WO2012003930A1

WO2012003930A1 - Controlling the temperature of a plurality of components of a motor vehicle

Info

Publication number: WO2012003930A1
Application number: PCT/EP2011/003101
Authority: WO
Inventors: Thomas Haltmeier; Christof Böttcher; Helmut Walter
Original assignee: Volkswagen Aktiengesellschaft
Priority date: 2010-07-09
Filing date: 2011-06-23
Publication date: 2012-01-12
Also published as: DE102010026601A1

Abstract

The invention relates to a method for controlling the temperature of a plurality of components of a motor vehicle (3) by means of Peltier technology. In order to enable improved temperature control, the steps involve: transporting a heat flow from a first component of the components used as a heat source to a second component of the components used as a heat sink by means of a Peltier heat exchanger (11) having a thermoelectric converter, and selecting the first component and/or the second component according to a temperature difference between the first component and the second component.

Description

description

Temperieren a variety of components of a motor vehicle

The invention relates to a method for tempering a plurality of components of a motor vehicle. Temperature control of components of a motor vehicle is known. For this purpose, the motor vehicle may have one or more heat exchangers and one or more circuits associated therewith. The components to be cooled or cooled of the motor vehicle may be, for example, a drive unit, a power conversion unit, an interior or the like. The drive unit may comprise, for example, an internal combustion engine, an electric motor, a combination of both and / or the like. Furthermore, heat exchangers are known which allow heat transfer against a temperature gradient with the interposition of a thermoelectric converter, also known as Peltier element. EP 0 952 017 A2 relates to a heat exchanger device for an air conditioning system. The heat exchange device has heat exchange elements each defining one or more fluid paths for a heat-transferring liquid, and a plurality of thermoelectric units disposed adjacent to each other and sandwiched between the heat exchange elements so as to be in heat exchanging contact therewith , US 3,236,056 relates to a cooling apparatus having a cold side and a hot side, wherein a plurality of thermoelectric units is arranged between the hot side and the cold side

The object of the invention is to enable an improved tempering of a plurality of components of a motor vehicle, in particular to improve an efficiency of the motor vehicle and / or the tempering.

The object is achieved in a method for tempering a plurality of components of a motor vehicle according to claim 1. Advantageously, the heat flow can be performed according to the selection between different components of the motor vehicle, wherein advantageously the respective temperature difference can be taken into account. The temperature difference affects a coefficient of performance of the thermoelectric converter, so that advantageous

CONFIRMATION COPY can be positively influenced by selecting the coefficient of performance of the thermoelectric converter.

In one embodiment of the method, minimizing the temperature difference is provided by means of selecting. Advantageously, the smallest possible temperature difference results in a particularly good coefficient of performance of the thermoelectric converters.

In a further embodiment of the method, a selection of the first component and the second component is provided as a function of a maximum and / or optimum operating temperature of the first and / or the second component. Advantageously, the components can be selected so that they can reach the operating temperature faster or better held on this. Advantageously, thereby a total power of the motor vehicle can be improved.

In a further embodiment of the method, a selection of the first component and / or the second component is provided depending on a heat capacity of the respective component. Advantageously, by means of the heat capacity, a measure can be found for how well the respective component is suitable as a heat sink or as a heat source.

The object is further solved in a motor vehicle, designed, constructed and / or set up to carry out a method described above. This results in the advantages described above.

Further advantages, features and details will become apparent from the following description in which - where appropriate, with reference to the drawings - at least one embodiment is described in detail. Described and / or illustrated features form the subject of the invention, or independently of the claims, either alone or in any meaningful combination, and in particular can additionally also be the subject of one or more separate invention (s). The same, similar and / or functionally identical parts are provided with the same reference numerals.

Show it: Figures 1 and 2 are each a schematic view of an arrangement of

Components of a motor vehicle, which are thermally associated with each other by means of two circuits, wherein in Figure 1, a heating and in Figure 2, a cooling of one of the components is shown;

Figure 3 shows a further arrangement of components of a

Motor vehicle, which are thermally associated with each other by means of circuits, wherein a parallel circuit is provided;

Figure 4 shows a further arrangement of components of a

Motor vehicle, which are thermally associated with each other by means of circuits, wherein a series circuit is provided;

Figure 5 shows a temperature profile over time for heating a

Interior of a vehicle;

Figures 6, 7, 11-15, the arrangement shown in Figure 3 each for different

Operating cases;

8 shows a temperature profile over time for a

Preconditioning of the interior of the motor vehicle;

9 shows a temperature profile over time for cooling the

Interior of the motor vehicle;

FIG. 10 shows a temperature profile over time for a preconditioning of the interior of the motor vehicle; and

Figure 16 is a schematic view of a control and control to

Selecting components of the motor vehicle, between which a heat flow can be transported.

