WO2023130789A1 - 一种发动机与变速箱协同热管理系统及热管理方法 - Google Patents

一种发动机与变速箱协同热管理系统及热管理方法 Download PDF

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Publication number
WO2023130789A1
WO2023130789A1 PCT/CN2022/124320 CN2022124320W WO2023130789A1 WO 2023130789 A1 WO2023130789 A1 WO 2023130789A1 CN 2022124320 W CN2022124320 W CN 2022124320W WO 2023130789 A1 WO2023130789 A1 WO 2023130789A1
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WIPO (PCT)
Prior art keywords
gearbox
ball valve
engine
oil temperature
valve outlet
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PCT/CN2022/124320
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English (en)
French (fr)
Inventor
张旭
林承伯
李子清
董春艳
何炎迎
吴广权
Original Assignee
广州汽车集团股份有限公司
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Publication of WO2023130789A1 publication Critical patent/WO2023130789A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0467—Elements of gearings to be lubricated, cooled or heated
    • F16H57/0475—Engine and gearing, i.e. joint lubrication or cooling or heating thereof
    • 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
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/14—Indicating devices; Other safety devices
    • F01P11/16—Indicating devices; Other safety devices concerning coolant temperature
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0412—Cooling or heating; Control of temperature
    • F16H57/0415—Air cooling or ventilation; Heat exchangers; Thermal insulations
    • F16H57/0417—Heat exchangers adapted or integrated in the gearing
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to the field of engine cooling, in particular to an engine and gearbox cooperative thermal management system and a thermal management method.
  • the cooling system scheme used in the whole vehicle on the market is usually a mechanical water pump + thermostat, in which the thermostat is used to realize the adjustment of the two branches of the large circulation of the radiator and the small circulation of the bypass, and the actual small circulation is without heat dissipation
  • the hot water cooled by the radiator, the coolant in the large circulation branch that has not passed through the radiator is also hot water, and the temperature of this part of the water can reach 90-105°C during normal use, while the coolant in the large circulation branch passes through the radiator, the water temperature It will be about 10°C lower, at a level of 75-90°C.
  • the oil temperature of the transmission generally has a use limit range. For example, it needs to be below 90°C for a long time. At this time, in order to cool the oil temperature, the temperature of the water flowing into the oil cooler must be lower than the oil temperature, that is, the water temperature must be lower than 90°C. In the whole system In the cycle, only the cooling position of the radiator can meet this requirement.
  • the transmission oil cooler often takes water from the location behind the radiator for cooling.
  • this type of cooling system when the engine water temperature is high and the radiator is normally on, there is water flowing inside the transmission oil cooler, which can be cooled. But during a cold start, the transmission can't get heated until the water temperature reaches a high level, so its oil viscosity tends to be high and friction levels are high.
  • the oil temperature of the transmission rises faster in the sliding friction condition of the transmission. This is the extreme speed request to open the large cycle to fully open, thereby suppressing the rapid rise of the oil temperature of the transmission, but switching the engine cooling cycle from the small cycle to the large cycle too quickly.
  • the fully open state will easily lead to a rapid drop in engine water temperature, and rapid changes in water temperature will easily cause thermal shocks to the engine block and cylinder head and damage the engine.
  • the present invention provides a coordinated thermal management system and method for the engine and gearbox.
  • the five-way pipe and the rotatable ball valve device Through the design of the five-way pipe and the rotatable ball valve device, it can not only realize cold start, but also use the hot water of the engine at an appropriate time. For the rapid heating of the gearbox, it can also cool down the gearbox with cold water when the gearbox is overheated, thereby achieving fuel-saving effects.
  • a coordinated thermal management system for an engine and a gearbox includes a gearbox, an engine, a water pump, a five-way pipe, a rotatable ball valve, and a radiator.
  • a transmission oil cooler is arranged inside the gearbox, and the water pump and The engine is connected, the engine is connected with the rotatable ball valve, the rotatable ball valve is connected with the five-way pipe and the radiator, the five-way pipe is connected with the transmission oil cooler and the water pump connect.
  • one side of the rotatable ball valve is provided with a ball valve inlet, and the other side is provided with a first ball valve outlet and a second ball valve outlet, the engine is connected to the ball valve inlet, and the first ball valve outlet is connected to the The five-way pipe is connected, the outlet of the second ball valve is connected with the radiator, and the opening of the outlet of the first ball valve and the outlet of the second ball valve can be adjusted.
  • the five-way pipe includes a first-way valve inlet, a second-way valve inlet, a third-way valve inlet, a first-way valve outlet, and a second-way valve outlet, and the rotatable ball valve is connected to the first-way valve.
  • the inlet of the valve is connected, the radiator is connected to the inlet of the second-way valve, the inlet of the third-way valve of the transmission oil cooler is connected to the outlet of the first-way valve, the outlet of the water pump is connected to the outlet of the second-way valve connect.
  • an oil temperature sensor is connected to the transmission oil cooler, and a water temperature sensor is arranged between the engine and the rotatable ball valve.
  • the present invention also provides a thermal management method of the engine and gearbox cooperative thermal management system as described above, including the following steps: start a cold start, obtain the current actual water temperature of the engine, and obtain the current actual oil temperature of the gearbox During the cold start process, it is judged whether the water temperature of the engine is higher than the response threshold of the gearbox, if the water temperature of the engine is higher than the response threshold of the gearbox, the heat engine of the gearbox is carried out; the heat engine of the gearbox is judged Whether it is over; if the gearbox warm-up is over, it is judged whether the oil temperature of the gearbox is higher than the gearbox oil temperature threshold, and if the oil temperature of the gearbox is lower than the transmission oil temperature threshold, the conventional strategy is executed; if the When the oil temperature of the transmission is higher than the transmission oil temperature threshold, the cooling system enters the transmission over-temperature protection mode.
