WO2023222202A1 - Automotive coolant supply device and automotive coolant supply system with an automotive coolant supply device - Google Patents

Automotive coolant supply device and automotive coolant supply system with an automotive coolant supply device Download PDF

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Publication number
WO2023222202A1
WO2023222202A1 PCT/EP2022/063328 EP2022063328W WO2023222202A1 WO 2023222202 A1 WO2023222202 A1 WO 2023222202A1 EP 2022063328 W EP2022063328 W EP 2022063328W WO 2023222202 A1 WO2023222202 A1 WO 2023222202A1
Authority
WO
WIPO (PCT)
Prior art keywords
coolant
circuit
traction
traction motor
automotive
Prior art date
Application number
PCT/EP2022/063328
Other languages
French (fr)
Inventor
Andreas Köster
Matthias Baden
Yet-Cheng FAN-LIMBACH
Marco LIMBACH
Brandon WOLTZ
Joseph HONSTAIN
Gregory NOLAN
Gabriella FORD
Kenya MCDONALD-BALL
Original Assignee
Pierburg Pump Technology 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 Pierburg Pump Technology Gmbh filed Critical Pierburg Pump Technology Gmbh
Priority to PCT/EP2022/063328 priority Critical patent/WO2023222202A1/en
Publication of WO2023222202A1 publication Critical patent/WO2023222202A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00485—Valves for air-conditioning devices, e.g. thermostatic valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units

Definitions

  • Automotive coolant supply device and automotive coolant supply system with an automotive coolant supply device are automotive coolant supply devices and automotive coolant supply system with an automotive coolant supply device
  • the invention is directed to an automotive coolant supply device and to an automotive coolant supply system with an automotive coolant supply device in particular for a battery electric vehicle.
  • State-of-the-art battery electric vehicles can be provided with high voltage power systems comprising, for example, a high-voltage traction motor for driving the battery electric vehicle and a high-voltage traction battery as an electrical energy storage.
  • the essential components of the high-voltage power system in particular the high-voltage traction battery and the high- voltage drive motor are extremely thermally loaded during their operation so that an efficient active cooling system is necessary for avoiding an overheating of the high-voltage power system components.
  • Such a cooling system typically comprises separate cooling circuits for the high-voltage traction battery and the high-voltage drive motor, respectively. Each cooling circuit is provided with coolant circulating within the cooling circuit and thereby dissipating the heat being generated by the high-voltage power system components.
  • An automotive coolant supply device can be applicated to combine several auxiliary components of the cooling circuits, for example pumps or valves, in an assembly unit which can be mounted to the vehicle in one single process step. Additionally, an automotive coolant supply device allows to fluidically connect the cooling circuits to each other, to allow the application of one single coolant expansion reservoir for all cooling circuits.
  • An automotive coolant supply device comprises a coolant supply device body with a traction motor circuit supply chamber and a traction battery circuit supply chamber.
  • the traction motor circuit supply chamber is fluidically connectable to at least one traction motor coolant circuit, for example, to a traction motor coolant circuit of a battery electric vehicle via a traction motor circuit inlet and the traction motor circuit outlet at the automotive coolant supply device. Accordingly, the coolant circulating within the at least one traction motor coolant circuit flows through the traction motor circuit supply chamber.
  • the coolant supply device body further comprises a cabin heater circuit passage which is fluidically connectable to a cabin heater coolant circuit via a cabin heater circuit inlet and the cabin heater circuit outlet at the automotive coolant supply device.
  • the cabin heater circuit passage therefore defines a part of the cabin heater coolant circuit, wherein the coolant of the cabin heater coolant circuit flows through the cabin heater circuit passage.
  • the cabin heater circuit passage is permanently fluidically connected to the traction motor circuit supply chamber via a motor/heater restrictor element.
  • the motor/heater restrictor element is, compared to the cross-section of the cabin heater circuit passage or to the cross-section of the traction motor circuit supply chamber, preferably a relatively narrow passage, for example, a throttle or an orifice for allowing only a defined and limited coolant exchange of the traction motor coolant within the traction motor circuit supply chamber and of the cabin heater coolant within the cabin heater circuit passage.
  • the motor/heater restrictor element avoids a relevant coolant exchange between the two coolant circuits.
  • the motor/heater restrictor element also avoids a relevant heat exchange of the coolant within the traction motor circuit supply chamber and of the coolant within the cabin heater circuit passage so that the temperature levels of each coolant circuit do not substantially affect each other.
  • the coolant supply device body further comprises a traction battery circuit supply chamber which is fluidically connectable to an external traction battery coolant circuit.
  • a traction battery circuit supply chamber which is fluidically connectable to an external traction battery coolant circuit.
  • the traction battery circuit supply chamber is further fluidically connected to the traction motor circuit supply chamber via a motor/battery restrictor element.
  • the motor/battery restrictor element as well as the motor/heater restrictor element preferably is a relatively narrow passage, compared to the smallest cross-sectional area of the traction motor circuit supply chamber or to the smallest cross- sectional area of the traction battery circuit supply chamber.
  • the motor/battery restrictor element can be a throttle or an orifice which only allows a defined and relatively small coolant exchange between the traction battery circuit supply chamber and the traction motor circuit supply chamber.
  • the motor/battery restrictor element avoids a relevant coolant/heat exchange between the coolant within the traction battery circuit supply chamber and the coolant within the traction motor circuit supply chamber so that the temperature levels of each coolant circuit do not substantially affect each other.
  • each coolant circuit is provided with an individual temperature level.
  • the different coolant circuits are fluidically connected to each other within the automotive coolant supply device, but the heat exchange between said coolant circuits via each restrictor element is relatively low which guarantees an individual temperature level for each coolant circuit according to the respective requirements, but also allows, for example, to provide one single coolant expansion reservoir for all fluidically connected coolant circuits.
  • the coolant supply device body further comprises at least one traction motor circuit coolant pump support flange at the traction motor circuit supply chamber for supporting a traction motor circuit coolant pump. At least one traction motor circuit coolant pump is mounted to the traction motor circuit coolant pump support flange.
  • the traction motor circuit coolant pump support flange is preferably defined such that the pump unit of the traction motor circuit coolant pump is fluidically connected to the traction motor circuit supply chamber. The traction motor circuit coolant pump thereby pumps coolant through the connected traction motor coolant circuit.
  • the traction motor circuit coolant pump is arranged such that the pump unit sucks coolant from the traction motor circuit supply chamber via a suction port and pumps the coolant into a traction motor coolant circuit being fluidically connected to a discharge port of the traction motor circuit coolant pump.
  • the coolant supply device body further comprises a traction battery circuit coolant pump support flange at the traction battery circuit supply chamber, the traction battery circuit coolant pump support flange supporting a traction battery circuit coolant pump which is mounted to the traction battery circuit coolant pump support flange.
  • the traction battery circuit coolant pump support flange is defined such that the traction battery circuit coolant pump is fluidically connected to the traction battery circuit supply chamber for pumping coolant into or out of the traction battery circuit supply chamber so that the traction battery circuit coolant pump pumps coolant through a connectable traction battery coolant circuit.
  • the traction battery circuit coolant pump is arranged such that the pump unit sucks coolant from the traction battery circuit supply chamber via a suction port and pumps the coolant into a traction battery coolant circuit being fluidically connected to a discharge port of the traction battery circuit coolant pump.
  • the automotive coolant supply device further comprises an internal switching valve for opening and closing an internal cabin heater circuit bypass passage between the traction motor circuit supply chamber and the cabin heater circuit passage.
  • the cabin heater circuit bypass passage is preferably defined by the coolant supply device body and bypasses the permanent fluidic connection between the traction motor circuit supply chamber and the cabin heater circuit passage via the motor/heater restrictor element.
  • the cabin heater circuit bypass passage thereby defines an alternative fluidic connection between the cabin heater coolant circuit and the traction motor coolant circuit without a restrictor element.
  • the coolant circulating within the cabin heater coolant circuit flows through the cabin heater circuit passage.
  • the motor/heater restrictor element as a type of pressure barrier forces the coolant to flow directly into the cabin heater coolant circuit so that only a relatively low and negligible volume flow of coolant is exchanged between the cabin heater circuit passage and the traction motor circuit supply chamber.
