resistor braking
    • B60L7/06—Dynamic electric resistor braking for vehicles propelled by ac motors
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/22—Dynamic electric resistor braking, combined with dynamic electric regenerative braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58—Combined or convertible systems
    • B60T13/585—Combined or convertible systems comprising friction brakes and retarders
    • B60T13/586—Combined or convertible systems comprising friction brakes and retarders the retarders being of the electric type
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L2270/10—Emission reduction
    • B60L2270/12—Emission reduction of exhaust
    • 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
    • Y02T10/62—Hybrid 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
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • 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
    • Y02T10/72—Electric energy management in electromobility
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the present invention relates to a heating system for use in a vehicle, and in particular the present invention relates to a heating system wherein a resistor is used for dissipation of heat to a cooling medium in a cooling path according to the preamble of claim 1.
  • the present invention also relates to a vehicle brake system according to claim 19 and a vehicle according to claim 20.
  • a hybrid vehicle is a vehicle that uses two or more power and/or fuel sources.
  • a common type of hybrid vehicles is hybrid-electrical vehicles, which include a power generating source such as an internal combustion engine or fuel cells, and one or more electric motors, wherein the said one or more electric motors are used as propulsion motor (s).
  • an electric motor as propulsion motor has the advantage that in certain operation conditions, such as when using the electric motor for braking purposes, e.g., in order to decelerate the vehicle or maintain a constant speed in a downhill grade, the electric motor cease acting as a motor and, instead, becomes an alternator which regenerates electrical energy for feed-back to the electric system of the vehicle.
  • This is known as regenerative braking and has the advantage that, apart from being used to reduce wear of mechanical braking system components, the regenerated energy can be used to charge electric energy storage means for use in a subsequent acceleration and/or for powering other electrical equipments .
  • the storage capacity of the electric storage means are often limited, e.g. due to weight and/or space limitations, and, therefore, the electric storage means can become fully loaded during the deceleration, in particular when going downhill for a longer period of time, with the result that excess energy is produced, which can not be taken care of in a favourable manner, and thereby limiting the advantages of the regenerative braking. Consequently, although the regenerative braking is capable of storing some of the electric energy produced during braking for later use, there is still, especially during certain driving conditions, a need for an improved system for reusing energy regenerated in the system.
  • a heating system for a vehicle comprising an energy converter, a first cooling medium circuit for carrying a first cooling medium, said cooling medium of said first cooling medium circuit being arranged to absorb and/or dissipate heat to and/or from said energy converter, and a second cooling medium circuit for carrying a second cooling medium
  • said system includes resistor means arranged to be connected to at least one source of electrical power and arranged in thermal communication with cooling medium of said first cooling circuit for, at least in a heating mode, heating the said first cooling medium by means of heat dissipated when connected to said electrical power source.
  • the said resistor means is further being arranged to be in thermal communication with cooling medium of said second cooling medium circuit for, at least in a heating mode, heating the said second cooling medium, and wherein said cooling medium of said second cooling medium circuit is arranged to dissipate heat to a passenger compartment of said vehicle.
  • the energy converter can be rapidly heated to its normal working temperature.
  • the energy converter is an internal combustion engine
  • the present invention allows that the normal working temperature of the engine can be reached in a shorter period of time as compared to the prior art, which, in turn, has the advantage that emissions during cold starts can be reduced.
  • the energy converter is a fuel cell system
  • the heating of the fuel cell system to a suitable working temperature can reduce losses in the chemical reaction and increase lifetime.
  • the invention also has the advantage that high- temperature cooling medium can be circulated, simultaneously and/or sequentially through the heater element (s) in a passenger compartment, such as a driver's cabin in a lorry or passenger cabin of a bus, or a storage compartment, to allow that the passenger compartment (storage compartment) to rapidly be heated to a comfortable (suitable) temperature.