  • the whole vehicle is powered on, and the system performs a self-inspection to check whether the rotatable ball valve has a stuck fault. If there is a stuck fault, the engine speed is limited and the torque is limited; if the system is normal, it is judged Whether the water temperature sensor is faulty; if the water temperature sensor is not faulty, cold start is started; wherein the water temperature sensor is used to obtain the current actual water temperature of the engine.
  • the thermal engine of the gearbox includes: opening the outlet of the first ball valve of the rotatable ball valve, and closing the outlet of the second ball valve.
  • judging whether the warm-up of the gearbox has ended includes: when the oil temperature of the gearbox exceeds the threshold of warm-up of the gearbox, the warm-up of the gearbox has ended, and the system exits the warm-up stage of the gearbox.
  • the gearbox oil temperature threshold includes the first gearbox oil temperature threshold, the second gearbox oil temperature threshold, and the third gearbox oil temperature threshold;
  • the cooling system entering the gearbox overtemperature protection mode includes: if the When the oil temperature of the gearbox exceeds the oil temperature threshold of the first gearbox, the outlet of the first ball valve of the rotatable ball valve is opened, the outlet of the second ball valve is closed, and the cooling liquid is used to cool down the gearbox; If the oil temperature of the tank exceeds the second gearbox oil temperature threshold, open the first ball valve outlet and the second ball valve outlet of the rotatable ball valve, and cool down the gearbox through the coolant and the radiator; if the gearbox When the oil temperature of the oil cooler exceeds the second gearbox oil temperature threshold, the first ball valve outlet of the rotatable ball valve is closed, the second ball valve outlet is opened, and the gearbox is cooled through the radiator.
  • first gearbox oil temperature threshold is smaller than the second gearbox oil temperature threshold
  • second gearbox oil temperature threshold is smaller than the third gearbox oil temperature threshold
  • the present invention has the following beneficial technical effects:
  • the invention provides an engine and gearbox cooperative thermal management system and thermal management method, which uses an adjustable rotatable ball valve to actively control the water temperature, replaces the conventional thermostat, and can realize fuel saving and emission reduction of the engine ; and through the five-way tube and the rotatable ball valve, it is possible to switch between the transmission oil cooling branch and the engine's small circulation and large circulation, which can ensure that the transmission can obtain the best cooling effect in the overheating mode.
  • the heat engine speed of the gearbox can be accelerated, so that the friction loss of the engine and gearbox can be reduced at the same time, and the fuel consumption of the powertrain system can be reduced.
  • Fig. 1 is a structural schematic diagram of the engine and gearbox cooperative thermal management system of the present invention
  • Fig. 2 is the flowchart of thermal management method of the present invention
  • Fig. 3 is a structural schematic diagram of stage 1 in the thermal management method of the present invention.
  • FIG. 4 is a schematic structural diagram of stage two in the thermal management method of the present invention.
  • FIG. 5 is a schematic structural diagram of stage three in the thermal management method of the present invention.
  • Fig. 6 is a schematic structural diagram of stage four in the thermal management method of the present invention.
  • 10-gearbox 11-transmission oil cooler; 20-engine; 30-water pump; 40-five-way pipe; 41-first-way valve inlet; 42-second-way valve inlet; 43-third-way valve Inlet; 44-first valve outlet; 45-second valve outlet; 50-rotatable ball valve; 51-ball valve inlet; 52-first ball valve outlet; 53-second ball valve outlet; 60-radiator; 61- Radiator fan; 70-oil temperature sensor; 80-water temperature sensor.
  • an engine and gearbox cooperative thermal management system provided by the present invention includes a gearbox 10, an engine 20, a water pump 30, a five-way pipe 40, a rotatable ball valve 50, and a radiator 60.
  • a transmission oil cooler 11 There is a transmission oil cooler 11, and the radiator 60 is provided with a radiator fan 61, wherein the water pump 30 is connected to the engine 20, the engine 20 is connected to the rotatable ball valve 50, and the rotatable ball valve 50 is connected to the bottom bracket 40 and the radiator 60 , the five-way tube 40 is connected to the transmission oil cooler 11 and the water pump 30 .
  • one side of the rotatable ball valve 50 is provided with a ball valve inlet 51, and the other side is provided with a first ball valve outlet 52 and a second ball valve outlet 53, and the ball valve inlet 51 can be connected with the first ball valve outlet 52 through the rotation of the rotatable ball valve 50 It communicates with the second ball valve outlet 53, the engine 20 is connected with the ball valve inlet 51 through a pipeline, the first ball valve outlet 52 is connected with the five-way pipe 40 through a pipeline, the second ball valve outlet 53 is connected with the radiator 60 through a pipeline, and the first ball valve outlet 52 And the degree of opening of the second ball valve outlet 53 can be adjusted according to the water temperature.
  • the five-way pipe 40 includes a first-way valve inlet 41 , a second-way valve inlet 42 , a third-way valve inlet 43 , a first-way valve outlet 44 , and a second-way valve outlet 45 , and these valve inlets communicate with each other.
  • the rotatable ball valve 50 is connected to the first-way valve inlet 41 through pipelines
  • the radiator 60 is connected to the second-way valve inlet 42 through pipelines
  • the transmission oil cooler 11 is connected to the third-way valve inlet 43 and the first-way valve outlet 44 through pipelines.
  • Connection, water pump 30 and second through valve outlet 45 are connected by pipeline.
  • an oil temperature sensor 70 is connected to the transmission oil cooler 11, and the oil temperature sensor 70 can monitor the oil temperature of the gearbox 10 in real time; The water temperature of the engine 20 is monitored.
  • the present invention also provides a thermal management method for the coordinated thermal management system of the engine and the gearbox.
  • the cooling water is used to cool down the gearbox 10, so as to realize the fuel saving effect.
  • the thermal management method specifically includes the following steps:
  • the engine control system EMS After the vehicle is powered on, the engine control system EMS starts to perform self-inspection.