  • the cabin heater circuit bypass passage is opened by the switching valve, a non-restricted and unthrottled fluidic connection between the cabin heater coolant circuit and the traction motor coolant circuit is provided.
  • the motor/heater restrictor element defining a pressure barrier is thereby bypassed so that a relevant coolant exchange between the cabin heater coolant circuit and the traction motor coolant circuit is possible. Accordingly, the coolant does not only circulate within the cabin heater coolant circuit by flowing only through the cabin heater circuit passage, but the coolant of the cabin heater coolant circuit flows via the cabin heater circuit bypass passage into the traction motor circuit supply chamber, where it mixes with the coolant from the traction motor coolant circuit.
  • the coolant is forced to flow back from the traction motor circuit supply chamber into the cabin heater circuit passage via the motor/heater restrictor element.
  • the coolant then flows from the cabin heater circuit passage into the cabin heater coolant circuit.
  • the switching valve opens a direct unrestricted fluidic connection through the cabin heater circuit passage between the cabin heater circuit inlet and the cabin heater circuit outlet, whereas, if the cabin heater circuit bypass passage is opened by the switching valve, the cabin heater circuit inlet and the cabin heater circuit outlet are fluidically connected via the cabin heater circuit bypass passage, the traction motor circuit supply chamber, the motor/heater restrictor element and the cabin heater circuit passage.
  • the traction motor circuit supply chamber is fluidically connectable to a second separate traction motor coolant circuit preferably via a second traction motor circuit inlet and a second traction motor circuit outlet.
  • the second traction motor coolant circuit is connected fluidically in parallel with respect to the first traction motor coolant circuit.
  • the traction motor circuit supply chamber comprises a second traction motor circuit coolant pump support flange at the coolant supply device body for mounting a second traction motor circuit coolant pump.
  • all coolant pump support flanges are arranged substantially in a common coolant pump mounting plane.
  • all coolant pump rotational axes are oriented parallel to each other.
  • the coolant pumps are oriented axially in the same direction referring to the coolant pump mounting plane so that all coolant pumps are arranged at the same side of the coolant supply device body.
  • the internal switching valve is a proportional 3/2-way valve which comprises one inlet and two outlets
  • the inlet is connectable to the cabin heater coolant circuit.
  • the first outlet is fluidically connected to the cabin heater circuit passage, whereas the second outlet is fluidically connected to the cabin heater circuit bypass passage.
  • the valve body of the switching valve switches between two valve positions for fluidically connecting the inlet with either the first or the second outlet so that the coolant of the cabin heater coolant circuit flows either through the cabin heater circuit passage or through the cabin heater circuit bypass passage.
  • the internal switching valve is mounted to a separate mounting structure, wherein the mounting structure is mounted to the coolant supply device body.
  • the mounting structure therefore comprises one inlet being fluidically connectable to the cabin heater coolant circuit and two outlets, wherein the first outlet is fluidically connected to the cabin heater circuit passage and wherein the second outlet is fluidically connected to the cabin heater circuit bypass passage.
  • the mounting structure comprises a valve mounting flange for mounting the switching valve.
  • the coolant supply device body is made of plastic which is only made possible by the relatively low temperature levels within each coolant circuit.
  • the coolant supply device body is manufactured using an injection moulding process, which allows to realise relatively complex geometries in one single process. The application of a plastic material results in a relatively light-weight and cost-efficient automotive coolant supply device.
  • An automotive coolant supply system comprises an automotive coolant supply device according to the invention as described above. Furthermore, the automotive coolant supply system comprises at least one traction motor coolant circuit comprising at least one traction motor, for example, an electric traction motor for driving a battery electric vehicle.
  • the at least one traction motor coolant circuit is fluidically connected to the automotive coolant supply device, in particular to the traction motor circuit supply chamber of the coolant supply device body of the automotive coolant supply device.
  • the circulation of the coolant within the at least one traction motor coolant circuit is provided by the traction motor coolant pump being mounted to the coolant supply device body of the automotive coolant supply device.
  • the automotive coolant supply system comprises a traction battery coolant circuit comprising at least one traction battery storing electric energy for driving the traction motor and, in addition, for supplying substantially all electrically driven components and systems of a battery electric vehicle.
  • the circulation of the coolant within the traction battery coolant circuit is provided by the traction battery coolant pump being mounted to the coolant supply device body of the automotive coolant supply device.
  • the traction battery coolant circuit and the traction motor coolant circuit are further fluidically connected to each other via the automotive coolant supply device and in particular via the coolant supply device body of the automotive coolant supply device.
  • the fluidic connection between the traction battery coolant circuit and the traction motor coolant circuit is provided by the motor/battery restrictor element being arranged between the traction motor circuit supply chamber and the traction battery circuit supply chamber.
  • the automotive coolant supply system further comprises a cabin heater coolant circuit comprising at least one cabin heater for heating the passenger cabin of a battery electric vehicle in particular on relatively cold days with a relatively low outdoor temperature.
  • the cabin heater coolant circuit is fluidically connected to the automotive coolant supply device, in particular the cabin heater coolant circuit is fluidically connected to the cabin heater circuit passage of the coolant supply device body of the automotive coolant supply device.
  • the cabin heater coolant circuit and the at least one traction motor coolant circuits are fluidically connected to each other via the automotive coolant supply device and in particular via the coolant supply device body of the automotive coolant supply device.
  • the fluidic connection between the cabin heater coolant circuit and the traction motor coolant circuit is provided by the motor/heater restrictor element being arranged between the traction motor circuit supply chamber and the cabin heater circuit passage.
  • the switching valve of the automotive coolant supply device allows to guide the entering coolant of the cabin heater coolant circuit either through the cabin heater circuit passage directly back into the cabin heater coolant circuit or through the cabin heater circuit bypass passage into the traction motor circuit supply chamber where the cabin heater coolant mixes with the coolant of the at least one traction motor. Accordingly, the switching valve allows to connect the cabin heater coolant circuit and the traction motor coolant circuit fluidically in series. Thereby, the cabin heater coolant and the traction motor coolant exchange heat between each other so that the temperature level of the cabin heater coolant circuit influences the temperature level of the at least one traction motor coolant circuit. From the traction motor circuit supply chamber, the coolant flows back via the motor/heater restrictor element between the cabin heater circuit passage and the traction motor circuit supply chamber into the cabin heater circuit passage and then flows back into the cabin heater coolant circuit.
  • the cabin heater coolant circuit comprises an electric heating device for electrically heating the coolant circulating in the cabin heater coolant circuit.
  • the heat of the heated coolant is transferred, for example, by an air-coolant heat exchanger to a bypassing air stream being guided into the passenger cabin of the battery electric vehicle, so that the passenger cabin is heated indirectly by the electric heating device within the coolant circuit.
  • the automotive coolant supply system comprises a control module in which is configured to selectively activate the electric heating device of the cabin heater circuit coolant circuit, if the internal fluidic bypass connection of the automotive coolant supply device is opened by the internal switching valve.
  • the coolant entering the automotive coolant supply device flows through the cabin heater circuit bypass passage into the traction motor circuit supply chamber and mixes with the coolant of the traction motor coolant circuit.
  • the heated coolant of the cabin heater coolant circuit gives off the heat to the at least one traction motor coolant and thereby heats the traction motor coolant and the at least one traction motor coolant circuit.
  • the coolant of the at least one traction motor circuit can be heated indirectly by the electric heating device of the cabin heater coolant circuit to help the at least one traction motor to reach its operating temperature more quickly.
  • the electric heating device of the cabin heater coolant circuit provides a type of temperature boost for the traction motor coolant and for the traction motor itself.
  • the automotive coolant supply system comprises one single coolant expansion reservoir for all coolant circuits.
  • the at least one traction motor coolant circuit is permanently fluidically connected to both the cabin heater coolant circuit and the traction battery coolant circuit via the coolant supply device body, one single large coolant circuit is defined.
  • the coolant expansion reservoir can be directly fluidically connected to every coolant circuit of the automotive coolant supply system. Thereby, the space requirement of the automotive coolant supply system and, in addition, the material costs are relatively low.
  • the coolant expansion reservoir is directly fluidically connected to the traction battery coolant circuit.
  • the coolant expansion reservoir can be directly fluidically connected to the traction battery coolant circuit or to the at least one traction motor coolant circuit.
