WO2017025394A1 - Système de gestion thermique pour véhicule automobile et procédé de de fonctionnement d'un système de gestion thermique pour véhicule automobile - Google Patents

Système de gestion thermique pour véhicule automobile et procédé de de fonctionnement d'un système de gestion thermique pour véhicule automobile Download PDF

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Publication number
WO2017025394A1
WO2017025394A1 PCT/EP2016/068481 EP2016068481W WO2017025394A1 WO 2017025394 A1 WO2017025394 A1 WO 2017025394A1 EP 2016068481 W EP2016068481 W EP 2016068481W WO 2017025394 A1 WO2017025394 A1 WO 2017025394A1
Authority
WO
WIPO (PCT)
Prior art keywords
management system
thermal management
heat
motor vehicle
vehicle
Prior art date
Application number
PCT/EP2016/068481
Other languages
German (de)
English (en)
Inventor
Joris Fokkelman
Christoph Baumgärtner
Original Assignee
Continental Automotive 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 Continental Automotive Gmbh filed Critical Continental Automotive Gmbh
Publication of WO2017025394A1 publication Critical patent/WO2017025394A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/20—Cooling circuits not specific to a single part of engine or machine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/165—Controlling of coolant flow the coolant being liquid by thermostatic control characterised by systems with two or more loops
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P9/00—Cooling having pertinent characteristics not provided for in, or of interest apart from, groups F01P1/00 - F01P7/00
    • F01P9/06—Cooling having pertinent characteristics not provided for in, or of interest apart from, groups F01P1/00 - F01P7/00 by use of refrigerating apparatus, e.g. of compressor or absorber type
    • 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
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/425—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
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/445—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
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/525—Temperature of converter or components thereof
    • 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
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • 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