  • the system self-test includes the self-test of the controller and the check of the rotatable ball valve 50 . Wherein the most important thing is to check whether the rotatable ball valve device 50 will have a stuck fault, if everything is normal, then proceed to the next step; There will be a risk of overheating, and since the internal hot water will not flow to the outside, external sensors such as the water temperature sensor 80 cannot correctly sense the temperature of the internal hot water and cannot effectively monitor it.
  • the controller inputs a signal to adjust the opening of the rotatable ball valve 50 to the maximum, so as to ensure that the radiator 60 is fully opened and the system has sufficient cooling.
  • the water temperature sensor 80 If everything is normal in the system, it is necessary to further judge whether the water temperature sensor 80 is faulty, mainly to check whether the water temperature sensor 80 can monitor the water temperature of the engine 20 in real time and accurately. If the water temperature sensor 80 is normal, then enter the next step.
  • the engine controller reports to the police, and requires that the rotatable ball valve 50 is opened to fully open, and requires the radiator fan 61 to be opened simultaneously, so as to avoid overheating of the engine 20 .
  • the system starts cold start. At this time, the water temperature sensor 80 reads the current actual water temperature of the engine 20, and the oil temperature sensor 70 reads the current actual oil temperature of the transmission oil cooler 11.
  • the water temperature sensor 80 If the water temperature sensor 80 is normal, then read the actual water temperature value of the current engine 20 . At the same time, check whether the engine 20 is in a working state. At this time, it is mainly to judge the rotating speed of the engine 20. If the variable value is not zero, it means that the engine 20 is in a running state. The system sets different target water temperatures based on the rotating speed and load of the engine 20 to check table is available. Afterwards, compare the target water temperature with the actual water temperature, perform PID control, adjust the ball valve opening degree of the rotatable ball valve 50, and the speed of the radiator fan 61 before outputting. During this process, the engine 20 mainly runs the logic, which only considers the fuel saving and emission reduction of the engine 20 .
  • the engine controller EMS controls the rotatable ball valve 50 and the radiator fan 61 within the main logic framework, it also needs to monitor the engine oil of the gearbox 10 on the vehicle network at the same time. temperature.
  • the oil temperature sensor 70 reads the current actual oil temperature of the transmission oil cooler 11 .
  • the actual oil temperature generally exists inside the transmission controller TCU, but it will be sent to the CAN network of the vehicle for circulation.
  • the EMS can capture this signal through the interaction with the CAN network of the vehicle, and use it for internal judgment.
  • the wall temperature of the engine 20 rises rapidly and enters into the optimal state of combustion. Generally, this process can be completed within tens of seconds. At this time, the water temperature is 30-40°C.
  • the oil temperature of the engine 20 rises.
  • the viscosity of the engine oil is high at low temperature, which will cause the friction loss of the engine 20 to be relatively high.
  • the engine oil is prone to dilution problems under low temperature conditions. Therefore, it is necessary to heat the engine oil quickly to make the engine oil temperature rapidly. Reach a suitable temperature, at this time the water temperature is about 80 °C.
  • the main reason for the dilution of the engine oil inside the engine 20 is the wet wall of gasoline under low temperature conditions. , and this problem does not exist inside the gearbox 10, so the engine oil temperature rise of the engine 20 has priority over the engine oil temperature rise of the gearbox 10. In the overall strategy, it is necessary to give priority to ensuring that the oil temperature of the engine 20 rises to a certain water temperature before starting the oil temperature rise of the gearbox 10 .
  • the working strategy of the rotatable ball valve 50 mainly has the following three types:
  • the rotatable ball valve 50 slightly opens the outlet 53 of the second ball valve, and all other branches are closed;
  • the first ball valve outlet 52 and the second ball valve outlet 53 of the rotatable ball valve 50 are intermittently switched back and forth among the on-off modes.
  • the rotatable ball valve 50 When the water temperature exceeds the response threshold of the gearbox, the rotatable ball valve 50 is adjusted to the state shown in Figure 4, stage two: open the first ball valve outlet 52 of the rotatable ball valve 50, close the second ball valve outlet 53, and adjust to the transmission oil cooler. At the position where the radiator branch is open but the radiator branch is closed, the hot water inside the engine 20 begins to flow through the transmission cooler 11 of the transmission 10, and the transmission oil will be heated. During this process, the first rotatable ball valve 50 The opening degree of the ball valve outlet 52 is related to the water temperature, and the higher the water temperature, the larger the opening degree. The opening degree of the first ball valve outlet 52 of the rotatable ball valve 50 can be obtained through the water temperature look-up table and controlled externally.
  • the rotatable ball valve 50 is adjusted according to the target water temperature and the actual water temperature. According to the relevant control strategies of the engine 20, according to the requirements of different working conditions , Look up the table to get different target water temperatures, and set the ball valve opening of the rotatable ball valve 50 and the working condition of the radiator fan 61.
  • the ball valve of the rotatable ball valve 50 may be opened to a larger position, or may be opened to a smaller position, but considering that the oil temperature of the gearbox 10 may not have reached the ideal level, it is necessary to judge at this time Whether the engine oil temperature of the gearbox 10 exceeds the thermal engine threshold of the gearbox. If the oil temperature of the gearbox 10 is still lower than this value, the lower limit of the opening of the rotatable ball valve 50 is restricted, that is, regardless of the closed-loop effect, it is necessary to at least ensure that the transmission oil cooler branch Open, but the radiator 60 branch is closed. If the engine oil temperature of the gearbox 10 has exceeded the gearbox warm-up threshold, the gearbox 10 warm-up has ended. At this time, the system can normally adjust the rotatable ball valve 50 according to the internal logic of the engine 20 .
  • the adjustment of the cooling capacity of the cooling system should return to the adjustment of the water temperature of the engine 20, and the closed-loop adjustment of the water temperature should be carried out according to the requirements of different working conditions of the engine 20, but on this basis, consider Overheating of the engine 20 and the transmission 10 , that is, countermeasures against overheating, ensure the reliability of the system.