  • a passenger compartment such as a driver's cabin in a lorry or passenger cabin of a bus, or a storage compartment
  • the said first cooling medium circuit and the said second cooling medium circuit consist of a single cooling medium circuit.
  • the electrical brake is used as secondary brake having similar to conventional secondary brakes such as retarders . This is accomplished by using a high-power resistor capable of dissipating high electrical powers as heat.
  • this "electrical" braking system can replace the secondary brake system, e.g. a retarder system, that in certain jurisdictions are required in addition to the conventional mechanical braking system (e.g., brake discs and pads) , since the mechanical brake system can be overheated, and thereby malfunction, in extreme braking conditions.
  • secondary brake system e.g. a retarder system
  • the invention also relates to a vehicle.
  • Fig. 1 discloses a power train of a hybrid vehicle in which the invention advantageously can be utilized.
  • Fig. 2 discloses a vehicle cooling system with resistor use according to the invention.
  • Fig. 1 discloses a power train of a hybrid vehicle according to a first exemplary embodiment of the present invention.
  • hybrid vehicles of various kinds and the disclosed vehicle is a series hybrid vehicle.
  • Series hybrid vehicles often comprise an energy converter in form of an internal combustion engine, which actuates a generator, which in turn supplies current to an electric motor that powers vehicle's drive wheels.
  • parallel hybrid vehicles which simultaneously can transmit power to the drive wheels from two separate sources, e.g., an internal combustion engine and an electric motor.
  • series-parallel hybrids having the flexibility to operate in either series or parallel mode.
  • the series hybrid vehicle power train in fig.l comprises an internal combustion engine 101, such as a diesel engine, which is power supplied from a fuel tank 102.
  • the output shaft of the combustion engine is connected to a generator 103, which is used to generate electrical power from the mechanical power provided by the combustion engine 101. Consequently, the conventional use of gearbox and optional frictional element (clutch) is omitted.
  • the half shafts 104, 105 which in a conventional system are propelled by a propeller shaft via an axle gear, are propelled by an electric motor 106, the outgoing shaft of which being connected to the half shafts 104, 105 by means of an axle gear 107.
  • the axle gear can, in principle, consist of a conventional differential, which has the advantage that no intermediate gears are necessary, thereby resulting in a less complicated as well as cost and energy efficient transmission. This is possible due to the fact that an electric motor by means of suitable electronics can be speed controlled with a maintained high torque, wherein the maximum speed of the vehicle being determined by the maximum speed of the electric motor 106 and axle gear ratio.
  • the power supply to the electrical motor 106 can, for example, constitute a three-phase power supply, i.e., the motor being a three-phase motor.
  • the speed control requires that the frequency of the AC voltage fed to the motor can be varied, since the speed of the motor is directly proportional to this frequency.
  • a power electronics arrangement 108 is used, which also is used for a plurality of other functions, as will be disclosed below.
  • the power electronics arrangement 108 is necessary since even though the generator 103 can be used to generate a three-phase output voltage, the generated frequency will depend on the speed of the combustion engine, which, in turn, will depend on the current power demand and not the current speed of the vehicle.
  • the engine 101 can be arranged to work at a suitable working point, e.g. at a constant speed, with varying load, whereby the generator 103 will generate three-phase power supply of a constant frequency.
  • the generator 103 generated voltage is provided to the power electronics arrangement 108 wherein it is rectified and thereby providing a direct voltage.
  • this voltage can have a rather high amplitude, e.g., 500-700 V, which then is used by an inverter arrangement, for example consisting of a plurality of IGBT (Insulated Gate Bipolar Transistor) transistors, which by appropriate switching, can provide a three-phase voltage of a desired and variable frequency for driving the electric motor 106 and thereby drive wheels.
  • IGBT Insulated Gate Bipolar Transistor
  • a vehicle usually comprises a plurality of direct current applications and, furthermore, electrical energy storage means generally are of a direct-current voltage type
  • the rectified voltage can be used, with down conversion where appropriate, for power supplying such functions.