Definitions

  • the invention relates to a thermal management system for a motor vehicle and a method of operating a varnishma ⁇ management system for a motor vehicle.
  • thermally active components i. Components that are available as heat sources or heat sinks. Some components must be cooled, others depending on the operating condition of the
  • coolant for example oil, water, air or refrigerant, such as CO 2.
  • CO 2 refrigerant
  • a cooling system in which a refrigerant of an air conditioner is used to transmit cold via a heat exchanger to the engine cooling water.
  • a thermal management system for a motor vehicle having a plurality of supply circuits in which a refrigerant is routed, each supply circuit being associated with a thermally active component of the motor vehicle such that heat is exchangeable between the thermally active component and the refrigerant is. Furthermore, the thermal management system has at least one pump for conveying the refrigerant in the supply circuits and a number of valves for connecting the supply circuits to each other, wherein the supply circuits via the valves are flexibly interconnected.
  • flexible interconnectability is understood here and below to mean that the supply circuits via the valves can not only be switched on and off, but that it is also possible to determine via the interconnection whether a single component of the motor vehicle is used as heat source or heat sink.
  • each input of the supply circuits can be connected to any desired output via the valves.
  • the supply circuits can be interconnected in such a way that a number of sensible distribution patterns for heat can be realized.
  • the thermal management system has the advantage that heat can be distributed as required by the flexible interconnectability of the supply circuits depending on the operating state of the motor vehicle. This allows efficient cooling of individual components, resulting in an increased life and energy savings. Other components such as the vehicle interior and an exhaust aftertreatment may, if necessary, be heated with the waste heat of other components.
  • the thermal management system makes it possible to integrate the entire cooling and heating of components of the motor vehicle via the refrigerant fed into the supply circuits. Instead of multiple, separately operated systems, the thermal management system is a single, integrated system in which heat can be flexibly distributed to individual components of the motor vehicle.
  • one of the thermally active components of the motor vehicle to which a supply circuit is assigned is an air conditioning system of the motor vehicle. This can also be operated as a heat pump and can thus supply heat or cold as needed.
  • the supply circuits have heat exchangers by means of which heat is exchangeable between the thermally active component and the refrigerant.
  • Such heat exchangers may be provided on all or only some of the thermally active components. For example, it may not be useful in engine cooling to dispense with the cooling of the engine oil, since the engine oil in addition to thedeauch has a lubricating effect and can not be easily replaced with a refrigerant. Other components such as a battery of the motor vehicle can also be cooled or heated directly by the refrigerant.
  • an electric motor is provided as a drive for the at least one pump.
  • This can also be the electric drive motor, in particular in the case of a hybrid vehicle or a purely electrically powered motor vehicle.
  • the at least one pump is reversible and can also be operated in expansion become. This has the advantage that the promotion of the refrigerant in the supply lines in any operating condition of the motor vehicle is particularly flexible.
  • two separate pumps are arranged on a common drive shaft.
  • the use of two pumps has the advantage of simultaneously occurring, un ⁇ ter Kunststofferie requirements can be handled.
  • the at least two pumps may be hydraulically or mechanically decoupled from the thermal management system.
  • Hydraulic decoupling may be achieved by providing a valve that is opened or closed to decouple the pump from the thermal management system or to couple it to the thermal management system.
  • a mechanical coupling for driving the pumps can be provided, by means of which the pumps are individually decoupled. This has the advantage that the pump in operating states in which they are not needed, can be separated from its drive or by the supply ⁇ lines to losses through the
  • CO 2 is provided as the refrigerant.
  • Carbon dioxide today is a commonly used refrigerant and has the advantage for the present invention that it can cover a very high range of temperatures from -40 to over 150 ° C. This makes it possible to have both a situation to cover an extreme cold start as well as overload situations.
  • the thermal management system further comprises a determination unit for determining the heat requirement of individual thermally active components in the motor vehicle.
  • the determination unit which may include, for example, corresponding sensors as well as an evaluation of the sensor data, makes it possible to determine the heat demand component by component in each operating state of the motor vehicle. Therefore, the discovery unit allows ⁇ is to advocate the thermal management as exactly as possible to the current operating condition of the vehicle set ⁇ .
  • the heat demand of the individual components can be constantly redetermined, and based on this determined heat demand and the interconnection of the supply ⁇ circuits can be checked each other via the valves constantly.
  • the thermal management system provides the flexibility to distribute ⁇ be allowed to meet heat under all operating conditions of the motor vehicle.
  • the heat demand of the components is not used as an average value, but it can be redetermined in any situation.
  • a plurality of thermally active components of the motor vehicle can be connected to the thermal management system via the supply circuits.
  • Other components may be disposed outside the plantea ⁇ management system is, that supply circuits of other components mentioned herein may be separate from the valve block.
  • the supply circuits can have different operating temperature ranges or maximum operating temperature ranges, for example with a maximum temperature of 90 ° C-100 ° C for the engine block, a maximum temperature of 40 ° C-50 ° C for indoor ventilation and 90 ° C-100 ° C for the vehicle radiator. At least one temperature range may differ from another temperature range of another component or its supply circuit.
  • the distribution of heat to individual components connected to the thermal management system can be dependent on a determined technical requirement of the components and depending on a given priority of the components.
  • This embodiment has the advantage that not only technical requirements such as an actual value and a target value of a temperature of a component for the distribution of heat are used, but that also requirements of a user of the motor vehicle can be considered.
  • the cooling or heating of the engine and an exhaust aftertreatment or a catalyst directly affects the fuel consumption and the cost of exhaust aftertreatment. They could thus be accorded a high priority in the segment of small cars and the compact class.
  • Components that directly affect the comfort of the user, such as interior heating or air conditioning, could therefore be more likely to be used in mid-range or upper middle class or upper class have been given a higher priority.
  • a motor vehicle is specified with the described thermal management system.
  • the motor vehicle has the advantage that it is particularly energy-efficient operable and offers a user a high level of comfort.
