WO2013167267A2 - Système prolongateur d'autonomie doté d'un circuit de refroidissement perfectionné - Google Patents

Système prolongateur d'autonomie doté d'un circuit de refroidissement perfectionné Download PDF

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Publication number
WO2013167267A2
WO2013167267A2 PCT/EP2013/001358 EP2013001358W WO2013167267A2 WO 2013167267 A2 WO2013167267 A2 WO 2013167267A2 EP 2013001358 W EP2013001358 W EP 2013001358W WO 2013167267 A2 WO2013167267 A2 WO 2013167267A2
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WO
WIPO (PCT)
Prior art keywords
range extender
energy converter
cooling circuit
cooling
extender system
Prior art date
Application number
PCT/EP2013/001358
Other languages
German (de)
English (en)
Other versions
WO2013167267A3 (fr
Inventor
Vincent Benda
Peter Ebner
Richard Schneider
Bernhard Sifferlinger
Original Assignee
Avl List Gmbh
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 Avl List Gmbh filed Critical Avl List Gmbh
Priority to DE112013002393.8T priority Critical patent/DE112013002393A5/de
Publication of WO2013167267A2 publication Critical patent/WO2013167267A2/fr
Publication of WO2013167267A3 publication Critical patent/WO2013167267A3/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
    • 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
    • B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
    • 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
    • B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
    • 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
    • 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
    • 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
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/34—Cabin temperature
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/36—Temperature of vehicle components or parts
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/525—Temperature of converter or components thereof
    • 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
    • Y02T10/70—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