Figures 1 and 2 each show a heat transport route 1 of a motor vehicle 3 only partially shown. The motor vehicle 3 has a plurality of components which are thermally associated with each other by means of the heat transport path 1 ^■ . The heat transport path 1 has a first circuit 5 and a second circuit 7. The circuits 5 and 7 each have a pump. 9 for transporting a heat transfer medium, for example a liquid or a gas.

The heat transport path 1 has a Peltier heat exchanger 11. By means of the Peltier heat exchanger 11, the circuits 5 and 7 are thermally associated with each other. The Peltier heat exchanger 11 has a switched between the circuits 5 and 7 thermoelectric converter 13, wherein a corresponding supply of electrical energy in Figures 1 and 2 is not shown in detail. In the illustration according to FIG. 1, the first circuit 5 is assigned a first component 17 of the motor vehicle 3. The assignment takes place by means of a first heat exchanger 19. The second circuit 7 is assigned a second component 21 of the motor vehicle 3. A heat transfer between the second circuit 7 and the second component 21 takes place by means of a second heat exchanger 23. In the illustration according to FIG. 1, the first component 17 acts as a heat source and the second component 21 acts as a heat sink. The first component 17 may be, for example, a drive source of the motor vehicle 3. The second component 21 may be, for example, an environmental heat exchanger associated with an interior of the motor vehicle 3 to be heated. A heat transport direction of the heat transport path 1, in particular of the Peltier heat exchanger 11, is indicated by means of a first arrow 25 in FIG.

According to FIG. 2, the heat transport path 1 serves to cool the second component 21, so that it serves as a heat source and the first component 17 serves as a heat sink. Accordingly, the heat transport direction of the heat transport path 1 is reversed, which is also symbolized in Figure 2 by means of the first arrow 25. Advantageously, the first component 17 and / or the second component 21 can be selected such that a minimum temperature difference between the first component 17 and the second component 21 and thus a maximum coefficient of performance of the thermoelectric converter 13 of the Peltier heat exchanger 11 results. In Figures 1 and 2, the heat transport path 1 is shown only schematically, wherein means for selecting the first component and / or the second component are not shown in detail.

FIG. 3 shows a further heat transport path 1 of the motor vehicle 3. In contrast, a first valve device 27 is connected in the first circuit 5. In addition, a second valve arrangement 29 is connected in the second circuit 7. In addition, a third component 31 is connected in the heat transport path 1 according to FIG. The third component 31 is switchable into the second circuit 7 and this thermally associated by means of a third heat exchanger 33. The third heat exchanger 33 can be connected in parallel to the second heat exchanger 23 by means of the second valve arrangement 29.

As a further difference, the second component 21 is assigned a fourth heat exchanger 35. The fourth heat exchanger 35 is part of the first circuit 5 and can be connected in parallel to the first heat exchanger 19 by means of the first valve device 27.

According to the representation of FIG. 3, the first component 17 of the motor vehicle 3 may be a front end heat exchanger, the second component 21 may be an air conditioning unit which contains the two heat exchangers 23 and 35 or an interior of the motor vehicle assigned thereto and the motor vehicle third component 31 to drive components, in particular to drive electrical components.

FIG. 4 shows a further heat transport path 1 of the motor vehicle 3, similar to the heat transport path 1 shown in FIG.

In contrast to the representation of Figure 3, the heat transport path 1 is designed according to Figure 4 so that the first heat exchanger 19 and the fourth heat exchanger 35 are connected in series. In addition, the second heat exchanger 23 and the third heat exchanger 33 are connected in series. For this purpose, the first valve device 27 and the second valve device 29 are connected accordingly. As a further difference, the first circuit 5 has a third valve device 37. In addition, the second circuit 7 has a fourth valve device 39. By means of the third valve device 37, the first heat exchanger 19 of the first circuit 5 can be bypassed or switched off in a parallel branch. This is provided at least at a partial mass flow of the flowing fluid, wherein a mass flow distribution to bypass and heat exchanger is possible, not only 0% or 00% control.