  • the cabin heater coolant circuit comprises a separate external cabin heater circuit coolant pump which pumps the coolant through the cabin heater coolant circuit, i.e., in contrast to the traction battery coolant pump or the traction motor coolant pump, the cabin heater coolant pump is not mounted to the automotive coolant supply device.
  • the externally mounted cabin heater coolant pump thereby allows more flexibility in arranging the cabin heater coolant pump within the vehicle and results in a relatively compact automotive coolant supply device.
  • the traction battery coolant circuit comprises a separate external switching valve for opening and closing an external fluidic bypass connection between the at least one traction motor coolant circuit and the traction battery coolant circuit.
  • the external fluidic bypass connection thereby bypasses the permanent fluidic connection via the motor/battery restrictor element within the automotive coolant supply device between the traction motor circuit supply chamber and traction battery circuit supply chamber.
  • the external switching valve allows to directly fluidically connect the traction battery coolant circuit and the traction motor coolant circuit via an un-restricted fluidic connection so that, compared to the fluidic connection via the motor/battery restrictor element, a significantly larger coolant exchange between both coolant circuits is provided.
  • the external bypass connection allows, for example, a heat transfer between the traction motor coolant circuit and the traction battery coolant circuit.
  • the traction battery coolant circuit comprises an external electric battery heating device for electrically heating the coolant circulating in the traction battery coolant circuit.
  • the battery heating device helps the traction battery to reach its operating temperature more quickly which is in particular advantageous on cold days with a relatively low outdoor temperature.
  • figure 1 shows an embodiment of an automotive coolant supply device according to the invention in a schematic perspective view
  • figure 2 shows the automotive coolant supply device of figure 1 in another schematic perspective view
  • figure 3 shows the coolant supply device body of the automotive coolant supply device of figure 1 in a schematic perspective view
  • figure 4 shows the automotive coolant supply device of figure 1 in a schematic longitudinal cross-sectional view, wherein the switching valve is in a first valve position
  • figure 5 shows the automotive coolant supply device of figure 1 in a schematic longitudinal cross-sectional view, wherein the switching valve is in a second valve position
  • figure 6 shows an embodiment of an automotive coolant supply system according to the invention with the automotive coolant supply device of figure 1 in a schematic flow diagram.
  • FIG 1 and figure 2 show an automotive coolant supply device 10 for a battery electric vehicle with two traction motors, a traction battery and a cabin heater.
  • the automotive coolant supply device 10 comprises a plastic coolant supply device body 12 and a plastic valve mounting structure 14 which is mounted to the coolant supply device body 12.
  • FIG. 3 shows the coolant supply device body 12 in detail.
  • the coolant supply device body 12 comprises a first integral traction motor circuit coolant pump support flange 25 and a second integral traction motor circuit coolant pump support flange 26.
  • the first traction motor circuit coolant pump support flange 25 supports a first traction motor circuit coolant pump 41 which is mounted to the coolant supply device body 12 via the first traction motor circuit coolant pump support flange 25.
  • the second traction motor coolant circuit pump support flange 26 supports a second traction motor circuit coolant pump 51 which is mounted to the coolant supply device body 12 via the second traction motor circuit coolant pump support flange 26.
  • the coolant supply device body 12 further comprises an integral traction battery circuit coolant pump support flange 28 which supports a traction battery circuit coolant pump 61 being mounted to the coolant supply device body 12 via the traction battery circuit coolant pump support flange 28.
  • All coolant pump support flanges 25, 26, 28 are arranged substantially in a common coolant mounting plane MP so that the rotational axes of all mounted coolant pumps 41, 51, 61 are parallel.
  • all coolant pumps 41, 51, 61 being mounted to the coolant supply device body 12 extend with respect to the mounting plane MP into the same spatial direction.
  • the automotive coolant supply device 10 further comprises a switching valve 30 which is a 3/2-way rotational valve being mounted to the valve mounting structure 14.
  • FIG 4 shows the inside of the automotive coolant supply device 10 and in particular the inside of the coolant supply device body 12.
  • the coolant supply device body 12 comprises a U-shaped traction motor circuit supply chamber 121.
  • the coolant supply device body 12 further comprises a substantially cuboid traction battery circuit supply chamber 122 which is permanently flu id ica I ly connected by a motor/battery restrictor element 21 being defined by a simple circular orifice 23.
  • the orifice 23 is defined by a bore hole in a motor/battery separating wall 125 and is provided with a relatively small diameter compared to the flow cross-section of the traction motor circuit supply chamber 121 or the traction battery circuit supply chamber 122.
  • the coolant supply device body 12 further comprises a cylindrical cabin heater circuit passage 123 being permanently fluidically connected to the traction motor circuit supply chamber 121 via a motor/heater restrictor element 20 being defined by a simple circular orifice 22.
  • the orifice 22 is defined by a borehole within a motor/heater separating wall 126 being arranged between the cabin heater circuit passage 123 and the traction motor circuit supply chamber 121.
  • the orifice 22 is provided with a relatively small diameter compared to the flow cross-section of the traction motor circuit supply chamber 121 or the cabin heater circuit passage 123.
  • the coolant supply device body 12 further comprises a cylindrical cabin heater circuit bypass passage 124 which is fluidically connected to the traction motor circuit supply chamber 121.
  • the cabin heater circuit bypass passage 124 and the cabin heater circuit passage 123 are provided with the same diameter, but the permanent fluidic connection between the cabin heater circuit bypass passage 124 and the traction motor circuit supply chamber 121 is not provided with a restrictor element so that the full flow cross-section of the cabin heater circuit bypass passage 124 is opened to the traction motor circuit supply chamber 121.
  • the traction motor circuit supply chamber 121 is fluidically connectable to two fluidically parallel traction motor coolant circuits 40, 50 which guide the coolant to two separate traction motors of the battery electric vehicle, respectively.
  • the automotive coolant supply device 10 comprises a traction motor circuit inlet port 121A being fluidically connected to the traction motor circuit supply chamber 121. Through this traction motor circuit inlet port 121A, the coolant enters the traction motor circuit supply chamber 121, for example, from at least one fluidically connected traction motor coolant circuit 40, 50. As shown, for example, in figure 1, the automotive coolant supply device 10 further comprises a first traction motor circuit outlet port 46 being defined by the discharge port of the first traction motor circuit coolant pump 41, wherein the suction port of the first traction motor circuit coolant pump 41 is fluidically connected to the traction motor circuit supply chamber 121 via a first traction motor circuit supply chamber outlet opening 121B, shown in figure 3.
  • the automotive coolant supply device 10 further comprises a second traction motor circuit outlet port 56 which is defined by the discharge port of the second traction motor circuit coolant pump 51, wherein the suction port of the second traction motor circuit coolant pump 51 is fluidically connected to the traction motor circuit supply chamber 121 via a second traction motor circuit supply chamber outlet opening 121C, shown in figure 3.
  • Both traction motor circuit coolant pumps 41, 51 thereby suck coolant from the traction motor circuit supply chamber 121 and discharge the coolant through the traction motor circuit outlet ports 46, 56, respectively, for example, into fluidically connected traction motor coolant circuits 40, 50.
  • the automotive coolant supply device 10 comprises a traction battery circuit inlet port 122A being fluidically connected to the traction battery circuit supply chamber 122. Through this traction battery circuit inlet port 122A, the coolant enters the traction battery circuit supply chamber 122.
  • the automotive coolant supply device 10 further comprises a traction battery circuit outlet port 66 which is defined by the discharge port of the traction battery circuit coolant pump 61, wherein the suction port of the traction battery circuit coolant pump 61 is fluidically connected to the traction battery circuit supply chamber 122 by a traction battery circuit supply chamber outlet opening 122B.
  • the traction battery circuit coolant pump 61 thereby sucks coolant from the traction battery circuit supply chamber 122 and discharges the coolant through the traction battery circuit outlet port 66, for example, into a connected traction battery coolant circuit 60.
  • the automotive coolant supply device 10 comprises a cabin heater circuit inlet port 123A which defines the substantially cylindrical valve inlet channel 141 of the switching valve 30 within the valve mounting structure 14, shown in figure 4. Through this valve inlet channel 141, the coolant of, for example, a cabin heater coolant circuit 70 with an external cabin heater coolant pump 71 enters the valve mounting structure 14.