Definitions

  • the present invention relates to a range extender system, in particular for a motor vehicle, preferably an electric motor vehicle, which has a first electromechanical energy converter and an internal combustion engine, which can be coupled to the electromechanical energy converter.
  • Range extender refers to additional units in an electric motor vehicle, which usually consist of an internal combustion engine, which drives a generator to supply an energy storage device or an electric motor with electrical energy.
  • range extenders can also be used in houses as combined heat and power plants or as generator units in mobile applications.
  • Electric motor vehicles are electric motor driven vehicles.
  • batteries or batteries are usually used as energy storage device, which can be charged locally via the power grid or mobile range extender, or solar modules.
  • the motor vehicle usually comprises a first electromechanical energy converter, which is part of the edge extender and predominantly serves as a generator and a second electromechanical energy converter, which is part of the drive train and predominantly as Motor is used.
  • the power consumers electric motors, air conditioning, etc.
  • the electricity suppliers generators, solar modules, etc.
  • the energy storage device of the electric motor vehicle via a power electronics, in particular a converter to a DC link connected, which decouples the different power systems of the supplier side of the consumer side.
  • the internal combustion engine of the range extender is generally started and stopped while driving without the driver's direct influence, in particular as a function of the state of charge of the energy storage device.
  • the electromechanical energy converter which is usually a permanently excited synchronous machine, usually has at least two operating modes, which are controlled by a corresponding control electronics:
  • the generator mode is the normal operation of the range extender. Conversely, this can also be operated in the motor mode. This engine mode is commonly used to start the internal combustion engine.
  • the drive of an electric motor vehicle with a range extender via at least one additional second electromechanical energy converter, usually a permanently excited synchronous machine, which is also connected via a power electronics, in particular a converter to the DC intermediate circuit for supply.
  • this drives in the engine mode, the electric motor vehicle or recuperates energy through the generator mode, eg. B. during deceleration or when driving downhill.
  • the generator mode eg. B. during deceleration or when driving downhill.
  • waste heat is a loss of energy and enters as efficiency-reducing in the efficiency of the drive of the electric motor vehicle.
  • a coolant usually serves water with a cooling medium additive.
  • the volume in the entire cooling circuit is approximately four to six times the stroke volume and is circulated approximately ten times per minute by a cooling circuit pump.
  • the temperature is controlled by a thermostat.
  • the cooling circuit In the cold state, the cooling circuit is initially limited to the engine-internal circuit for faster heating of the engine. Only when the opening temperature of the thermostat is reached, the way to the cooling circuit is released, so that the critical temperature of the internal combustion engine, under which more wear and bad combustion values occur, are quickly exceeded.
  • the AT 505 950 discloses a power generator, in which an internal combustion engine and a generator for cooling and to reduce the sound radiation in a cool air flowed through housing are arranged.
  • the power electronics unit the so-called power inverter module which removes energy in the DC voltage intermediate circuit or feeds into it and thereby generates considerable waste heat is usually cooled either by air cooling or a cooling circuit.
  • the energy storage device z. B. in a lithium-ion battery.
  • Electric vehicles of the latest generation therefore generally have three cooling circuits: On the one hand those for the power electronics, those for the energy storage device and those for the internal combustion engine of the range extender. This causes significant costs, which contribute to the high purchase prices of electric vehicles with range extender over conventional vehicles with internal combustion engine.
  • DE 10 2009020421 A1 discloses a drive system which has a Stirling engine and a thermoelectric generator which process the heat energy which is emitted in the exhaust gases emerging from the internal combustion engine of a motor vehicle and generate mechanical power or electric power. Furthermore, the overall system has a cooling circuit with a coolant pump, which is in operative contact with the Stirling engine and / or the thermoelectric generator in order to increase at least the thermoelectric generator in its efficiency again.
  • the internal combustion engine usually has an oil circuit. This is formed in modern internal combustion engines of a range extender usually as pressure circulation lubrication in a closed system. In this case, all relatively moving engine components are lubricated to reduce friction and filled the hydraulic actuators. In addition to lubrication and friction reduction, the heat dissipation and distribution is another essential task for the oil cycle. This also includes fine sealing on the piston rings, release of combustion residues and the removal of wear particles.
  • an oil cooler is installed in the circuit, which is designed either as a water / oil or as an air / oil heat exchanger.