  • a method of operating a thermal management system for a motor vehicle includes a number of supply circuits that supply a refrigerant to thermally-active components of the vehicle.
  • the method includes determining a heat demand of each thermally active component, creating a distribution pattern of heat between the thermally active components, and interconnecting the supply lines with each other using the distribution pattern.
  • a distribution pattern is understood as the definition of which thermally active components serve as a heat sink and which as a heat source in the thermal management system and how much heat is supplied or removed in each case.
  • a component is the heat source that flows through a corre sponding ⁇ interconnection of the supply lines cooler refrigerant to the component and warm away from it.
  • a component to the heat sink characterized by the supply lines are connected by means of valves such that relatively warm refrigerant flows to the Kom ⁇ component and relatively cold refrigerant from it is discharged.
  • the method makes it possible to cover the heat demand of each thermally active component in the motor vehicle as accurately as possible.
  • the thermal management system can serve, for example, for the operation of an air conditioner for the vehicle interior, it can also provide for a corresponding operation of the air conditioner as a heat pump for heating the interior, engine oil can be preheated by means of a heat pump, as well as a Kata ⁇ lysator or a battery of the Motor vehicle at a
  • thermo recuperation is possible by the fact that when braking mechanical energy is converted at the electric motor into electricity from which heat is generated in the high-voltage heater, which then by the Refrigerant is transportable.
  • a predetermined priority for individual thermally active components is taken into account in the creation of the distribution pattern. Emphasis on cost and / or can be placed on comfort ⁇ play as.
  • a thermal preparation of a drive train and / or an interior of the vehicle can take place.
  • components of the drive train can be pre-heated ⁇ , as well as the interior of the vehicle.
  • a computer program product comprising a computer readable medium and stored on the computer readable medium Program code that, when executed on a computing unit, instructs the computing unit to perform the described method of operating a thermal management system for a motor vehicle.
  • Figure 1 shows schematically a thermal management system for a motor vehicle according to an embodiment of the invention
  • FIG. 2 shows a flow diagram of a method for
  • FIG. 1 schematically shows a thermal management system 2 of a motor vehicle 1 shown only in dashed lines.
  • the motor vehicle 1 is designed as a hybrid vehicle and has both an electric drive motor 13 and an internal combustion engine 7.
  • the thermal management system 2 comprises a number of supply circuits 3, four of which are shown in FIG.
  • a supply circuit 3 is associated with a fan 4 or radiator fan of the vehicle 1.
  • a second supply circuit 3 is assigned to the engine 7 and is connected via a heat exchanger 9 with an oil circuit 6 of the engine 7 in contact.
  • Heat is extracted from the oil circuit 6 of the Burn ⁇ voltage motors 7 or this added.
  • Another supply circuit 3 is associated with an air filter box 5 of an interior of the vehicle 1. Heat can be dissipated from the air filter box 5 or supplied to it via a heat exchanger 9.
  • Another supply circuit 3 is associated with a battery 8 of the vehicle 1.
  • the battery 8 is provided to supply the electric motor 13. Via a heat exchanger 9, the battery 8 heat can be removed or supplied.
  • the thermal management system 2 can have further supply circuits for further, not shown here, thermally active components of the vehicle 1.
  • the supply circuits 3 comprise, in addition to the heat exchangers 9 are each at least one flow line 10 and a return ⁇ line 11. In the lines 10, 11, a refrigerant is performed, wherein CO 2 is provided as a refrigerant in the shown embodiment.
  • the refrigerant is conducted by means of a high-pressure pump in the lines 10, 11.
  • the high pressure pump is in the Dar ⁇ position in Figure 1 part of the valve block 12 and not shown separately.
  • the valve block 12 comprises a combination of the lines 10, 11 and a way to flexibly interconnect them via valves.
  • thermally active component is used as a heat sink and which as a heat source.
  • the roles of the flow lines 10 and the return lines 11 can reverse, so that these terms should not be understood as limiting the flow direction here.
  • the high-pressure pump, not shown, of the valve block 12 is seated on the motor shaft 14 of the electric motor 13 and is driven by this.
  • a central valve block 12 in which all supply circuits 3 are brought together, also distributed valves can be used.
  • a computing unit 15 is connected via a signal line 18 to the valve block 12.
  • the computing unit 15 has a processing unit 16 and a computer-readable medium 17 as a storage unit.
  • the processing unit 16 can be designed, for example, as an electronic processor, in particular as a microprocessor or microcontroller.
  • the computer-readable medium 17 may be formed, for example, as an EEPROM, flash memory or flash EEPROM or NVRAM.
  • a program code is stored which, when executed on the arithmetic unit 15, instructs the arithmetic unit 15 to carry out the method of operating the thermal management system 2 described with reference to FIG.
  • the arithmetic unit 15 are supplied via signal lines 22, 23 and 24 output signals from sensors 19, 20 and 21.
  • These sensors 19, 20, 21 are shown here merely by way of example and schematically and are intended to illustrate that the arithmetic unit 15 controls the thermal management system 2 on the basis of inputs from the vehicle sensor system.
  • the sensors 19, 20, 21 may be designed as temperature sensors which are assigned to the individual thermally active components of the vehicle 1 and determine their temperature.
  • output signals of these sensors 19, 20, 21 flow into the decision of the arithmetic unit 15 as to which of the thermally active components of the vehicle 1 are to serve as a heat source and which as a heat sink and how the valves of the valve block 12 are to be connected therewith.
  • Further data can also be included in this decision, in particular a prioritization of the thermally active components predetermined by a user.
  • particularly important components is preferably supplied refrigerant for dissipating heat.
  • heat is preferably distributed in such a way that the operation of the vehicle 1 is energy-efficient.
  • Such determinations are stored on the computer-readable medium 17 of the arithmetic unit 15.
  • the sensors 19, 20, 21 determine at any time the heat or refrigeration demand of the thermally active components of the vehicle 3, for example the radiator 4, the air filter box 5, the battery 8 and the internal combustion engine 7.
  • FIG. 2 schematically shows in a flowchart steps of a method for operating the thermal management system 2 for the motor vehicle 1 according to FIG. 1.
  • the heat requirement of thermally active components of the vehicle is determined in a first step 100, for example with the temperature sensors assigned to the thermally active components.
  • a distribution pattern for heat between the individual components is created on the basis of the determined heat requirement and possibly on the basis of predetermined priorities of the thermally active components.
  • the distribution pattern contains information about how much heat is to be supplied or removed by which components.
  • the supply lines are connected in accordance with valves in a step 300.