Similarly, the fourth valve device 39 branches the second circuit 7 in a second heat exchanger 23 parallel branch, so that the second heat exchanger 23 of the second circuit 7 can be bypassed or switched off by means of the fourth valve device 39 of the second circuit 7. This is provided at least at a partial mass flow of the flowing fluid, wherein a mass flow distribution to bypass and heat exchanger is possible, not only 0% or 100% control.

FIGS. 6, 7, 11, 12, 13, 14, 15 respectively show the heat transport path 1 shown in FIG. 3 in different operating cases or switching positions of the first valve device 27 and the second valve device 29. Depending on the operating situation, one or more of the components of the motor vehicle are used 3 as a heat source or as a heat sink. Accordingly, the circuits 5 and 7 behave with respect to the Peltier heat exchanger 11 as a heat source or heat sink. To symbolize this for the different operating cases, that of the circuits 5, 7, which serves as a heat source, dashed and the one that serves as a heat sink, shown in phantom. Accordingly, the heat transport direction of the heat transfer path 1 shown in each case by means of the arrow 25 is symbolized. Non-perfused branches of the heat transport path 1 are each symbolized as solid lines.

FIG. 6 shows the heat transport path 1 in a first operating case, the electrical drive components serving as a heat source for heating the interior of the motor vehicle 3.

FIG. 7 shows the heat transport path 1 in a further operating case, an environment of the motor vehicle 3 serving as a heat source, the interior of the motor vehicle 3 also being heated.

FIG. 11 shows the heat transport path 1 in a further operating case, the environment of the motor vehicle 3 serving as a heat sink. In the operating case shown in Figure 11, the interior of the motor vehicle 3 accordingly serves as a heat source, so it is cooled.

FIG. 12 shows the heat transport path 1 in a further operating case, wherein the electric drive components of the motor vehicle 3 serve as a heat sink and the interior of the motor vehicle 3 is cooled. FIG. 13 shows the heat transport path 1 in a further operating case, the environment of the motor vehicle 3 serving as a heat sink and the electrical components of the motor vehicle 3 as a heat source, wherein the electrical components are cooled. This operating case can be used, for example, at relatively high ambient temperatures of the surroundings of the motor vehicle 3, that is to say for example during a summer, in particular in order not to exceed a maximum operating temperature of the electric drive components.

FIG. 14 shows the heat transport path 1 in a further operating case, wherein the electrical drive components of the motor vehicle 3 serve as a heat sink, that is to say are heated up. This operating case can be used during a winter, ie at comparatively low ambient temperatures. The environment of the motor vehicle 3 is utilized as a heat source.

FIG. 15 shows the heat transport path 1 in a further operating case, with the electrical components of the motor vehicle 3 being heated, ie serving as a heat sink. The interior of the motor vehicle 3 serves as a heat source, so it is cooled. This operation case can be used during the summer.

FIGS. 5, 8, 9 and 10 each show a diagram for different operating cases, wherein a total of three temperature profiles are shown over a period of time. A first temperature profile 41 identifies a temperature of the electric drive components of the motor vehicle 3. A second temperature profile 43 indicates a temperature of the interior of the motor vehicle 3. A third temperature profile 45 indicates a temperature of the surroundings of the motor vehicle 3.

According to the illustration of Figure 5, an operating case is shown, in which the vehicle with all components at low outside temperatures has the same temperature level as the environment. The E component is used as heat source. Thus, on the one hand, the icing of the front-end heat exchanger can be avoided. Another positive aspect is the comparable temperature profile of the cooling medium of the E components (as a result of the heat loss through the operation of the vehicle.) And the vehicle interior air with increasing travel time. Thus, the temperature gradient from waste to useful side of the Peltier heat exchanger can be made positive in the recirculation mode. Such a scenario is also conceivable when a ride has been completed and the e-components have a higher temperature level than the environment until the start of the next trip.

Another scenario in a heating operation, in which the ambient air should be used as a heat source, is the viewing case in which the environment, for example during the day, heated and follow the electrical drive components due to the thermal inertia of the third temperature profile 45 of the ambient air , Due to the higher temperature level of the ambient air, this is used as a heat source. Corresponding interconnections of the heat transport path 1 are shown in FIGS. 6 and 7.