  • This separate oil circuit also has its own pumps, pressure relief valves, oil filters, etc.
  • An electric motor vehicle with range extender combines the technology of a pure electric vehicle with that of an internal combustion engine. This leads to a multiplication of the systems, since such a motor vehicle usually all elements of a pure Electric motor vehicle and a motor vehicle having an internal combustion engine.
  • the number of potential sources of error is multiplied, which on the one hand causes more defects and on the other hand defects are more difficult to find.
  • Another disadvantage of a motor vehicle with range extender may be that the electromechanical energy converter causes disturbing noises during the starting process of the internal combustion engine, as usually high power has to be applied in a short time to start the internal combustion engine.
  • the present invention has for its object to provide an improved range extender system, which reduces the above-mentioned problems in a motor vehicle with range extender.
  • the first electromechanical energy converter and the internal combustion engine have a common cooling circuit with a cooling medium.
  • An electromechanical energy converter in the context of the invention is used for the conversion of electrical energy into mechanical energy and vice versa. These include, in particular, electric motors and electric generators. Depending on the direction of the transmitted power is in the electromechanical energy converters between engine operation, this power is transmitted from the electrical side to the mechanical side, and the generator operation with opposite power flow distinguished.
  • heat engines are to be understood, which convert chemical energy of a fuel into mechanical energy via a combustion process.
  • a drive commonly referred to as a piston. selement displaced from the combustion chamber area, causing it a drive shaft in motion, preferably in rotation, offset.
  • a motor vehicle in the sense of the invention is a mobile means of transport, which serves the transport of goods, tools or persons and is driven by a machine.
  • An electric motor vehicle in the sense of the invention is preferably understood to mean a motor vehicle which is operated with electrical energy from an energy storage device, preferably an electrochemical energy store, an accumulator or a battery. If the accumulator or the battery is emptied, it must be recharged, either via the mains or a mobile supply device, preferably a range extender or solar cells.
  • an energy storage device preferably an electrochemical energy store, an accumulator or a battery.
  • Under cooling circuit according to the invention is a forced circulation cooling to understand.
  • a cooling medium from a hot area in particular the combustion chamber region of the internal combustion engine or the induction region of the electromechanical energy converter to a heat exchanger, preferably a radiator conveyed and there via the airstream, in particular with the support of a mechanical or electrically driven fan, recooled.
  • Cooling media in the context of the invention are gaseous or liquid substances or mixtures of substances which are used for the removal of heat.
  • a cooling medium according to the invention is both heat transfer medium and refrigerant.
  • the cooling medium used is water, air or oil, preferably thermal oil.
  • a cooling circuit for the first electromechanical energy converter in the cooling circuit of the internal combustion engine additional components for a second cooling circuit can be saved.
  • a pump for the cooling medium and a collecting container for the cooling medium it is preferably sufficient a heat exchanger for cooling the cooling medium and the regulation of the pressure in the cooling circuit must preferably be carried out only once.
  • the range extender can be implemented as a self-contained system. This is particularly important if the range extender is to be integrated as a removable module in an electric motor vehicle.
  • the cooling medium is heated more quickly when the range extender is started by the two existing heat sources and the operating temperature of the internal combustion engine is reached much faster. This can greatly reduce fuel consumption and HC and CO emissions. Furthermore, the noise development is reduced by the electromechanical energy converter at the start of the internal combustion engine by the sound and vibration damping property of the coolant.
  • the invention is applicable to all types of range extenders which include an internal combustion engine in which a piston moves in a working space and an electromechanical energy converter which is usable as both an electric motor and an electric generator.
  • the internal combustion engine is a rotary piston machine.
  • a rotary piston machine is preferably to understand a device in which a preferably substantially triangular piston or rotor during operation of the internal combustion engine in the housing performs a rotation about a major axis, wherein the piston rotates about its own axis, which also moves in addition to a preferred own circular path.
  • the piston performs a planetary motion about the major axis.
  • such a rotary piston engine is a Wankel engine.
  • the invention can also be used in rotary piston machines with two, three or more juxtaposed pistons.
  • the invention can also be used with any other type of internal combustion engines, such as preferably a reciprocating piston engine.
  • the rotary piston machine has in a particularly advantageous manner in operation on a high smoothness, so that the occupants of a motor vehicle not by vibrations ge be disturbed. Furthermore, the rotary piston machine compared to a conventional gasoline or diesel engine to a significantly lower noise. Finally, much higher speeds can be achieved than with a reciprocating engine.