  • the automotive coolant supply device 10 further comprises a cabin heater circuit outlet port 76 which is fluidically connected to the cabin heater circuit passage 123 via a cabin heater circuit passage outlet opening 123B.
  • the cabin heater circuit passage 123 is fluidically connected to the switching valve 30 via a first substantially cylindrical valve outlet channel 142 of the same diameter as the cabin heater circuit passage 123.
  • the cabin heater circuit bypass passage 124 is fluid ically connected to the switching valve 30 via a second substantially cylindrical valve outlet channel 143 of the same diameter as the cabin heater circuit bypass passage 124.
  • a valve body 31 blocks the second valve outlet channel 143 and thereby closes the cabin heater circuit bypass passage 124. Additionally, the valve body 31 opens the first valve outlet channel 142 so that the entering coolant flows from the valve inlet channel 141 through the switching valve 30 and through the first valve outlet channel 142 into the cabin heater circuit passage 123.
  • the orifice 22 between the cabin heater circuit passage 123 and the traction motor circuit supply chamber 121 has a significantly smaller diameter than the cabin heater circuit passage outlet opening 123B so that the orifice 22 defines a type of flow resistance.
  • the orifice 22 defines a type of pressure barrier for the coolant which forces the coolant to flow through the cabin heater circuit passage outlet opening 123B through the cabin heater circuit outlet port 76 into the flu id ically connected cabin heater coolant circuit 70. A relevant coolant flow from the cabin heater circuit passage 123 to the traction motor circuit supply chamber 121 via the orifice 22 is thereby avoided.
  • the valve body 31 blocks the first valve outlet channel 142 and opens the second valve outlet channel 143 so that the coolant, which is entering the valve mounting structure 14, flows through the switching valve 30, through the second valve outlet channel 143 and through the cabin heater circuit bypass passage 124 into the traction motor circuit supply chamber 121.
  • the coolant thereby bypasses the motor/heater restrictor element 20 so that the full cabin heater coolant flow enters the traction motor circuit supply chamber 121.
  • the cabin heater coolant flow mixes with the coolant of the two traction motor coolant circuits 40, 50.
  • the cabin heater circuit bypass passage 124 is open, the cabin heater coolant completely flows through the traction motor circuit supply chamber 121 and through the orifice 22, whereas, if the cabin heater circuit passage 123 is open, the cabin heater coolant flows directly through the cabin heater circuit passage outlet opening 123B back into the cabin heater coolant circuit without entering the traction motor circuit supply chamber 121 through the orifice 22.
  • FIG 6 shows an automotive coolant supply system 100 for a battery electric vehicle with two electric traction motors 42, 52, a traction battery 62 and a cabin heater 72.
  • the automotive coolant supply system 100 comprises the automotive coolant supply system 10, shown in figures 1-5.
  • the automotive coolant supply system 100 comprises a first traction motor coolant circuit 44 for supplying the first traction motor 42 of the battery electric vehicle with coolant.
  • the coolant is pumped through the traction motor coolant circuit 40 by the traction motor circuit coolant pump 41 of the automotive coolant supply device 10.
  • the first traction motor coolant circuit 40 is fluidically connected to the automotive coolant supply device 10, in particular to the traction motor circuit supply chamber 121 via a traction motor circuit inlet port 121A and a traction motor circuit outlet port 46.
  • the first traction motor circuit coolant pump 41 sucks coolant from the traction motor circuit supply chamber 121 and pumps the coolant through the traction motor circuit outlet port 46 to the downstream first traction motor 42 which, for example, is cooled by the coolant.
  • the coolant then flows through the traction motor coolant circuit 40 back into the traction motor circuit supply chamber 121 via the traction motor circuit inlet port 121A.
  • a second traction motor coolant circuit 50 supplies the second traction motor 52 with coolant.
  • the coolant is pumped through the second traction motor coolant circuit 50 by the second traction motor circuit coolant pump 51 of the automotive coolant supply device 10.
  • the second traction motor coolant circuit 50 is fluidically connected to the automotive coolant supply device 10, in particular to the traction motor circuit supply chamber 121 via the traction motor circuit inlet port 121A.
  • the second traction motor circuit coolant pump 51 sucks coolant from the traction motor circuit supply chamber 121 and pumps the coolant through the second traction motor circuit outlet port 56 to the downstream second traction motor 52.
  • the first traction motor coolant circuit 40 and the second traction motor coolant circuit 50 are combined, i.e., the first traction motor coolant circuit 40 and the second traction motor coolant circuit 50 are fluidically connected to each other and are thereby arranged fluidically parallel.
  • both traction motor coolant circuits 40, 50 define a large traction motor coolant circuit which is split within the automotive coolant supply device 10 into two fluidically parallel traction motor coolant circuits 40, 50 which are downstream of both traction motors 42, 52 combined into one backflow line 44 which leads back to the traction motor circuit inlet port 121A via a three-way traction motor circuit switching valve 47 and a cooler 48.
  • the traction motor circuit switching valve 47 opens and closes a cooler bypass line 49 which bypasses the cooler 48 of the traction motor coolant circuits 40, 50.
  • the coolant is guided either through the cooler 48 for reducing its temperature or through the cooler bypass line 49 for maintaining its temperature.
  • the automotive coolant supply system 100 further comprises a traction battery coolant circuit 60 for supplying a traction battery 62 of a battery electric vehicle with coolant.
  • the traction battery 62 stores electric energy for driving the traction motors 42, 52 of the battery electric vehicle.
  • the traction battery coolant circuit 60 is flu id ically connected to the automotive coolant supply device 10 via the traction battery circuit inlet port 122A and via the traction battery circuit outlet port 66.
  • the traction battery coolant circuit 60 is fluidically connected to the traction battery circuit supply chamber 122.
  • the traction battery coolant circuit 60 is fluidically connected to the traction motor coolant circuits 40, 50 via the motor/battery restrictor element 22 within the automotive coolant supply device 10.
  • the traction battery coolant enters the traction battery circuit supply chamber 122.
  • the traction battery circuit coolant pump 61 is fluidically connected to the traction battery circuit supply chamber 122 via the traction battery circuit supply chamber outlet opening 122B, wherein the traction battery circuit coolant pump 61 sucks coolant from the traction battery circuit supply chamber 122 and discharges the coolant through the traction battery circuit outlet port 66 into the traction battery coolant circuit 60.
  • the traction battery coolant circuit 60 further comprises an electric heating device 65 being arranged downstream of the traction battery circuit coolant pump 61 and upstream of the traction battery 62.
  • the electric heating device 65 allows to heat the coolant before entering the traction battery 62. Thereby, the electric heating device 65 helps the traction battery 62 to reach its operating temperature more quickly, if needed.
  • a three-way traction battery switching valve 63 is arranged downstream of the traction battery 62. The traction battery switching valve 63 opens and closes a fluidic bypass connection 630 to the backflow line 44 of the traction motor coolant circuits 40, 50.
  • the coolant flows from the traction battery coolant circuit 60 through the fluidic bypass connection 630 into the traction motor coolant circuits 40, 50.
  • the coolant thereby bypasses the motor/battery restrictor element 21 which restricts a relevant coolant exchange between the traction battery coolant circuit 60 and the traction motor coolant circuits 40, 50 within the automotive coolant supply device 10.
  • the coolant flows via the motor/battery restrictor element 21 back from the traction motor coolant circuits 40, 52 the traction battery coolant circuit 60.
  • the coolant flows back to the automotive coolant supply device 10 through a cooler 68 which reduces the coolant temperature.
  • the traction battery coolant circuit 60 is substantially a closed circuit, i.e., is not flu id ica lly connected to the traction motor coolant circuits 40, 50 via the connection line 630, the coolant does not flow from the traction battery circuit supply chamber 122 into the traction motor circuit supply chamber 121 via the motor/battery restrictor element 21.
  • the traction battery coolant circuit 60 further comprises a coolant expansion reservoir 80 for compensating the volume change of the coolant depending on its temperature.
  • the automotive coolant supply system 100 further comprises a cabin heater coolant circuit 70 being fluidically connected to the automotive coolant supply device 10 via the cabin heater circuit inlet port 123A and via the cabin heater circuit outlet port 76.
  • the cabin heater coolant circuit 70 comprises a separate external cabin heater circuit coolant pump 71 which is arranged downstream of the cabin heater circuit outlet port 76.