  • the direct- current voltage generated in the power electronics arrangement 108 can be converted to, e.g., 24 V (or 12 V or 48V) for conventional 24 V (12V, 48V) applications, such as cooling fans or conventional vehicle electronics in general.
  • the direct-current voltage is used to charge electric energy storage means which, in the disclosed example, can consist of, e.g., 24V batteries for conventional use, but also a high voltage supercapacitor module 109.
  • a supercapacitor module 109 could, instead, consist of one or more high voltage batteries.
  • the supercapacitor module 109 is preferably charged directly by the rectified voltage without down conversion, and has such high voltage that the motor 106, even if only for a short period of time, can be solely power supplied by the supercapacitor module. Conversely, if the vehicle is braking, e.g.
  • the motor 106 will act as a generator, that is, the back electromotive force generated by the motor 106 when applying a braking force on the half shafts 104, 105 will induce a three-phase voltage in the stator windings of the motor 106, and thereby regenerate electrical power, which, in turn, also can be rectified to the intermediate voltage of the power electronics arrangement 108 in a manner known per se and thereby charge the supercapacitor module (or, when used, batteries) 109 with the regenerated power. By means of suitable down conversion, this regenerated power can, of course, also be used to charge, e.g., 24 V batteries of the vehicle.
  • the supercapacitor module is prioritized as power supply to the motor 106, since as soon as the capacitor module has been drained from energy, it is capable of being recharged by, and thereby reuse regenerated energy from the electric motor 106.
  • the hybrid system shows most to advantage when the vehicle frequently is performing alternating acceleration and deceleration (braking) manoeuvres, since in such situations the difference between using regenerated energy as power source instead of a conventional internal combustion engine system is the largest.
  • the invention has the advantage that due to the fact that the electric motor 106 can be used to apply high braking power, use of a high-power resistor according to the present invention enables that the combination of electric motor and resistor can be used as a braking system capable of dissipating high powers.
  • This has the advantage that this "electrical" braking system can replace other kinds of secondary braking systems that often are required with regard to heavy vehicles. For example, in some jurisdictions there exist governmental requirements stating that heavy vehicles must comprise at least one secondary braking system in addition to the conventional mechanical braking system (e.g., brake discs and pads) .
  • this secondary braking system is often required to have such capacity that the vehicle by means of the secondary brake system only can be kept at a predetermined maximum speed for a predetermined period of time in a downhill stretch having a predetermined slope. Consequently, the secondary brake system, which often consists of a retarder, can, according to one embodiment of the invention, be replaced by the electrical brake, with savings in system complexity, weight and cost as result. If a hybrid system, such as the one disclosed in fig. 1, is used as secondary braking system, the braking power generated by the electric motor 106, and thereby the generated electric power induced in the stator windings of the motor 106, can, as mentioned, reach rather high powers, for example in the order of 50-60 KW.
  • resistor units 110 have been used to dissipate power generated during braking, but only to a limited extent, and therefore not as in the inventive concept of the invention.
  • the resistor unit 110 is, in addition, or alternatively, used for other applications, and one exemplary embodiment will be described with reference to fig. 2, in which a part of a vehicle cooling system 200 is disclosed, and wherein the use of a resistor unit 110 according to the invention will be described more in detail.
  • the resistor 110 which is a high voltage resistor and preferably adapted to the rectified intermediate voltage of the power electronics arrangement 108, is arranged in a heat dissipation relationship with cooling medium in a cooling medium circuit 201.
  • the resistor 110 can be in the shape of a coil which is simply immersed into the cooling medium for allowing an efficient heat exchange.
  • the circulation of the cooling medium in the cooling medium circuit is controlled by means of a circulation pump 202, such as an electric water pump, and when the cooling medium is circulated past the resistor, a controllable amount of heat can be dissipated to the cooling medium.