  • the overheating control of the engine 20 belongs to the conventional strategy content of the rotatable ball valve 50, and is relatively simple, for example: when the water temperature exceeds the overheating threshold value, the rotatable ball valve 50 is forced to open to the fully open position of the radiator 60, and the small circulation is completely closed , so that the cooling flow of the whole system reaches the maximum value, and at the same time all flow through the radiator 60 for heat exchange.
  • the radiator fan 61 is turned on to the highest gear.
  • the overheating control of the gearbox 10 cannot be set in this way.
  • the oil temperature of the gearbox 10 is also often high; The oil temperature is also lower.
  • the control strategy of the rotatable ball valve 50 is unified and no problem will be encountered.
  • the gearbox 10 is in a slippery state for a long time, and the oil temperature of the gearbox 10 rises rapidly, but the engine 20 is still operating at this time.
  • the water temperature is at a lower level.
  • the oil temperature of the transmission 10 triggers the ball valve to a large opening, the water temperature drops sharply due to the enhanced heat transfer capacity of the engine 20.
  • the rotatable ball valve 50 resumes a small opening. The water temperature rises again, so there will be cold and heat shocks, which is unfavorable to the work of the engine 20 and the gearbox 10 .
  • the cooling performance supply is divided into three gears, and the transmission oil temperature threshold Set as the first gearbox oil temperature threshold, the second gearbox oil temperature threshold, and the third gearbox oil temperature threshold:
  • the rotatable ball valve 50 opens the outlet 52 of the first ball valve of the small circulation, and the coolant enters the inlet 41 of the first valve of the five-way pipe 40, and a part of the cooling flow is distributed to the transmission oil cooler 11 to ensure that the transmission oil cooler 11 has Cooling flow, but the radiator branch is closed, which is the state of stage 2 shown in Figure 4.
  • the rotatable ball valve 50 opens the first ball valve outlet 52 and the second ball valve outlet 53 to ensure that there is flow in the transmission oil cooler 11 and that there is flow in the radiator 60, which is the state of stage three shown in FIG. 5 .
  • the rotatable ball valve 50 closes the first ball valve outlet 52, the second ball valve outlet 53 is opened to the maximum opening, the cooling flow all flows through the radiator 60, and the radiator fan 61 is turned on, that is, the state of stage four shown in Figure 6 .
  • the rotatable ball valve 50 at least opens the first ball valve outlet 52 to ensure that there is cooling flow in the transmission oil cooler 11, but the radiator branch It is the closed state, that is, the state of stage 2 shown in FIG. 4 . In this way, the heat in the gearbox 10 can be taken away.