  • the cabin heater circuit coolant pump 71 sucks coolant from the cabin heater circuit passage 123 through the cabin heater circuit passage outlet opening 123B.
  • the cabin heater coolant circuit 70 supplies a cabin heater 72 of the battery electric vehicle with coolant.
  • the cabin heater 72 which is preferably an air-coolant heat exchanger, uses the heat of the coolant for regulating the temperature of the passenger cabin of the battery electric vehicle.
  • the cabin heater 72 is preferably arranged downstream of the cabin heater circuit coolant pump 71.
  • the cabin heater coolant circuit 70 further comprises an electric heating device 75 for heating the cabin heater coolant.
  • the electric heating device 75 is arranged downstream of the cabin heater 72.
  • the electric heating device 75 allows to heat the coolant of the cabin heater coolant circuit 70 to increase the temperature within the passenger cabin of the battery electric vehicle.
  • the automotive coolant supply system 100 further comprises a control module 90 which is configured to selectively activate the electric heating device 75 of the cabin heater coolant circuit 70 if the internal cabin heater circuit bypass passage 124 of the automotive coolant supply device 10 is open. Thereby, the heated coolant flows from the cabin heater coolant circuit 70 via the switching valve 30 and the cabin heater circuit bypass passage 124 of the automotive coolant supply device 10 into the traction motor circuit supply chamber 121, where the entering heated coolant mixes with the coolant of the traction motor coolant circuits 40, 50.
  • the changed pressure conditions being caused by opening the cabin heater circuit bypass passage 124 forces the coolant to flow from the traction motor circuit supply chamber 121 via the motor/heater restrictor element 20 into the cabin heater circuit passage 123.
  • the heated coolant from the cabin heater coolant circuit 70 thereby passes the suction zones of both traction motor circuit coolant pumps 41, 51 so that the heated coolant is pumped into both traction motor coolant circuits 40, 50, whereas cold coolant, which is circulating within the traction motor circuit supply chamber 121 adjacent to the motor/heater restrictor element 20, flows into the cabin heater circuit passage 123 and then flows back into the cabin heater coolant circuit 70.
  • the electric heating device 75 of the cabin heater coolant circuit 70 helps the traction motors 42, 52 to reach their operating temperatures more quickly, if the traction motors 42, 52 need an additional heating boost, for example, on cold winter days.
  • the connection line 630 between the traction battery coolant circuit 60 and the traction motor coolant circuits 40, 50 should be closed to avoid a coolant flow from the traction motor circuit supply chamber 121 to the traction battery circuit supply chamber 122.
  • the cooler bypass line 49 should be opened to avoid a cooling of the coolant before the traction motors 42, 52 reach their operating temperature.
  • the single coolant expansion reservoir 80 compensates volume changes of the coolant of all coolant circuits 40, 50, 60, 70 so that only one single coolant expansion reservoir 80 is needed for the automotive coolant supply system 100.

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Abstract

The invention is directed to an automotive coolant supply device (10) comprising a coolant supply device body (12), with a traction motor circuit supply chamber (121) being flu id ica lly connectable to at least one external traction motor coolant circuit (40,50), a cabin heater circuit passage (123) being permanently fluidically connected to the traction motor circuit supply chamber (121) via a motor/heater restrictor element (20), the cabin heater circuit passage (123) being fluidically connectable to an external cabin heater coolant circuit (70), a traction battery circuit supply chamber (122) being fluidically connectable to an external traction battery coolant circuit (60), wherein the traction battery circuit supply chamber (122) is permanently fluidically connected to the traction motor circuit supply chamber (121) via a motor/battery restrictor element (21), wherein an internal switching valve (30) is provided for opening and closing an internal cabin heater circuit bypass passage (124) between the traction motor circuit supply chamber (121) and the cabin heater circuit passage (123), the internal cabin heater circuit bypass passage (124) bypassing the permanent fluidic connection between the traction motor circuit supply chamber (121) and the cabin heater circuit passage (123) via the motor/heater restrictor element (20). The invention is further directed to an automotive coolant supply system (100) comprising an automotive coolant supply device (10) according to one of the preceding claims, wherein the automotive coolant supply system (100) comprises at least one traction motor coolant circuit (40,50), a traction battery coolant circuit (60), a cabin heater coolant circuit (70), wherein the automotive coolant supply device (10) fluidically connects the at least one traction motor coolant circuit (40,50) and the traction battery coolant circuit (60) and wherein the automotive coolant supply device (10) fluidically connects the at least one traction motor coolant circuit (40,50) and the cabin heater coolant circuit (70).

Description

D E S C R I P T I O N
Automotive coolant supply device and automotive coolant supply system with an automotive coolant supply device
The invention is directed to an automotive coolant supply device and to an automotive coolant supply system with an automotive coolant supply device in particular for a battery electric vehicle.
State-of-the-art battery electric vehicles can be provided with high voltage power systems comprising, for example, a high-voltage traction motor for driving the battery electric vehicle and a high-voltage traction battery as an electrical energy storage. The essential components of the high-voltage power system, in particular the high-voltage traction battery and the high- voltage drive motor are extremely thermally loaded during their operation so that an efficient active cooling system is necessary for avoiding an overheating of the high-voltage power system components. Such a cooling system typically comprises separate cooling circuits for the high-voltage traction battery and the high-voltage drive motor, respectively. Each cooling circuit is provided with coolant circulating within the cooling circuit and thereby dissipating the heat being generated by the high-voltage power system components. An automotive coolant supply device can be applicated to combine several auxiliary components of the cooling circuits, for example pumps or valves, in an assembly unit which can be mounted to the vehicle in one single process step. Additionally, an automotive coolant supply device allows to fluidically connect the cooling circuits to each other, to allow the application of one single coolant expansion reservoir for all cooling circuits.
It is an object of the present invention to create a particularly advantageous automotive coolant supply device and a particularly advantageous automotive coolant supply system with an automotive coolant supply device over the prior art.
This object is achieved by an automotive coolant supply device according to the invention with the features of claim 1.
An automotive coolant supply device according to the invention comprises a coolant supply device body with a traction motor circuit supply chamber and a traction battery circuit supply chamber. The traction motor circuit supply chamber is fluidically connectable to at least one traction motor coolant circuit, for example, to a traction motor coolant circuit of a battery electric vehicle via a traction motor circuit inlet and the traction motor circuit outlet at the automotive coolant supply device. Accordingly, the coolant circulating within the at least one traction motor coolant circuit flows through the traction motor circuit supply chamber.
The coolant supply device body further comprises a cabin heater circuit passage which is fluidically connectable to a cabin heater coolant circuit via a cabin heater circuit inlet and the cabin heater circuit outlet at the automotive coolant supply device. The cabin heater circuit passage therefore defines a part of the cabin heater coolant circuit, wherein the coolant of the cabin heater coolant circuit flows through the cabin heater circuit passage. The cabin heater circuit passage is permanently fluidically connected to the traction motor circuit supply chamber via a motor/heater restrictor element. The motor/heater restrictor element is, compared to the cross-section of the cabin heater circuit passage or to the cross-section of the traction motor circuit supply chamber, preferably a relatively narrow passage, for example, a throttle or an orifice for allowing only a defined and limited coolant exchange of the traction motor coolant within the traction motor circuit supply chamber and of the cabin heater coolant within the cabin heater circuit passage. Depending on the pressure conditions within the cabin heater coolant circuit and the at least one traction motor coolant circuit, the motor/heater restrictor element avoids a relevant coolant exchange between the two coolant circuits. In addition, the motor/heater restrictor element also avoids a relevant heat exchange of the coolant within the traction motor circuit supply chamber and of the coolant within the cabin heater circuit passage so that the temperature levels of each coolant circuit do not substantially affect each other.