FIG. 8 shows a further case of a preconditioning of the interior of the motor vehicle 3, that is, a heating or cooling of the interior. During the preconditioning of the interior, for example, a temperature control during a mains charging operation or a trickle charge operation at a standstill of the motor vehicle 3, a different characteristic of the temperature curves 41 and 43 is for the Aufheizfall. Due to the idle state of the electric drive components, the temperature level here as more or less constant. If the electrical components are used as a heat sink, in this case even a negative first temperature profile 41 sets in, the electric drive components being cooled, see FIG. 8. However, because of the high thermal capacities of the electric drive components, they can still be used as a heat source. An electric motor and / or a power electronics of the electric drive components are very stable compared to low temperatures and advantageously have even higher performance figures in a subsequent operating case. As soon as the temperature level of the electric drive components becomes too low and thus the operation of the Peltier heat exchanger 11 becomes inefficient, the ambient air can advantageously be used as the heat source. Corresponding operating cases are shown in FIGS. 6 and 7.

FIG. 9 shows a further example of a cooling of the interior of the motor vehicle 3. In this case, the heat source is always the interior air of the interior, which is to be cooled. As a heat sink, on the one hand, the ambient air, on the other hand, the electric drive components can be used. Always use the heat sink with the lowest temperature level.

When using the electric drive components as heat sinks for this consideration, the disadvantage is that over the time course of driving the first temperature profile 41 of the electric drive components is exactly opposite to the desired temperature level of the indoor air. This is shown in FIG. Depending on the occurring temperature difference can be advantageously switched as a heat sink to the ambient air.

FIG. 10 shows a further case of a preconditioning of the interior of the motor vehicle or a cooling of the vehicle interior during a standstill of the motor vehicle 3. The heat source likewise represents the interior of the motor vehicle 3. The environment or the electrical components can be used as the heat sink. Due to the non-operating state of the electrical components, their temperature level can be assumed to be more or less constant. When using the electric drive components as heat sinks whose temperature level increases due to the high thermal mass advantageously only relatively slowly, which is shown in Figure 10. As soon as a certain threshold temperature has been reached by heating the electric drive components, in particular a high-voltage battery, it is advantageously possible to switch to using the ambient air as a heat sink. Furthermore, it is advantageous that the temperature gradient from a Nützseite to a Wasteseite the Peltier-Wärmeta uschers 11 minimal. Corresponding operating modes or operating cases are shown in FIGS. 11 and 12.

16 shows a schematic view of a regulation and / or control scheme of the heat transport path 1. It can be seen that by means of the Peltier heat exchanger 11 most different components of the motor vehicle 3 can be thermally associated with each other. As heat sources or heat sinks, as shown on the left in FIG. 16, an internal combustion engine serving the environment, an electric motor, power electronics, a battery of the motor vehicle 3 can be used. As to be conditioned elements of the motor vehicle 3, the vehicle interior, the electric motor, the power electronics and the battery can be used. Advantageously, the heat transport path 1 is associated with a control unit 47. This control unit can be called a so-called intelligent control unit be designed, this at any time of operation of the motor vehicle 3 and the described heat transport section 1 uses the most favorable temperature level from the supply of heat sources and heat sinks with respect to the respective components to be conditioned. This ensures advantageous that the temperature difference between the media of the circuits 5 and 7, which are assigned to the Peltier heat exchanger 11, always remains minimal.

LIST OF REFERENCE NUMBERS

I heat transport route

3 motor vehicle

5 first cycle

7 second cycle

9 pump

I I Peltier heat exchanger

13 thermoelectric converter

15

17 first component

19 first heat exchanger

21 second component

23 second heat exchanger

25 first arrow

27 first valve device

29 second valve arrangement

31 third component

33 third heat exchanger

35 fourth heat exchanger

37 third valve device

39 fourth valve device

41 first Temperäturverlauf

43 second temperature profile

45 third temperature profile

47 control unit

Claims

claims

Method for tempering a plurality of components of a motor vehicle (3), comprising:

Transporting a heat flow from a first component (17) of the components serving as a heat source to a second component (21) of the components serving as a heat sink by means of a Peltier heat exchanger (1 1) having a thermoelectric converter (13),

- Selecting the first component (17) and / or the second component (21) in response to a temperature difference between the first component (17) and the second component (21).

A method according to the preceding claim, comprising:

- Minimize the temperature difference by selecting. Method according to one of the preceding claims, comprising:

- Selecting the first component (17) and the second component (21) in response to a maximum, minimum and / or optimum operating temperature of the first and / or the second component (17,21).

Method according to one of the preceding claims, comprising:

- Selecting the first component (17) and / or the second component (21) depending on a heat capacity of the respective component.

Motor vehicle (3), designed, furnished and / or constructed for carrying out a method according to one of the preceding claims.