  • the opening degree of the first ball valve outlet 52 of the rotatable ball valve 50 is related to the oil temperature. The higher the oil temperature, the greater the opening degree;
  • the ball valve 50 can be rotated to open the first ball valve outlet 52 and the second ball valve outlet 53 to ensure that there is flow in the transmission oil cooler 11 and the radiator There is traffic in 60, that is, the state of stage three shown in FIG. 5 . In this way, the heat in the gearbox 10 can be taken away, and most of the flow flows through the radiator 60 to dissipate heat to the outside.
  • the openings of the first ball valve outlet 52 and the second ball valve outlet 53 of the rotatable ball valve 50 It is related to the oil temperature, the higher the oil temperature, the greater the opening;
  • the opening degree of the second ball valve outlet 53 of the rotatable ball valve 50 is related to the oil temperature, and the higher the oil temperature, the greater the opening degree.
  • the thermal management system and thermal management method for the coordination of the engine and the gearbox provided by the present invention apply an adjustable rotatable ball valve to actively control the water temperature, replacing the conventional thermostat, which can Realize the fuel saving and emission reduction of the engine; and through the five-way pipe and the rotatable ball valve, it is possible to realize the switching between the transmission oil cooling branch and the small cycle and large cycle of the engine, which can ensure that the transmission can get the best performance under the overheating mode.
  • the cooling effect of performance in addition, in the cold start stage, it can accelerate the heat engine speed of the gearbox under the premise of ensuring that the engine heating is not affected, thereby reducing the friction loss of the engine and gearbox at the same time, and reducing the fuel consumption of the powertrain system.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Details Of Gearings (AREA)

Abstract

本发明公开了一种发动机与变速箱协同热管理系统及热管理方法，包括变速箱、发动机、水泵、五通管、可转动球阀以及散热器，所述变速箱内设有变速器油冷器，所述散热器上设有散热器风扇，所述水泵和所述发动机连接，所述发动机和所述可转动球阀连接，所述可转动球阀和所述五通管以及所述散热器连接，所述五通管和所述变速器油冷器以及所述水泵连接。本发明通过五通管配合可转动球阀装置的设计，不仅能够实现冷启动时，在合适的时机使用发动机的热水为变速箱进行快速热机，还能够实现在变速箱过热时，通过冷水为变速箱降温，从而实现节油效果。

Description

一种发动机与变速箱协同热管理系统及热管理方法
本申请要求于2022年01月04日提交中国专利局，申请号为202210003502.4，发明名称为“一种发动机与变速箱协同热管理系统及热管理方法”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及发动机冷却领域，具体涉及一种发动机与变速箱协同热管理系统及热管理方法。
背景技术
目前市面上整车使用的冷却系统方案，通常为机械水泵+节温器，其中通过节温器来实现散热器大循环、旁通小循环两个支路的调节，实际小循环为不经过散热器冷却的热水，大循环支路尚未经过散热器前的冷却液也为热水，该部分水温常规使用时可以达到90-105℃，而大循环支路经过散热器散热的冷却液，水温会低10℃左右，处于75-90℃的水平。
变速器的油温一般有使用限值区间，例如需长期处于90℃以下，此时为了冷却油温，其流入油冷器的水温必须比油温低，即水温需低于90℃，在全系统循环里，仅有散热器冷却后的位置，可满足此需求。
因此，变速器油冷器经常从散热器后位置取水，进行冷却。这种形式的冷却系统，在发动机水温较高时，散热器常通时，变速器油冷器内部有水进行流动，可以得到冷却。但是在冷启动过程中，在水温到达较高水平之前，变速器无法得到加热，因此其机油粘度往往较高，摩擦水平处于较高水平。此外，在变速器滑摩工况变速器油温上升速度较快，这是极速请求开启大循环全开，从而抑制变速器快速上升的油温，但过快将发动机冷却循环回路从小循环状态切换为大循环全开状态，容易导致发动机水温快速的下降，水温的快速变化容易造成对发动机缸体和缸盖的冷热冲击，损坏发动机。