  • oil can be used as the cooling medium.
  • oil means liquids which can not be mixed with water. These are especially lubricating oils and thermal oils. Lubricating oils prevent the development of noise and especially the wear of materials, as they are technical lubricants. In addition, the use of lubricating oil also allows the heat dissipation. Lubricating oil forms a conductive film between moving surfaces. Preferably mineral, synthetic and / or biogenic oils come into question. In particular, multigrade oils are also to be considered which only change their viscosity to a small extent at different temperatures.
  • the use of oil as a cooling medium has the particular advantage that oils have excellent insulating properties and a higher boiling point than water. This is particularly important in the flow of the cooling medium through the first electromechanical see energy converter, since the oil is usually in some places in contact with components with different potential, which could be shorted to a conductive cooling medium. Furthermore, the cooling circuit can be driven by the higher boiling point at a higher temperature. In a further advantageous embodiment of the invention, the lubrication system of the internal combustion engine is integrated into the cooling circuit.
  • a lubrication system according to the invention is used for lubricating the moving parts of the engine. This is preferably an oil circuit.
  • the oil circuit in the cooling circuit can be dispensed with a separate circuit for lubrication. Furthermore, in this way, the oil circuit of the internal combustion engine can be used more efficiently for cooling the same become. It also ensures that the lubrication oil is sufficiently cooled.
  • an energy storage device of the motor vehicle via the cooling circuit is additionally cooled.
  • An energy storage device in the sense of the invention is to be understood as meaning a device for storing energy, in particular electrical energy, in particular an electromechanical energy store or an accumulator. Due to the internal resistance of the energy storage device and the high currents during charging and removal of energy, the energy storage device develops waste heat. By incorporating the cooling of the energy storage device in the cooling circuit a very efficient cooling of the battery is achieved. In particular, the large amount of cooling liquid in the common cooling circuit allows efficient cooling of the energy storage device. Furthermore, the internal combustion engine, which is connected to the same cooling circuit, heated to a certain temperature by the transported away from the cooling medium waste heat. Thus, it achieves its operating temperature much faster at the start, whereby the fuel consumption and the HC and CO emissions can be significantly reduced.
  • a second electromechanical energy converter for driving a motor vehicle via the common cooling circuit is additionally cooled.
  • This integration of the second electromechanical energy converter also avoids an increase in the number of cooling systems due to a further cooling circuit in the motor vehicle.
  • the second electromechanical energy converter is kept at operating temperature during its standstill via the waste heat of the energy storage. This is z. For example, the case during a charging process on the mains at very low outside temperatures.
  • the waste heat of the second electromechanical energy converter also serves to maintain the operating temperature of the internal combustion engine at its stoppage.
  • the starter and the rotor are cooled.
  • the power electronics of the first electromechanical energy converter, the power electronics of the second electromechanical energy converter and / or the power electronics of the energy storage device via the cooling circuit can be cooled.
  • An effective cooling of the power electronics is indispensable for their function.
  • Particularly advantageous in the case of cooling via the common cooling circuit is also the large amount of cooling medium which is located in the cooling circuit and therefore can be cooled back efficiently.
  • a heat exchanger is arranged in the cooling circuit in such a way that the air for the interior of a motor vehicle can be heated.
  • a power heating machine is further arranged in the cooling circuit in such a way that waste heat into mechanical energy and / or electrical energy is convertible. This can increase the efficiency of the range extender system or electric motor vehicle. Energy lost due to waste heat is captured by the power heat engine and either used to drive the motor vehicle, to drive ancillary units or to generate electrical energy, which in turn is fed into the DC intermediate circuit.
  • control of the first electromechanical energy converter and / or the second electromechanical energy converter and the control of the internal combustion engine is integrated in a common control device. Also by this measure, a reduction of the components of an electric motor vehicle is achieved. In particular, a safety-critical communication between the two control units is eliminated. Thus, the susceptibility to interference is reduced. Furthermore, signals representing control electronic parameters only need to be evaluated once more. Examples are speed, speed, etc.
  • Figure 1 is a schematic representation of a range extender system of a first embodiment of the invention
  • Figure 2 is a schematic representation of a range extender system according to a second embodiment of the invention