Abstract

Système de gestion thermique (2) pour véhicule automobile (1) comprenant : un certain nombre de circuits d'alimentation (3) dans lesquels circule un fluide frigorigène, chaque circuit d'alimentation (3) étant associé à un composant thermiquement actif du véhicule automobile (1) de sorte que la chaleur entre le composant thermiquement actif et le fluide frigorigène est échangeable; au moins une pompe pour transporter le fluide frigorigène dans les circuits d'alimentation (3); un certain nombre de soupapes pour raccorder les circuits d'alimentation (3) entre eux, les circuits d'alimentation pouvant être raccordés de manière flexible les uns aux autres par l'intermédiaire des soupapes.
PCT/EP2016/068481 2015-08-07 2016-08-03 Système de gestion thermique pour véhicule automobile et procédé de de fonctionnement d'un système de gestion thermique pour véhicule automobile WO2017025394A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015215164.6A DE102015215164A1 (de) 2015-08-07 2015-08-07 Wärmemanagementsystem für ein Kraftfahrzeug und Verfahren zum Betreiben eines Wärmemanagementsystems für ein Kraftfahrzeug
DE102015215164.6 2015-08-07

Publications (1)

Publication Number Publication Date
WO2017025394A1 true WO2017025394A1 (fr) 2017-02-16