发明内容
有鉴于此，本发明提供一种发动机与变速箱协同热管理系统及热管理方法，通过五通管配合可转动球阀装置的设计，不仅能够实现冷启动时，在合适的时机使用发动机的热水为变速箱快速热机，还能够实现在变速箱过热时，通过冷水为变速箱降温，从而实现节油效果。
本发明提供的一种发动机与变速箱协同热管理系统，包括变速箱、发动机、水泵、五通管、可转动球阀以及散热器，所述变速箱内设有变速器油冷器，所述水泵和所述发动机连接，所述发动机和所述可转动球阀连接，所述可转动球阀和所述五通管以及所述散热器连接，所 述五通管和所述变速器油冷器以及所述水泵连接。
进一步地，所述可转动球阀的一侧设有球阀进口，另一侧设有第一球阀出口和第二球阀出口，所述发动机和所述球阀进口连接，所述第一球阀出口和所述五通管连接，所述第二球阀出口和所述散热器连接，所述第一球阀出口和所述第二球阀出口的开度可调整。
进一步地，所述五通管包括第一通阀进口、第二通阀进口、第三通阀进口以及第一通阀出口、第二通阀出口，所述可转动球阀与所述第一通阀进口连接，所述散热器与所述第二通阀进口连接，所述变速器油冷器所述第三通阀进口以及第一通阀出口连接，所述水泵和所述第二通阀出口连接。
进一步地，所述变速器油冷器上连接有油温传感器，所述发动机和可转动球阀之间设有水温传感器。
本发明还提供了一种如上所述的发动机与变速箱协同热管理系统的热管理方法，包括以下步骤：开始冷启动，获取当前所述发动机的实际水温，获取当前所述变速箱的实际油温；冷启动过程中，判断所述发动机的水温是否高于变速箱响应阈值，若所述发动机的水温高于变速箱响应阈值时，则进行所述变速箱的热机；判断所述变速箱热机是否结束；若变速箱热机结束，则判断所述变速箱的油温是否高于变速箱油温阈值，若所述变速箱的油温低于变速器油温阈值时，则执行常规策略；若所述变速箱的油温高于变速器油温阈值时，则冷却系统进入所述变速箱过温保护模式。
进一步地，还包括：整车上电，系统进行自检，检查所述可转动球阀是否会出现卡滞故障，若出现卡滞故障，则所述发动机限速限扭；若系统正常，则判断水温传感器是否故障；若水温传感器没有故障，则开始冷启动；其中所述水温传感器用于获取当前所述发动机的实际水温。
进一步地，所述变速箱的热机包括：打开所述可转动球阀的第一球阀出口，关闭所述第二球阀出口。
进一步地，判断所述变速箱的热机是否结束包括：当所述变速箱的机油温度超过变速箱热机阈值，则所述变速箱的热机已结束，系统退出所述变速箱的热机阶段。
进一步地，所述变速箱油温阈值包括第一变速箱油温阈值、第二变速箱油温阈值、第三变速箱油温阈值；冷却系统进入所述变速箱过温保护模式包括：若所述变速箱的油温超过所述第一变速箱油温阈值，打开所述可转动球阀的第一球阀出口，关闭第二球阀出口，通过冷却液为所述变速箱进行降温；若所述变速箱的油温超过第二变速箱油温阈值，打开所述可转动球阀的第一球阀出口和第二球阀出口，通过冷却液和所述散热器为所述变速箱进行降温；若所述变速器油冷器的油温超过第二变速箱油温阈值，关闭所述可转动球阀的第一球阀出口，打开第二球阀出口，通过所述散热器为所述变速箱进行降温。
进一步地，所述第一变速箱油温阈值小于所述第二变速箱油温阈值，所述第二变速箱油温阈值小于所述第三变速箱油温阈值。
与现有的技术相比，本发明具有以下有益的技术效果：
本发明提供的一种发动机与变速箱协同热管理系统及热管理方法，应用了可调式的可转动球阀对水温进行主动控制，替代了常规的节温器，可以实现发动机的节油、减排；且通过五通管配合可转动球阀，能够实现变速箱油冷支路与发动机小循环、大循环之间的切换，可以确保变速箱在过热模式下得到最佳性能的冷却效果，此外在冷启动阶段，能够确保发动机加热不被影响的前提下，加速变速箱的热机速度，从而实现发动机、变速箱的摩擦损失同时降低，实现动力总成系统的油耗下降。
附图说明
图1为本发明发动机与变速箱协同热管理系统的结构示意图；
图2为本发明热管理方法的流程图；
图3为本发明热管理方法中阶段一的结构示意图；
图4为本发明热管理方法中阶段二的结构示意图；
图5为本发明热管理方法中阶段三的结构示意图；
图6为本发明热管理方法中阶段四的结构示意图。
其中：10-变速箱；11-变速器油冷器；20-发动机；30-水泵；40-五通管；41-第一通阀进口；42-第二通阀进口；43-第三通阀进口；44-第一通阀出口；45-第二通阀出口；50-可转动球阀；51-球阀进口；52-第一球阀出口；53-第二球阀出口；60-散热器；61-散热器风扇；70-油温传感器；80-水温传感器。
具体实施方式
下面结合附图和实施例，对本发明的具体实施方式作进一步详细描述。以下实施例用于说明本发明，但不用来限制本发明的范围。
请参图1，本发明提供的一种发动机与变速箱协同热管理系统，包括变速箱10、发动机20、水泵30、五通管40、可转动球阀50以及散热器60，变速箱10内设有变速器油冷器11，散热器60上设有散热器风扇61，其中，水泵30和发动机20连接，发动机20和可转动球阀50连接，可转动球阀50和五通管40以及散热器60连接，五通管40和变速器油冷器11以及水泵30连接。
具体地，可转动球阀50的一侧设有球阀进口51，另一侧设有第一球阀出口52和第二球阀出口53，球阀进口51通过可转动球阀50的转动可与第一球阀出口52和第二球阀出口53相通，发动机20和球阀进口51通过管道连接，第一球阀出口52和五通管40通过管道连接，第二球阀出口53和散热器60通过管道连接，第一球阀出口52和第二球阀出口53的开度可以根据水温进行调整。五通管40包括第一通阀进口41、第二通阀进口42、第三通阀进口43以及第一通阀出口44、第二通阀出口45，且这些通阀进口互相相通。可转动球阀50与第一通阀进口41通过管道连接，散热器60与第二通阀进口42通过管道连接，变速器油冷器11与第三通阀进口43以及第一通阀出口44通过管道连接，水泵30和第二通阀出口45通过管 道连接。
进一步地，变速器油冷器11上连接有油温传感器70，油温传感器70可实时监测变速箱10的油温；发动机20和可转动球阀50之间连接有水温传感器80，水温传感器80可实时监测发动机20的水温。
请参图2-6，本发明还提供了一种发动机与变速箱协同热管理系统的热管理方法，通过可转动球阀50配合五通管40的设计，能够实现变速箱油冷支路与发动机小循环(不散热器60连接)、大循环(与散热器60连接)之间的切换，在冷启动时，在合适的时机使用发动机20的热水为变速箱10快速热机，还能够在变速箱10过热时，通过冷水为变速箱10降温，从而实现节油效果。该热管理方法具体包括以下步骤：
S1，整车上电，系统进行自检。
整车上电后，发动机控制系统EMS开始进行自检。系统自检包括控制器的自检和可转动球阀50的检查。其中最主要的是检查可转动球阀装置50是否会出现卡滞故障，若一切正常，则进行下一步；若出现卡滞故障，如卡滞在全关位置，整个系统将被关闭失去流量，发动机20会有过热风险，且由于内部热水不会流动至外部，外部传感器如水温传感器80就无法正确感知内部热水的温度，无法进行有效监控，则此时系统需报警，发动机20限扭，发动机控制器对可转动球阀50输入开度调整至最大的信号，保证散热器60全开，系统有足够的冷却。