  • Figure 3 is a schematic representation of a range extender system according to a third and fourth embodiment of the invention.
  • Figure 4 is a schematic representation of a cooling circuit of a range extender system according to the invention according to a fifth, sixth and seventh embodiment
  • Figure 5 is a schematic representation of a range extender according to an eighth embodiment of the range extender system according to the invention.
  • a first embodiment of the invention is explained in more detail.
  • the invention is described using the example of a range extender system 1 with a rotary piston machine with a substantially triangular rotary piston or rotor 10 as an internal combustion engine 3.
  • the rotary piston machine 3 is shown in such a way that its disc is rotated in the image plane, whereby both the triangular shape of the rotors 6, 7, as well as the trochoidal shape of the disc is visible.
  • the range extender system 1 has a rotary piston machine 3 and an electromechanical energy converter 2, which can be coupled to the shaft 14 of the rotary piston machine 3.
  • the coupling is made in any suitable manner to transmit a torque of the shaft 14 of the rotary piston machine 3 to the rotor 15 of the first electromechanical energy converter 2.
  • a mechanical connection is used, in particular a rigid extension of the shaft 14, in which case the rotor 15 of the first electromechanical energy converter 2 and the eccentric of the rotary piston machine 3 lie on the same shaft 14.
  • the electromechanical energy converter 2 can be designed as a pure generator and / or as a generator / motor. In the generator mode, this generates electrical energy by means of a torque which is provided to it via the shaft 14 of the rotary piston machine 3.
  • the electrical energy is generated by electromagnetic induction generated by the rotor 15 in the stator 16a, 16b of the first electromechanical energy converter 2. This energy is fed via a power electronics 18a in a power grid. This is preferably a DC intermediate circuit of an electric motor vehicle.
  • 3 mass balances 12, 13 are preferably mounted on the shaft 14 of the rotary piston machine to compensate for the imbalance of the rotary piston machine 3 by the movement of the eccentric and the rotor 10 of the rotary piston machine 3.
  • the rotary piston machine 3 and the first electromechanical energy converter 2 are cooled by a common cooling circuit 5.
  • a cooling medium is used, preferably cooling water, which may preferably be mixed with an antifreeze, more preferably alcohol and particularly preferably oil.
  • the cooling medium in the cooling circuit 5 first flows through the rotary piston machine 3 and then the electromechanical energy converter 2.
  • the medium flows through cooling channels 9a, 9b, which are introduced in the engine block of the rotary piston machine 3 and / or in the stator 16a, 16b.
  • the cooling medium flows through moving parts such as the rotor 10 of the rotary piston machine and / or the rotor 15 of the electromechanical energy converter 3 and / or the shaft 14.
  • the cooling circuit 5 preferably forms a closed system. However, this can also be divided into subcircuits, which flow out of the cooling circuit 5 only individual components, and then open again in the cooling circuit 5.
  • the line of the coolant circuit shown in FIG. 1, which conveys the cooling medium can be embodied both as single-core and as multi-core, for example, for discharging the cooling medium back and forth to a component.
  • a heat exchange between the components and the cooling medium takes place.
  • the components release heat energy to the coolant.
  • the cooling channels are arranged in such a way that the heat energy is optimally exchangeable between the individual components and the cooling medium.
  • the individual components of the rotary piston machine 3 and / or the electromechanical energy converter 2 may have heat exchange elements, which preferably consist of a highly thermally conductive material such as copper or tin, to make the heat exchange even more effective.
  • the cooling circuit 5 can flow through the range extender system 1 in the opposite direction, ie first, the electromechanical energy converter 2 and then the rotary piston machine 3 flows through.
  • the cooling medium is transported by a pump 22 which is arranged in the cooling circuit 5.
  • the pump 22 may be an electrically operated pump or a mechanically operated pump. In the case of a mechanically operated pump 22, this is preferably coupled to the shaft 14 in order to be operated by the latter.
  • the cooling of the coolant in the cooling circuit 5 via a cooler 21 via a cooler 21.
  • the cooling medium is cooled by a heat exchanger, preferably with an air flow, more preferably with water.
  • such a described range extender system 1 can be used in a motor vehicle 8, particularly preferably in an electric motor vehicle.
  • An energy storage device of the motor vehicle can be charged with the range extender system 1 when no mains power is available.
  • the motor vehicle 8 in this case preferably has a tank for fossil fuel to supply the rotary piston engine 3 of the range extender system 1 with fuel.
  • This second embodiment can advantageously be combined with the previously explained first embodiment of FIG.
  • the second embodiment differs from the first embodiment in that the lubrication system 6 of the rotary piston machine 3 is also integrated in the cooling circuit 5. That is, the cooling medium not only flows through parts of the first electromechanical energy converter 2 and the rotary piston machine 3 in cooling channels or heat exchange elements, but is also used for lubrication of the moving parts of the rotary piston machine 3.