The coolant supply device body further comprises a traction battery circuit supply chamber which is fluidically connectable to an external traction battery coolant circuit. As a result, the coolant of the external traction battery coolant circuit flows through the traction battery circuit supply chamber so that the traction battery circuit supply chamber is part of the traction battery coolant circuit. The traction battery circuit supply chamber is further fluidically connected to the traction motor circuit supply chamber via a motor/battery restrictor element. The motor/battery restrictor element as well as the motor/heater restrictor element preferably is a relatively narrow passage, compared to the smallest cross-sectional area of the traction motor circuit supply chamber or to the smallest cross- sectional area of the traction battery circuit supply chamber. For example, the motor/battery restrictor element can be a throttle or an orifice which only allows a defined and relatively small coolant exchange between the traction battery circuit supply chamber and the traction motor circuit supply chamber. Thereby, the motor/battery restrictor element avoids a relevant coolant/heat exchange between the coolant within the traction battery circuit supply chamber and the coolant within the traction motor circuit supply chamber so that the temperature levels of each coolant circuit do not substantially affect each other. As a result, each coolant circuit is provided with an individual temperature level. Thus, the different coolant circuits are fluidically connected to each other within the automotive coolant supply device, but the heat exchange between said coolant circuits via each restrictor element is relatively low which guarantees an individual temperature level for each coolant circuit according to the respective requirements, but also allows, for example, to provide one single coolant expansion reservoir for all fluidically connected coolant circuits.
The coolant supply device body further comprises at least one traction motor circuit coolant pump support flange at the traction motor circuit supply chamber for supporting a traction motor circuit coolant pump. At least one traction motor circuit coolant pump is mounted to the traction motor circuit coolant pump support flange. The traction motor circuit coolant pump support flange is preferably defined such that the pump unit of the traction motor circuit coolant pump is fluidically connected to the traction motor circuit supply chamber. The traction motor circuit coolant pump thereby pumps coolant through the connected traction motor coolant circuit. Preferably, the traction motor circuit coolant pump is arranged such that the pump unit sucks coolant from the traction motor circuit supply chamber via a suction port and pumps the coolant into a traction motor coolant circuit being fluidically connected to a discharge port of the traction motor circuit coolant pump.
The coolant supply device body further comprises a traction battery circuit coolant pump support flange at the traction battery circuit supply chamber, the traction battery circuit coolant pump support flange supporting a traction battery circuit coolant pump which is mounted to the traction battery circuit coolant pump support flange. The traction battery circuit coolant pump support flange is defined such that the traction battery circuit coolant pump is fluidically connected to the traction battery circuit supply chamber for pumping coolant into or out of the traction battery circuit supply chamber so that the traction battery circuit coolant pump pumps coolant through a connectable traction battery coolant circuit.
Preferably, the traction battery circuit coolant pump is arranged such that the pump unit sucks coolant from the traction battery circuit supply chamber via a suction port and pumps the coolant into a traction battery coolant circuit being fluidically connected to a discharge port of the traction battery circuit coolant pump.
The automotive coolant supply device further comprises an internal switching valve for opening and closing an internal cabin heater circuit bypass passage between the traction motor circuit supply chamber and the cabin heater circuit passage. The cabin heater circuit bypass passage is preferably defined by the coolant supply device body and bypasses the permanent fluidic connection between the traction motor circuit supply chamber and the cabin heater circuit passage via the motor/heater restrictor element. The cabin heater circuit bypass passage thereby defines an alternative fluidic connection between the cabin heater coolant circuit and the traction motor coolant circuit without a restrictor element.
If the cabin heater circuit bypass passage is closed by the switching valve, the coolant circulating within the cabin heater coolant circuit flows through the cabin heater circuit passage. The motor/heater restrictor element as a type of pressure barrier forces the coolant to flow directly into the cabin heater coolant circuit so that only a relatively low and negligible volume flow of coolant is exchanged between the cabin heater circuit passage and the traction motor circuit supply chamber.
If the cabin heater circuit bypass passage is opened by the switching valve, a non-restricted and unthrottled fluidic connection between the cabin heater coolant circuit and the traction motor coolant circuit is provided. The motor/heater restrictor element defining a pressure barrier is thereby bypassed so that a relevant coolant exchange between the cabin heater coolant circuit and the traction motor coolant circuit is possible. Accordingly, the coolant does not only circulate within the cabin heater coolant circuit by flowing only through the cabin heater circuit passage, but the coolant of the cabin heater coolant circuit flows via the cabin heater circuit bypass passage into the traction motor circuit supply chamber, where it mixes with the coolant from the traction motor coolant circuit. As a result of the changed pressure conditions, compared to the other valve position of the switching valve, the coolant is forced to flow back from the traction motor circuit supply chamber into the cabin heater circuit passage via the motor/heater restrictor element. The coolant then flows from the cabin heater circuit passage into the cabin heater coolant circuit.
As a result, if the cabin heater circuit bypass passage is closed by the switching valve, the switching valve opens a direct unrestricted fluidic connection through the cabin heater circuit passage between the cabin heater circuit inlet and the cabin heater circuit outlet, whereas, if the cabin heater circuit bypass passage is opened by the switching valve, the cabin heater circuit inlet and the cabin heater circuit outlet are fluidically connected via the cabin heater circuit bypass passage, the traction motor circuit supply chamber, the motor/heater restrictor element and the cabin heater circuit passage.
In a preferred embodiment of the invention, the traction motor circuit supply chamber is fluidically connectable to a second separate traction motor coolant circuit preferably via a second traction motor circuit inlet and a second traction motor circuit outlet. The second traction motor coolant circuit is connected fluidically in parallel with respect to the first traction motor coolant circuit. In addition, the traction motor circuit supply chamber comprises a second traction motor circuit coolant pump support flange at the coolant supply device body for mounting a second traction motor circuit coolant pump. Thereby, two separate traction motor coolant circuits can be supplied, which is, for example, suitable for an all-terrain battery electric vehicle being provided with a four-wheel drive, wherein each driving axle is driven by a separate traction motor.
In a preferred embodiment of the invention, all coolant pump support flanges are arranged substantially in a common coolant pump mounting plane. Thereby, all coolant pump rotational axes are oriented parallel to each other. Furthermore, the coolant pumps are oriented axially in the same direction referring to the coolant pump mounting plane so that all coolant pumps are arranged at the same side of the coolant supply device body. As a result, the accessibility of the automotive coolant supply device and of its components is relatively simple.
In a preferred embodiment of the invention, the internal switching valve is a proportional 3/2-way valve which comprises one inlet and two outlets The inlet is connectable to the cabin heater coolant circuit. The first outlet is fluidically connected to the cabin heater circuit passage, whereas the second outlet is fluidically connected to the cabin heater circuit bypass passage. The valve body of the switching valve switches between two valve positions for fluidically connecting the inlet with either the first or the second outlet so that the coolant of the cabin heater coolant circuit flows either through the cabin heater circuit passage or through the cabin heater circuit bypass passage.
In a preferred embodiment of the invention, the internal switching valve is mounted to a separate mounting structure, wherein the mounting structure is mounted to the coolant supply device body. The mounting structure therefore comprises one inlet being fluidically connectable to the cabin heater coolant circuit and two outlets, wherein the first outlet is fluidically connected to the cabin heater circuit passage and wherein the second outlet is fluidically connected to the cabin heater circuit bypass passage. Furthermore, the mounting structure comprises a valve mounting flange for mounting the switching valve. The application of a separate mounting structure results mainly from simplifying the manufacturing process of the coolant supply device body. However, an advantage of the separate mounting structure is an easy handling and a good mountability.
In a preferred embodiment of the invention, the coolant supply device body is made of plastic which is only made possible by the relatively low temperature levels within each coolant circuit. Preferably, the coolant supply device body is manufactured using an injection moulding process, which allows to realise relatively complex geometries in one single process. The application of a plastic material results in a relatively light-weight and cost-efficient automotive coolant supply device.
The object of the present invention is further achieved by an automotive coolant supply system according to the invention with the features of claim 7.
An automotive coolant supply system according to the invention comprises an automotive coolant supply device according to the invention as described above. Furthermore, the automotive coolant supply system comprises at least one traction motor coolant circuit comprising at least one traction motor, for example, an electric traction motor for driving a battery electric vehicle. The at least one traction motor coolant circuit is fluidically connected to the automotive coolant supply device, in particular to the traction motor circuit supply chamber of the coolant supply device body of the automotive coolant supply device. The circulation of the coolant within the at least one traction motor coolant circuit is provided by the traction motor coolant pump being mounted to the coolant supply device body of the automotive coolant supply device.