S2，系统自检结束后，若一切正常，则判断水温传感器80是否故障。
若系统一切正常，需进一步判断水温传感器80是否故障，主要检查水温传感器80是否能够实时、精准地监测发动机20的水温，若水温传感器80正常，则进入下一步，若水温传感器80出现故障，则发动机控制器报警，并要求可转动球阀50打开至全开，同时要求散热器风扇61打开，避免发动机20出现过热的情况。
S3，若水温传感器80一切正常，则系统开始冷启动，此时水温传感器80读取当前发动机20的实际水温，油温传感器70读取当前变速器油冷器11的实际油温。
如水温传感器80一切正常，则读取当前发动机20的实际水温值。同时检查发动机20是否处于工作状态，此时主要判断发动机20的转速，如果该变量值不为零，说明发动机20处于运转状态，系统基于发动机20的转速和负荷设定不同的目标水温，进行查表即可得到。此后对比目标水温和实际水温，进行PID控制，对可转动球阀50的球阀开度、散热器风扇61转速进行调整后输出。该过程中，发动机20主运行逻辑，该逻辑仅考虑发动机20的节油、减排。
为了协同发动机20和变速箱10的热管理，发动机控制器EMS在主逻辑框架内对可转动球阀50、散热器风扇61进行控制时，还需同时监控处于整车网络上的变速箱10的机油温度。油温传感器70读取当前变速器油冷器11的实际油温。该实际油温一般存在于变速箱控制器TCU的内部，但会发送到整车CAN网络进行流转，EMS可通过与整车CAN网络的交互，抓取该信号，并用于内部判断。
S4，冷启动过程中，判断发动机20的水温是否高于变速器响应阈值，若发动机20的水 温高于变速器响应阈值时，则进行变速箱10的热机。
在冷启动过程中，需求可以被分为以下几个层次：
a.首先发动机20的壁温迅速升温，进入到燃烧最优的状态，一般在数十秒内可以结束此过程，此时水温为30～40℃。
b.此后为发动机20油温上升过程，机油在低温下粘度较高，会导致发动机20的摩擦损失偏高，此外低温条件下机油容易出现稀释的问题，因此需要快速加热机油，使得机油温度快速达到一个合适的温度，此时水温约80℃。
在前面两个过程中，为了将所有的热量都锁在发动机20内部制造温升，始终保持未打开变速箱冷却循环支路，变速箱10内部的机油温度依然处于过冷状态，粘度较高，而变速箱10作为机械运动件，也一样存在摩擦损失较高的问题。如果将变速箱冷却循环支路直接接入发动机小循环，使发动机20机油、变速箱10机油同步温升，则存在此消彼长的问题，变速箱10机油温升较快，则导致发动机20机油温升较慢。鉴于发动机20作为动力的输出源头，其摩擦损失在整个动力传动系统中占据更高的比例，重要性较变速器更为优先，其次是发动机20内部机油稀释问题的主要原因是低温条件的汽油湿壁，而变速箱10内部不存在此问题，所以发动机20的机油温升，优先于变速箱10的机油温升。在全局策略里面，需优先保障发动机20的机油温度上升到一定水温后，再开始变速箱10的机油温升。
结合以上需求，故策略定义如下：
在冷启动过程中，如水温低于变速箱响应阈值时，可转动球阀50不对外部做任何响应，仅关注发动机20本身的快速热机。可转动球阀50的工作策略主要有以下三种类型：
a.按照图3阶段一所示方式工作：关闭可转动球阀50的第一球阀出口52和第二球阀出口53的，所有支路全部关闭，系统内零流量；
b.可转动球阀50轻微地将第二球阀出口53打开，其他支路全部关闭；
c.可转动球阀50的第一球阀出口52和第二球阀出口53间歇性地在开-关模式当中来回切换。
当水温超过变速箱响应阈值时，则可转动球阀50调整位置如图4阶段二所示的状态：打开可转动球阀50的第一球阀出口52，关闭第二球阀出口53，调整到变速器油冷器支路打开，但散热器支路关闭的位置，发动机20内部的热水开始流经变速箱10的变速器冷却器11，变速箱机油将得到加热，该过程中，可转动球阀50的第一球阀出口52开度与水温有关，水温越高，开度越大。通过水温查表可以得到可转动球阀50的第一球阀出口52的开度并对外输出控制。
S5，判断变速箱10热机是否结束。
当水温超过发动机热机阈值时，说明发动机20已经热机结束，系统退出发动机20热机阶段，此时可转动球阀50依据目标水温与实际水温进行调整，依据发动机20的相关控制策略，按不同工况需求，查表得不同目标水温，并设定可转动球阀50的球阀开度和散热器风扇61的工况。
在此温度闭环控制过程中，可转动球阀50的球阀可能开到较大的位置，也可能被开到较小的位置，但考虑到变速箱10机油温度可能尚未达到理想水平，故此时需要判断变速箱10机油温度是否超过变速箱热机阈值，如变速箱10机油温度依旧低于此值，则约束可转动球阀50的开度下限，即不论闭环效果如何，需至少确保变速器油冷器支路开启，但散热器60支路关闭。如变速箱10机油温度已经超过变速箱热机阈值，则变速箱10热机已结束，此时系统按照发动机20内部逻辑正常对可转动球阀50进行调整即可。
S6，变速箱10热机结束后，判断变速箱10的油温是否高于变速箱油温阈值，若变速箱10的油温低于变速箱油温阈值时，则执行常规策略；若变速箱10的油温高于变速箱油温阈值时，则冷却系统进入变速箱10过温保护模式。
在发动机20、变速箱10均完成热机过程之后，冷却系统的冷却能力调节应回到以发动机20水温调整为主，依据发动机20不同工况的需求对水温进行闭环调节，但在此基础上考虑发动机20和变速箱10的过热情况，即对过热进行应对，确保系统的可靠性。
其中发动机20过热控制属于可转动球阀50的常规策略内容，亦较为简单，例如：当水温超过过热阀值时，强制将可转动球阀50打开至散热器60全开的位置，并完全关闭小循环，使全系统冷却流量达到最大值，同时全部流经散热器60换热，此外，散热器风扇61打开至最高档。
但变速箱10的过热控制不可如此进行设定。一般在常温和高温情况下，发动机20的水温、油温较高时，变速箱10的油温也往往较高，在寒区低温情况下，发动机20水温、油温较低时，变速箱10油温也较低。当二者温度水平共同进退，需求统一时，可转动球阀50的控制策略是统一的，不会遇到问题。但在某些特殊情况下，环境温度-20℃～10℃的低温环境发生长坡堵车，变速箱10长期处于滑磨状态，变速箱10油温迅速升高，但此时发动机20工况依旧不足以支撑水温上升，水温处于降低水平。此类工况下，变速箱10油温触发球阀至大开度时，由于发动机20换热能力变强，水温出现骤降，变速箱10油温下降后，可转动球阀50恢复小开度，水温重新温升，如此往来将出现冷热冲击，对发动机20和变速箱10工作不利。
故针对变速箱10的冷却需求，需分成档位，随油温上升而渐进增大流量，而不是直接使用“油温超过变速器油温阈值直接请求最大冷却性能”的策略。
基于用五通管40将变速器油冷器11与发动机20大循环、小循环以合适的形式连接在一起，通过可转动球阀50的调整，将冷却性能供给分为三档，变速箱油温阈值设定为第一变速箱油温阈值、第二变速箱油温阈值、第三变速箱油温阈值：