  • Lubrication has the task of reducing friction between two surfaces. Friction is the resistance of one surface to move against another; the direction of the force that must be expended to move a body is that thereby opposing friction. Friction always leads to a loss of energy.
  • the separation of mutually moving metal surfaces is the main task of a lubricant, in this case in particular the lubrication of the rotor 10 of the internal combustion engine 3 and the shaft 14. At the same time cools the coolant or rotary piston engine 3 from the inside.
  • the lubrication system is preferably designed as an oil circuit.
  • oil is suitable as a coolant and thus also as a lubricant, since it has particularly advantageous lubricating properties.
  • the third and the fourth embodiment can be advantageously combined with the preceding first and second embodiment of Figures 1 and 2.
  • the cooling medium in the third embodiment also flows through the energy storage device 7.
  • This energy storage device 7 is preferably an electrochemical energy store or an accumulator.
  • the energy storage device 7 provides the electrical energy for the supply of a DC intermediate circuit 23, to which all consumers, such as electric motors, air conditioning, etc. and utilities such as range extenders, solar cells, mains, etc. are connected via respective power electronics 18a, 18b.
  • the energy storage device 7 advantageously has cooling channels 9c.
  • the fourth embodiment differs from the preceding embodiments in that the second electromechanical energy converter 4 can also be cooled via the common cooling circuit 5.
  • the second electromechanical energy converter 4 serves a motor vehicle 8, preferably an electric motor vehicle, for driving.
  • the torque of the second electric mechanical energy converter 4 is transmitted via a differential 26 and an axis 25 to the wheels 11a and 11b.
  • the second electromechanical energy converter 4 draws its energy from the DC intermediate circuit 23, which is fed by the energy storage device 7.
  • the second electromechanical energy converter 4 also has a stator 17a, 17b and a rotor 19. The cooling of the individual components of the second electromechanical energy converter 4 takes place in the same way as in the first electromechanical energy converter 2.
  • both in the first and / or second electromechanical energy converter 2, 4, the cooling medium according to this embodiment or one of the preceding embodiments can also be used for lubricating movable components.
  • the second electromechanical energy converter 4 for driving the motor vehicle can also be designed as a decentralized electromechanical energy converter on each individual wheel 11 a, 11 b, 11 c, 11 d of a motor vehicle, preferably as a motor or curved electric linear machine, or directly on or in the wheel is arranged.
  • a fifth embodiment differs from the preceding embodiments in that the power electronics 18a of the first electromechanical energy converter 2, the power electronics 18b of the second electromechanical energy converter 4 and / or the power electronics of the energy storage device 7 can be cooled via the common cooling circuit 5.
  • the first electromechanical energy converter this is shown in FIG.
  • a sixth embodiment differs from the preceding embodiments in that it additionally has a heat exchanger 27, which is arranged in the common cooling circuit 5 in such a way that the air for the interior of a motor vehicle 8 can be heated.
  • the heat exchanger 27 is therefore on the one hand flows through the cooling medium, on the other hand, air which is provided for the interior, flows through it.
  • the heat exchanger 27 can be arranged at any point of the cooling circuit 5.
  • the cooling circuit 5 can pass through the heat exchanger 27 several times in order to optimally warm the interior air, depending on the heat development of the individual components 2, 18a, 3, 4, 18b, 7, which are preferably connected to the cooling circuit 5 ,
  • the cooling circuit 5 preferably flows through all the components.
  • the order is purely exemplary and could be changed in any way.
  • the direction of flow could also be clockwise as well as counterclockwise.
  • only individual components are preferably flowed through.
  • Other components are not flowed through or are traversed by a subcooling circuit, which flows out of the cooling circuit 5 only individual components, and then re-enter the cooling circuit 5.
  • the cooling circuit 5 further comprises a power heating machine 20. Waste heat from the individual components, which are connected to the cooling circuit 5, can thus be converted into mechanical energy and / or electrical energy.
  • this is a Stirling machine or a thermoelectric generator.
  • the control of the first electromechanical power converter 2 and the controller 31 of the internal combustion engine 3 are integrated in a common control device.
  • the controls in each case include the control electronics and the power electronics 18a.
  • the control of the rotary piston machine 3 preferably controls the exhaust valve, the Dros- be 30, fuel injection 29 and / or spark plug 28 and other elements to be controlled of the rotary piston machine. 3
  • the cooling medium of the cooling circuit 5 can also be used for lubricating other moving parts of a motor vehicle 8.
  • the electromechanical energy converters 2, 4 may preferably be pole machines, more preferably external pole machines, more preferably asynchronous machines, more preferably self-excited asynchronous machines, or most preferably reluctance machines.