Furthermore, the automotive coolant supply system comprises a traction battery coolant circuit comprising at least one traction battery storing electric energy for driving the traction motor and, in addition, for supplying substantially all electrically driven components and systems of a battery electric vehicle. The circulation of the coolant within the traction battery coolant circuit is provided by the traction battery coolant pump being mounted to the coolant supply device body of the automotive coolant supply device. The traction battery coolant circuit and the traction motor coolant circuit are further fluidically connected to each other via the automotive coolant supply device and in particular via the coolant supply device body of the automotive coolant supply device. The fluidic connection between the traction battery coolant circuit and the traction motor coolant circuit is provided by the motor/battery restrictor element being arranged between the traction motor circuit supply chamber and the traction battery circuit supply chamber. As a result, the coolant exchange between both fluidically connected circuits is relatively low so that a relevant coolant and heat exchange between both fluidically connected circuits is avoided.
The automotive coolant supply system further comprises a cabin heater coolant circuit comprising at least one cabin heater for heating the passenger cabin of a battery electric vehicle in particular on relatively cold days with a relatively low outdoor temperature. The cabin heater coolant circuit is fluidically connected to the automotive coolant supply device, in particular the cabin heater coolant circuit is fluidically connected to the cabin heater circuit passage of the coolant supply device body of the automotive coolant supply device. The cabin heater coolant circuit and the at least one traction motor coolant circuits are fluidically connected to each other via the automotive coolant supply device and in particular via the coolant supply device body of the automotive coolant supply device. The fluidic connection between the cabin heater coolant circuit and the traction motor coolant circuit is provided by the motor/heater restrictor element being arranged between the traction motor circuit supply chamber and the cabin heater circuit passage. As a result, the coolant exchange between both fluidically connected circuits is relatively low so that the heat exchange between both fluidically connected circuits is restricted.
The switching valve of the automotive coolant supply device allows to guide the entering coolant of the cabin heater coolant circuit either through the cabin heater circuit passage directly back into the cabin heater coolant circuit or through the cabin heater circuit bypass passage into the traction motor circuit supply chamber where the cabin heater coolant mixes with the coolant of the at least one traction motor. Accordingly, the switching valve allows to connect the cabin heater coolant circuit and the traction motor coolant circuit fluidically in series. Thereby, the cabin heater coolant and the traction motor coolant exchange heat between each other so that the temperature level of the cabin heater coolant circuit influences the temperature level of the at least one traction motor coolant circuit. From the traction motor circuit supply chamber, the coolant flows back via the motor/heater restrictor element between the cabin heater circuit passage and the traction motor circuit supply chamber into the cabin heater circuit passage and then flows back into the cabin heater coolant circuit.
In a preferred embodiment of the invention, the cabin heater coolant circuit comprises an electric heating device for electrically heating the coolant circulating in the cabin heater coolant circuit. The heat of the heated coolant is transferred, for example, by an air-coolant heat exchanger to a bypassing air stream being guided into the passenger cabin of the battery electric vehicle, so that the passenger cabin is heated indirectly by the electric heating device within the coolant circuit. In a preferred embodiment of the invention, the automotive coolant supply system comprises a control module in which is configured to selectively activate the electric heating device of the cabin heater circuit coolant circuit, if the internal fluidic bypass connection of the automotive coolant supply device is opened by the internal switching valve. Thereby, the coolant entering the automotive coolant supply device flows through the cabin heater circuit bypass passage into the traction motor circuit supply chamber and mixes with the coolant of the traction motor coolant circuit. Accordingly, the heated coolant of the cabin heater coolant circuit gives off the heat to the at least one traction motor coolant and thereby heats the traction motor coolant and the at least one traction motor coolant circuit. As a result, the coolant of the at least one traction motor circuit can be heated indirectly by the electric heating device of the cabin heater coolant circuit to help the at least one traction motor to reach its operating temperature more quickly. The electric heating device of the cabin heater coolant circuit provides a type of temperature boost for the traction motor coolant and for the traction motor itself.
In a preferred embodiment of the present invention, the automotive coolant supply system comprises one single coolant expansion reservoir for all coolant circuits. As the at least one traction motor coolant circuit is permanently fluidically connected to both the cabin heater coolant circuit and the traction battery coolant circuit via the coolant supply device body, one single large coolant circuit is defined. As a result, only one single coolant expansion reservoir is needed for the complete system. The coolant expansion reservoir can be directly fluidically connected to every coolant circuit of the automotive coolant supply system. Thereby, the space requirement of the automotive coolant supply system and, in addition, the material costs are relatively low. In a preferred embodiment of the invention, the coolant expansion reservoir is directly fluidically connected to the traction battery coolant circuit. Alternatively, the coolant expansion reservoir can be directly fluidically connected to the traction battery coolant circuit or to the at least one traction motor coolant circuit.
In a preferred embodiment of the invention, the cabin heater coolant circuit comprises a separate external cabin heater circuit coolant pump which pumps the coolant through the cabin heater coolant circuit, i.e., in contrast to the traction battery coolant pump or the traction motor coolant pump, the cabin heater coolant pump is not mounted to the automotive coolant supply device. The externally mounted cabin heater coolant pump thereby allows more flexibility in arranging the cabin heater coolant pump within the vehicle and results in a relatively compact automotive coolant supply device.
In a preferred embodiment of the invention, the traction battery coolant circuit comprises a separate external switching valve for opening and closing an external fluidic bypass connection between the at least one traction motor coolant circuit and the traction battery coolant circuit. The external fluidic bypass connection thereby bypasses the permanent fluidic connection via the motor/battery restrictor element within the automotive coolant supply device between the traction motor circuit supply chamber and traction battery circuit supply chamber. The external switching valve allows to directly fluidically connect the traction battery coolant circuit and the traction motor coolant circuit via an un-restricted fluidic connection so that, compared to the fluidic connection via the motor/battery restrictor element, a significantly larger coolant exchange between both coolant circuits is provided. Analogue to the cabin heater circuit bypass passage, the external bypass connection allows, for example, a heat transfer between the traction motor coolant circuit and the traction battery coolant circuit.
In a preferred embodiment of the invention, the traction battery coolant circuit comprises an external electric battery heating device for electrically heating the coolant circulating in the traction battery coolant circuit. The battery heating device helps the traction battery to reach its operating temperature more quickly which is in particular advantageous on cold days with a relatively low outdoor temperature.
An embodiment of each the automotive coolant supply device and the automotive coolant supply system is described with reference to the enclosed drawings, wherein figure 1 shows an embodiment of an automotive coolant supply device according to the invention in a schematic perspective view, figure 2 shows the automotive coolant supply device of figure 1 in another schematic perspective view, figure 3 shows the coolant supply device body of the automotive coolant supply device of figure 1 in a schematic perspective view, figure 4 shows the automotive coolant supply device of figure 1 in a schematic longitudinal cross-sectional view, wherein the switching valve is in a first valve position, figure 5 shows the automotive coolant supply device of figure 1 in a schematic longitudinal cross-sectional view, wherein the switching valve is in a second valve position, and figure 6 shows an embodiment of an automotive coolant supply system according to the invention with the automotive coolant supply device of figure 1 in a schematic flow diagram.
Figure 1 and figure 2 show an automotive coolant supply device 10 for a battery electric vehicle with two traction motors, a traction battery and a cabin heater. The automotive coolant supply device 10 comprises a plastic coolant supply device body 12 and a plastic valve mounting structure 14 which is mounted to the coolant supply device body 12.
Figure 3 shows the coolant supply device body 12 in detail. The coolant supply device body 12 comprises a first integral traction motor circuit coolant pump support flange 25 and a second integral traction motor circuit coolant pump support flange 26. The first traction motor circuit coolant pump support flange 25 supports a first traction motor circuit coolant pump 41 which is mounted to the coolant supply device body 12 via the first traction motor circuit coolant pump support flange 25. The second traction motor coolant circuit pump support flange 26 supports a second traction motor circuit coolant pump 51 which is mounted to the coolant supply device body 12 via the second traction motor circuit coolant pump support flange 26.
The coolant supply device body 12 further comprises an integral traction battery circuit coolant pump support flange 28 which supports a traction battery circuit coolant pump 61 being mounted to the coolant supply device body 12 via the traction battery circuit coolant pump support flange 28. All coolant pump support flanges 25, 26, 28 are arranged substantially in a common coolant mounting plane MP so that the rotational axes of all mounted coolant pumps 41, 51, 61 are parallel. Furthermore, all coolant pumps 41, 51, 61 being mounted to the coolant supply device body 12 extend with respect to the mounting plane MP into the same spatial direction. The automotive coolant supply device 10 further comprises a switching valve 30 which is a 3/2-way rotational valve being mounted to the valve mounting structure 14.