a.可转动球阀50打开小循环第一球阀出口52，冷却液进入五通管40的第一通阀进口41，会分配一部分冷却流量给变速器油冷器11，确保变速器油冷器11内有冷却流量，但散热器支路为关闭状态，也即图4所示的阶段二的状态。
b.可转动球阀50打开第一球阀出口52和第二球阀出口53，确保变速器油冷器11内有流量，且散热器60内有流量，即图5所示的阶段三的状态。
c.可转动球阀50关闭第一球阀出52，第二球阀出口53打开至最大开度，冷却流量全部流经散热器60，并打开散热器风扇61，即图6所示的阶段四的状态。
即：任意情况下，当变速箱油温超过第一变速箱油温阈值时，则可转动球阀50至少打开第一球阀出口52，确保变速器油冷器11内有冷却流量，但散热器支路为关闭状态，也即图4所示的阶段二的状态。这样变速箱10内的热量即可被带走，在此过程中，可转动球阀50的第一球阀出口52的开度与油温相关，油温越高，开度则越大；
任意情况下，当变速箱油温超过第二变速箱油温阈值时，则可转动球阀50打开第一球阀出口52和第二球阀出口53，确保变速器油冷器11内有流量，且散热器60内有流量，即图5所示的阶段三的状态。这样变速箱10内的热量即可被带走，且大部分流量流经散热器60对外界散热，在此过程中，可转动球阀50的第一球阀出口52和第二球阀出口53的开度与油温相关，油温越高，开度则越大；
如果变速箱油温继续升高，超过时，则关闭可转动球阀50的第一球阀出口52，全部打开第二球阀出口53，冷却流量全部流经散热器60，即图6所示的阶段四的状态，且把散热器风扇61打开。在此过程中，可转动球阀50的第二球阀出口53开度与油温相关，油温越高，则开度越大。
经过上面的叙述可以知道，本发明提供的一种发动机与变速箱协同的热管理系统及热管理方法，应用了可调式的可转动球阀对水温进行主动控制，替代了常规的节温器，可以实现发动机的节油、减排；且通过五通管配合可转动球阀，能够实现变速箱油冷支路与发动机小循环、大循环之间的切换，可以确保变速箱在过热模式下得到最佳性能的冷却效果，此外在冷启动阶段，能够确保发动机加热不被影响的前提下，加速变速箱的热机速度，从而实现发动机、变速箱的摩擦损失同时降低，实现动力总成系统的油耗下降。
以上所述，仅为本发明的具体实施方式，但本发明的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本发明揭露的技术范围内，可轻易想到变化或替换，都应涵盖在本发明的保护范围之内。因此，本发明的保护范围应以所述权利要求的保护范围为准。

Claims (10)

  1. 一种发动机与变速箱协同热管理系统，其特征在于，包括变速箱(10)、发动机(20)、水泵(30)、五通管(40)、可转动球阀(50)以及散热器(60)，所述变速箱(10)内设有变速器油冷器(11)，所述水泵(30)和所述发动机(20)连接，所述发动机(20)和所述可转动球阀(50)连接，所述可转动球阀(50)和所述五通管(40)以及所述散热器(60)连接，所述五通管(40)和所述变速器油冷器(11)以及所述水泵(30)连接。
  2. 如权利要求1所述的发动机与变速箱协同热管理系统，其特征在于，所述可转动球阀(50)的一侧设有球阀进口(51)，另一侧设有第一球阀出口(52)和第二球阀出口(53)，所述发动机(20)和所述球阀进口(51)连接，所述第一球阀出口(52)和所述五通管(40)连接，所述第二球阀出口(53)和所述散热器(60)连接，所述第一球阀出口(52)和所述第二球阀出口(53)的开度可调整。
  3. 如权利要求2所述的发动机与变速箱协同热管理系统，其特征在于，所述五通管(40)包括第一通阀进口(41)、第二通阀进口(42)、第三通阀进口(43)以及第一通阀出口(44)、第二通阀出口(45)，所述可转动球阀(50)与所述第一通阀进口(41)连接，所述散热器(60)与所述第二通阀进口(42)连接，所述变速器油冷器(11)所述第三通阀进口(43)以及第一通阀出口(44)连接，所述水泵(30)和所述第二通阀出口(45)连接。
  4. 如权利要求3所述的发动机与变速箱协同热管理系统，其特征在于，所述变速器油冷器(11)上连接有油温传感器(70)，所述发动机(20)和可转动球阀(50)之间设有水温传感器(80)。
  5. 一种如权利要求1-4任一项所述的发动机与变速箱协同热管理系统的热管理方法，其特征在于，包括以下步骤：
    开始冷启动，获取当前所述发动机(20)的实际水温，获取当前所述变速箱(10)的实际油温；
    冷启动过程中，判断所述发动机(20)的水温是否高于变速箱响应阈值，若所述发动机(20)的水温高于变速箱响应阈值时，则进行所述变速箱(10)的热机；
    判断所述变速箱(10)热机是否结束；
    若变速箱(10)热机结束，则判断所述变速箱(10)的油温是否高于变速箱油温阈值，若所述变速箱(10)的油温低于变速器油温阈值时，则执行常规策略；若所述变速箱(10)的油温高于变速器油温阈值时，则冷却系统进入所述变速箱(10)过温保护模式。
  6. 如权利要求5所述的热管理方法，其特征在于，还包括：
    整车上电，系统进行自检，检查所述可转动球阀(50)是否会出现卡滞故障，若出现卡滞故障，则所述发动机(20)限速限扭；
    若系统正常，则判断水温传感器(80)是否故障；
    若水温传感器(80)没有故障，则开始冷启动；其中所述水温传感器(80)用于获取当 前所述发动机(20)的实际水温。
  7. 如权利要求5所述的热管理方法，其特征在于，所述变速箱(10)的热机包括：打开所述可转动球阀(50)的第一球阀出口(52)，关闭所述第二球阀出口(53)。
  8. 如权利要求5所述的热管理方法，其特征在于，判断所述变速箱(10)的热机是否结束包括：
    当所述变速箱(10)的机油温度超过变速箱热机阈值，则所述变速箱(10)的热机已结束，系统退出所述变速箱(10)的热机阶段。
  9. 如权利要求5所述的热管理方法，其特征在于，所述变速箱油温阈值包括第一变速箱油温阈值、第二变速箱油温阈值、第三变速箱油温阈值；冷却系统进入所述变速箱(10)过温保护模式包括：
    若所述变速箱(10)的油温超过所述第一变速箱油温阈值，打开所述可转动球阀(50)的第一球阀出口(51)，关闭第二球阀出口(52)，通过冷却液为所述变速箱(10)进行降温；
    若所述变速箱(10)的油温超过第二变速箱油温阈值，打开所述可转动球阀(50)的第一球阀出口(51)和第二球阀出口(52)，通过冷却液和所述散热器(60)为所述变速箱(10)进行降温；
    若所述变速器油冷器(11)的油温超过第二变速箱油温阈值，关闭所述可转动球阀(50)的第一球阀出口(51)，打开第二球阀出口(52)，通过所述散热器(60)为所述变速箱(10)进行降温。
  10. 如权利要求9所述的热管理方法，其特征在于，所述第一变速箱油温阈值小于所述第二变速箱油温阈值，所述第二变速箱油温阈值小于所述第三变速箱油温阈值。
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