Abstract

L'invention concerne un système prolongateur d'autonomie (1), en particulier pour un véhicule à moteur (8), de préférence un véhicule à moteur électrique, qui comprend un premier convertisseur d'énergie électromécanique (2) et un moteur à combustion interne (3) qui peut s'accoupler audit premier convertisseur d'énergie électromécanique (2), le premier convertisseur d'énergie électromécanique (2) et le moteur à combustion interne (3) étant dotés d'un circuit de refroidissement (5) commun contenant un fluide caloporteur.
PCT/EP2013/001358 2012-05-10 2013-05-07 Système prolongateur d'autonomie doté d'un circuit de refroidissement perfectionné WO2013167267A2 (fr)

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DE112013002393.8T DE112013002393A5 (de) 2012-05-10 2013-05-07 Range-Extender-System mit einem verbesserten Kühlkreislauf

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ATA50169/2012 2012-05-10
ATA50169/2012A AT512850B1 (de) 2012-05-10 2012-05-10 Range-Extender-System, insbesondere für ein Kraftfahrzeug

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WO2013167267A3 WO2013167267A3 (fr) 2014-08-07

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CN104924892A (zh) * 2014-03-21 2015-09-23 F·波尔希名誉工学博士公司 用于机动车辆的冷却回路以及非导电性冷却流体的用途
DE102014111254A1 (de) * 2014-08-07 2016-02-11 Pierburg Gmbh Range Extender
WO2016050393A1 (fr) * 2014-10-02 2016-04-07 Robert Bosch Gmbh Refroidissement, en fonction des besoins, d'un convertisseur d'un véhicule à moteur
WO2016062783A1 (fr) 2014-10-21 2016-04-28 Renault S.A.S. Procédé permettant d'entraîner et de réguler thermiquement un système prolongateur d'autonomie pour un véhicule à moteur
CN111559391A (zh) * 2020-01-14 2020-08-21 中车资阳机车有限公司 一种轨道用两轴构架式蓄电池机车
CN112601672A (zh) * 2018-08-29 2021-04-02 麦格纳国际公司 具有与电动车辆的舱室模块热耦合的模块化增程器

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US5251588A (en) * 1991-11-15 1993-10-12 Toyota Jidosha Kabushiki Kaisha Controller for hybrid vehicle drive system
US20100147606A1 (en) * 2008-12-11 2010-06-17 Fev Motorentechnik Gmbh Electric vehicle with increased range
DE102009020422A1 (de) * 2009-05-08 2010-11-11 Bayerische Motoren Werke Aktiengesellschaft Antriebssystem für ein Fahrzeug

Cited By (12)

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Publication number Priority date Publication date Assignee Title
CN104924892A (zh) * 2014-03-21 2015-09-23 F·波尔希名誉工学博士公司 用于机动车辆的冷却回路以及非导电性冷却流体的用途
US20150266370A1 (en) * 2014-03-21 2015-09-24 Dr. Ing. H.C.F. Porsche Aktiengesellschaft Cooling circuit for a motor vehicle and use of an electrically non-conductive cooling fluid
DE102014111254A1 (de) * 2014-08-07 2016-02-11 Pierburg Gmbh Range Extender
DE102014111254B4 (de) 2014-08-07 2018-04-26 Pierburg Gmbh Für unterschiedliche Einbaulagen geeigneter Range Extender
WO2016050393A1 (fr) * 2014-10-02 2016-04-07 Robert Bosch Gmbh Refroidissement, en fonction des besoins, d'un convertisseur d'un véhicule à moteur
WO2016062783A1 (fr) 2014-10-21 2016-04-28 Renault S.A.S. Procédé permettant d'entraîner et de réguler thermiquement un système prolongateur d'autonomie pour un véhicule à moteur
US10688872B2 (en) 2014-10-21 2020-06-23 Renault S.A.S. Method for driving and thermally regulating a range extending system for a motor vehicle
CN112601672A (zh) * 2018-08-29 2021-04-02 麦格纳国际公司 具有与电动车辆的舱室模块热耦合的模块化增程器
US20220348050A1 (en) * 2018-08-29 2022-11-03 Magna International Inc. Modular range extender having thermal coupling with a cabin module of an electric vehicle
US11845318B2 (en) 2018-08-29 2023-12-19 Magna International Inc. Modular range extender having thermal coupling with a cabin module of an electric vehicle
CN111559391A (zh) * 2020-01-14 2020-08-21 中车资阳机车有限公司 一种轨道用两轴构架式蓄电池机车
CN111559391B (zh) * 2020-01-14 2024-04-12 中车资阳机车有限公司 一种轨道用两轴构架式蓄电池机车

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AT512850A1 (de) 2013-11-15
AT512850B1 (de) 2017-11-15
WO2013167267A3 (fr) 2014-08-07
DE112013002393A5 (de) 2015-01-22

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