  • the amount of heat dissipated to the cooling medium can, for example, be controlled by the flow of the cooling medium past the resistor, which, e.g., can be controlled by means of the circulation pump 202 and/or a by-pass valve 203, which is capable of diverting a portion of the flow for by-passing the resistor, and also the voltage applied to the resistor and thereby the current and amount of heat generated by the resistor 110.
  • the resistor 110 is used for dissipating excess energy generated during, for example, braking, this excess energy is normally dissipated by applying a high voltage to the resistor 110, which thereby generates a larger amount of heat, which, in turn, is dissipated to the cooling medium, whereafter the cooling medium is circulated through a radiator 204 that preferably is arranged in the front of the vehicle .
  • the cooling effect of the radiator can, in a conventional manner, be enhanced by utilizing a fan 205 for increasing the air flow passing the radiator 204.
  • the resistor 110 can be of such dimension that powers in the order of 50 - 60 KW or more is converted to heat by means of the resistor and dissipated to the cooling medium, which then, in turn, dissipates this heat to ambient air by means of the radiator.
  • this heat is, at least in operating conditions that so allow, used according to the following.
  • the resistor is arranged in a cooling medium circuit that passes through the internal combustion engine for providing cooling of the internal combustion engine in a conventional manner.
  • This arrangement has the advantage that the resistor can be used to facilitate a rapid heating of the cooling medium, and thereby internal combustion engine, at cold starts of the vehicle to enable the internal combustion engine to reach normal operation temperature faster, and thereby reduce engine wear and reduce cold start emissions.
  • the generator 103 (engine 101) can, in such situations, be controlled to produce more electric power than what currently is consumed by the electric propulsion motor, wherein the generated excess energy can be used for heating the cooling medium by means of generating heat by the resistor 110. Due to the high power capabilities of the resistor, the cooling medium can, in a shorter period of time as compared to conventional heating by the combustion engine, be heated to a high temperature, and by circulating this high-temperature cooling medium through the internal combustion engine, the internal combustion engine can be rapidly heated to its normal working temperature.
  • the radiator 204 is preferably bypassed by means of bypass pipe 206 (the bypass being controlled by a valve 207) in order to ensure that the cooling medium reaching the engine still has a high temperature.
  • the invention allows that the cooling medium in these situations can be heated to a higher temperature than the temperature that is reached when normally heated by the engine. This has the advantage that the engine heating process is increased even further, so that the normal working temperature of the engine is reached even faster.
  • the heat generated by the resistor is also used for heating of a passenger compartment and/or a storage compartment.
  • the cooling medium can be circulated through an additional circuit 210, which passes through the heater element (s) 208 of the driver's cabin.
  • circulation of high-temperature cooling medium through the heater element (s) 208 of the driver's cabin allow that the driver's cabin can rapidly be heated to a comfortable temperature.
  • the radiator 204 is preferably bypassed by means of bypass pipe 206 in order to ensure that a sufficient amount of high-temperature cooling medium reaches the heater element (s) 208.
  • This embodiment is even more to advantage with regard to buses, since the passenger compartment in a bus often is large, and usually has large window portions having an unfavourable coefficient of heat passage.
  • the bus When such buses are parked overnight in cold areas and/or weather, the bus usually must be parked indoors, or be provided with additional (fuel powered or electrical powered) heaters to allow the passenger compartment to be heated to a comfortable temperature in a reasonable time.
  • additional heaters are usually installed in buses in Nordic and other cold countries to provide faster cabin heat-up during cold starts as well as providing extra heat during vehicle operation in cold weather.
  • the requirements regarding such overnight parking can be substantially alleviated, and the additional heaters can be omitted which thereby reduces the system complexity, vehicle weight and costs and eliminate the maintenance need of the heater system.