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PCT/EP2016/068481 WO2017025394A1 (fr) 2015-08-07 2016-08-03 Système de gestion thermique pour véhicule automobile et procédé de de fonctionnement d'un système de gestion thermique pour véhicule automobile

Country Status (2)

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DE (1) DE102015215164A1 (fr)
WO (1) WO2017025394A1 (fr)

Families Citing this family (3)

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CN106882035A (zh) * 2017-03-24 2017-06-23 潍柴动力股份有限公司 电动汽车智能热管理系统及控制方法
DE102020200942A1 (de) 2020-01-27 2021-07-29 Zf Friedrichshafen Ag Kühlsystem für eine elektrische Baugruppe
DE102021109740B4 (de) 2021-04-19 2023-02-23 Audi Aktiengesellschaft Kühlsystem mit Zentralventileinrichtung für ein Elektrofahrzeug und Elektrofahrzeug mit einem solchen Kühlsystem

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DE10155244A1 (de) * 2001-07-24 2003-02-20 Hitachi Ltd Klimaanlage für Kraftfahrzeuge
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DE60006612T2 (de) * 1999-06-07 2004-09-16 Mitsubishi Heavy Industries, Ltd. Kühlvorrichtung für Fahrzeugmotor
DE102010043335A1 (de) * 2010-11-03 2012-05-03 Deutsches Zentrum für Luft- und Raumfahrt e.V. Fahrzeug
DE102011016793A1 (de) * 2011-04-12 2012-10-18 GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) Verfahren zum Betrieb einer Wärmetauscheranordnung in einem Kraftfahrzeug und Wärmetauscheranordnung für ein Kraftfahrzeug
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US20130166119A1 (en) * 2011-12-21 2013-06-27 Ford Global Technologies, Llc Method and system for thermal management of a high voltage battery for a vehicle
FR2993642A1 (fr) * 2012-07-20 2014-01-24 Valeo Systemes Thermiques Procede de pilotage d'un systeme de conditionnement thermique pour vehicule automobile et systeme correspondant
DE112013002657T5 (de) * 2012-05-24 2015-03-05 Denso Corporation Wärmemanagementsystem für Fahrzeug

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Publication number Priority date Publication date Assignee Title
DE60006612T2 (de) * 1999-06-07 2004-09-16 Mitsubishi Heavy Industries, Ltd. Kühlvorrichtung für Fahrzeugmotor
DE10155244A1 (de) * 2001-07-24 2003-02-20 Hitachi Ltd Klimaanlage für Kraftfahrzeuge
DE10300294A1 (de) * 2002-01-04 2003-07-24 Visteon Global Tech Inc Kraftübertragungs-Wärmemanagementsystem und Verfahren für das Beheizen des Fahrgastraumes und das Anwärmen des Verbrennungsmotors für Hybridfahrzeuge
DE102010043335A1 (de) * 2010-11-03 2012-05-03 Deutsches Zentrum für Luft- und Raumfahrt e.V. Fahrzeug
DE102011016793A1 (de) * 2011-04-12 2012-10-18 GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) Verfahren zum Betrieb einer Wärmetauscheranordnung in einem Kraftfahrzeug und Wärmetauscheranordnung für ein Kraftfahrzeug
DE102011086569A1 (de) * 2011-11-17 2013-05-23 Sb Limotive Company Ltd. Verfahren zur Temperierung eines Fahrzeuges mit zumindest teilweisem elektrischen Antrieb, Fahrzeug und Ladestation
US20130166119A1 (en) * 2011-12-21 2013-06-27 Ford Global Technologies, Llc Method and system for thermal management of a high voltage battery for a vehicle
DE112013002657T5 (de) * 2012-05-24 2015-03-05 Denso Corporation Wärmemanagementsystem für Fahrzeug
FR2993642A1 (fr) * 2012-07-20 2014-01-24 Valeo Systemes Thermiques Procede de pilotage d'un systeme de conditionnement thermique pour vehicule automobile et systeme correspondant

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