  • the heaters 208 of fig. 2 represent the heater elements of the passenger compartment, and due to the heat power that the resistor is capable of delivering, a rapid cabin warm-up can be obtained by heating up the cooling medium faster than normal and/or to a higher temperature. Consequently, the invention allows the bus to be parked in colder areas, or allow a shorter time from start-up to when the vehicle can be put into service.
  • the invention also has the advantage that the resistor can be used to keep the cooling medium warm during operation (service) in cold weather by means of excess energy from regenerated energy, and thereby secure proper cabin heating. Further, when the vehicle is parked overnight it can be connected to an external electrical system, and by means of energy from the external electrical system heat the vehicle and the engine cooling medium in a simple manner.
  • the resistor system can be used to dissipate electric brake energy into the cooling system as heat and then be distributed as appropriate, disposed by the radiator even when the energy storage system is fully charged or of other reasons cannot accept more energy. Even further, since the resistor is also used to dispose excess energy, the high-voltage system can be kept well balanced in a simple manner by means of the resistor, i.e., to keep the high-voltage power electronics within desired levels by dissipating energy as heat when appropriate so as to ensure that the voltage does not rise uncontrollable with possible component damage as result.
  • the same cooling medium has been used for heating both engine and cabin/passenger compartment.
  • the engine cooling system and the cabin cooling system can consist of separate circuits, in which case the resistor unit either can consist of a separate resistors for each cooling medium circuit, or be arranged such that the cooling medium circuits can be arranged to be simultaneously heated by the resistor, or alternatively set in a heat exchanging relation with the resistor, e.g., by suitable operation of, e.g., valves.
  • the cooling medium is arranged to alternatively circulate through the energy converter (engine) and passenger compartment heater, respectively.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Sustainable Energy (AREA)
  • Sustainable Development (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Thermal Sciences (AREA)
  • Electromagnetism (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

L'invention concerne un système de chauffage pour un véhicule, le véhicule comprenant un convertisseur d'énergie, un premier circuit d'agent de refroidissement pour transporter un premier agent de refroidissement, l'agent de refroidissement du premier circuit d'agent de refroidissement étant agencé pour absorber et/ou dissiper de la chaleur vers et/ou à partir du convertisseur d'énergie, et un second circuit d'agent de refroidissement pour transporter un second agent de refroidissement, le système comprenant des moyens de résistance agencés pour être reliés à au moins une source de courant électrique et agencés en communication thermique avec un agent de refroidissement du premier circuit de refroidissement pour, au moins dans un mode de chauffage, chauffer le premier agent de refroidissement au moyen de chaleur dissipée lorsqu'ils sont reliés à la source de courant électrique. Les moyens de résistance sont en outre agencés pour être en communication thermique avec un agent de refroidissement du second circuit d'agent de refroidissement pour, au moins dans un mode de chauffage, chauffer le second agent de refroidissement, et l'agent de refroidissement du second circuit d'agent refroidissement étant agencé pour dissiper de la chaleur vers un compartiment passager du véhicule. L'invention concerne également un véhicule.
PCT/SE2008/050561 2007-05-15 2008-05-14 Système de chauffage destiné à être utilisé dans un véhicule WO2008147305A1 (fr)

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EP08825861A EP2150433A4 (fr) 2007-05-15 2008-05-14 Système de chauffage destiné à être utilisé dans un véhicule

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SE0701183-6 2007-05-15
SE0701183A SE0701183L (sv) 2007-05-15 2007-05-15 Värmesystem för användning i ett fordon

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WO2023025567A1 (fr) 2021-08-23 2023-03-02 Daimler Truck AG Procédé de chauffage intelligent d'un système de pile à combustible et véhicule
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WO2023031848A1 (fr) * 2021-09-03 2023-03-09 Iveco S.P.A. Système de gestion de chaleur amélioré pour un véhicule à pile à combustible

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EP2150433A4 (fr) 2011-03-30
SE531113C2 (sv) 2008-12-23
SE0701183L (sv) 2008-12-23
EP2150433A1 (fr) 2010-02-10

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