Figure 4 shows the inside of the automotive coolant supply device 10 and in particular the inside of the coolant supply device body 12. The coolant supply device body 12 comprises a U-shaped traction motor circuit supply chamber 121. The coolant supply device body 12 further comprises a substantially cuboid traction battery circuit supply chamber 122 which is permanently flu id ica I ly connected by a motor/battery restrictor element 21 being defined by a simple circular orifice 23. The orifice 23 is defined by a bore hole in a motor/battery separating wall 125 and is provided with a relatively small diameter compared to the flow cross-section of the traction motor circuit supply chamber 121 or the traction battery circuit supply chamber 122.
The coolant supply device body 12 further comprises a cylindrical cabin heater circuit passage 123 being permanently fluidically connected to the traction motor circuit supply chamber 121 via a motor/heater restrictor element 20 being defined by a simple circular orifice 22. The orifice 22 is defined by a borehole within a motor/heater separating wall 126 being arranged between the cabin heater circuit passage 123 and the traction motor circuit supply chamber 121. The orifice 22 is provided with a relatively small diameter compared to the flow cross-section of the traction motor circuit supply chamber 121 or the cabin heater circuit passage 123.
The coolant supply device body 12 further comprises a cylindrical cabin heater circuit bypass passage 124 which is fluidically connected to the traction motor circuit supply chamber 121. The cabin heater circuit bypass passage 124 and the cabin heater circuit passage 123 are provided with the same diameter, but the permanent fluidic connection between the cabin heater circuit bypass passage 124 and the traction motor circuit supply chamber 121 is not provided with a restrictor element so that the full flow cross-section of the cabin heater circuit bypass passage 124 is opened to the traction motor circuit supply chamber 121.
The traction motor circuit supply chamber 121 is fluidically connectable to two fluidically parallel traction motor coolant circuits 40, 50 which guide the coolant to two separate traction motors of the battery electric vehicle, respectively.
The automotive coolant supply device 10 comprises a traction motor circuit inlet port 121A being fluidically connected to the traction motor circuit supply chamber 121. Through this traction motor circuit inlet port 121A, the coolant enters the traction motor circuit supply chamber 121, for example, from at least one fluidically connected traction motor coolant circuit 40, 50. As shown, for example, in figure 1, the automotive coolant supply device 10 further comprises a first traction motor circuit outlet port 46 being defined by the discharge port of the first traction motor circuit coolant pump 41, wherein the suction port of the first traction motor circuit coolant pump 41 is fluidically connected to the traction motor circuit supply chamber 121 via a first traction motor circuit supply chamber outlet opening 121B, shown in figure 3.
The automotive coolant supply device 10 further comprises a second traction motor circuit outlet port 56 which is defined by the discharge port of the second traction motor circuit coolant pump 51, wherein the suction port of the second traction motor circuit coolant pump 51 is fluidically connected to the traction motor circuit supply chamber 121 via a second traction motor circuit supply chamber outlet opening 121C, shown in figure 3. Both traction motor circuit coolant pumps 41, 51 thereby suck coolant from the traction motor circuit supply chamber 121 and discharge the coolant through the traction motor circuit outlet ports 46, 56, respectively, for example, into fluidically connected traction motor coolant circuits 40, 50.
The automotive coolant supply device 10 comprises a traction battery circuit inlet port 122A being fluidically connected to the traction battery circuit supply chamber 122. Through this traction battery circuit inlet port 122A, the coolant enters the traction battery circuit supply chamber 122. The automotive coolant supply device 10 further comprises a traction battery circuit outlet port 66 which is defined by the discharge port of the traction battery circuit coolant pump 61, wherein the suction port of the traction battery circuit coolant pump 61 is fluidically connected to the traction battery circuit supply chamber 122 by a traction battery circuit supply chamber outlet opening 122B. The traction battery circuit coolant pump 61 thereby sucks coolant from the traction battery circuit supply chamber 122 and discharges the coolant through the traction battery circuit outlet port 66, for example, into a connected traction battery coolant circuit 60.
The automotive coolant supply device 10 comprises a cabin heater circuit inlet port 123A which defines the substantially cylindrical valve inlet channel 141 of the switching valve 30 within the valve mounting structure 14, shown in figure 4. Through this valve inlet channel 141, the coolant of, for example, a cabin heater coolant circuit 70 with an external cabin heater coolant pump 71 enters the valve mounting structure 14. The automotive coolant supply device 10 further comprises a cabin heater circuit outlet port 76 which is fluidically connected to the cabin heater circuit passage 123 via a cabin heater circuit passage outlet opening 123B. The cabin heater circuit passage 123 is fluidically connected to the switching valve 30 via a first substantially cylindrical valve outlet channel 142 of the same diameter as the cabin heater circuit passage 123. The cabin heater circuit bypass passage 124 is fluid ically connected to the switching valve 30 via a second substantially cylindrical valve outlet channel 143 of the same diameter as the cabin heater circuit bypass passage 124.
If the switching valve 30 is in a first valve position, shown in figure 4, a valve body 31 blocks the second valve outlet channel 143 and thereby closes the cabin heater circuit bypass passage 124. Additionally, the valve body 31 opens the first valve outlet channel 142 so that the entering coolant flows from the valve inlet channel 141 through the switching valve 30 and through the first valve outlet channel 142 into the cabin heater circuit passage 123. The orifice 22 between the cabin heater circuit passage 123 and the traction motor circuit supply chamber 121 has a significantly smaller diameter than the cabin heater circuit passage outlet opening 123B so that the orifice 22 defines a type of flow resistance. According to the pressure conditions within the cabin heater coolant circuit 70, the orifice 22 defines a type of pressure barrier for the coolant which forces the coolant to flow through the cabin heater circuit passage outlet opening 123B through the cabin heater circuit outlet port 76 into the flu id ically connected cabin heater coolant circuit 70. A relevant coolant flow from the cabin heater circuit passage 123 to the traction motor circuit supply chamber 121 via the orifice 22 is thereby avoided.
If the switching valve is in a second valve position, which is shown in figure 5, the valve body 31 blocks the first valve outlet channel 142 and opens the second valve outlet channel 143 so that the coolant, which is entering the valve mounting structure 14, flows through the switching valve 30, through the second valve outlet channel 143 and through the cabin heater circuit bypass passage 124 into the traction motor circuit supply chamber 121. The coolant thereby bypasses the motor/heater restrictor element 20 so that the full cabin heater coolant flow enters the traction motor circuit supply chamber 121. Within the traction motor circuit supply chamber 121 the cabin heater coolant flow mixes with the coolant of the two traction motor coolant circuits 40, 50. As a result of the coolant flow entering the automotive coolant supply device 10 through the cabin heater circuit inlet port 123A, an underpressure is provided at the cabin heater circuit passage outlet opening 123B which forces coolant from the traction motor circuit supply chamber 121 to flow through the orifice 22 into the cabin heater circuit passage 123 and then through the cabin heater circuit passage outlet opening 123B into the cabin heater coolant circuit 70.
Accordingly, if the cabin heater circuit bypass passage 124 is open, the cabin heater coolant completely flows through the traction motor circuit supply chamber 121 and through the orifice 22, whereas, if the cabin heater circuit passage 123 is open, the cabin heater coolant flows directly through the cabin heater circuit passage outlet opening 123B back into the cabin heater coolant circuit without entering the traction motor circuit supply chamber 121 through the orifice 22.
Figure 6 shows an automotive coolant supply system 100 for a battery electric vehicle with two electric traction motors 42, 52, a traction battery 62 and a cabin heater 72. The automotive coolant supply system 100 comprises the automotive coolant supply system 10, shown in figures 1-5. Furthermore, the automotive coolant supply system 100 comprises a first traction motor coolant circuit 44 for supplying the first traction motor 42 of the battery electric vehicle with coolant. The coolant is pumped through the traction motor coolant circuit 40 by the traction motor circuit coolant pump 41 of the automotive coolant supply device 10. The first traction motor coolant circuit 40 is fluidically connected to the automotive coolant supply device 10, in particular to the traction motor circuit supply chamber 121 via a traction motor circuit inlet port 121A and a traction motor circuit outlet port 46. The first traction motor circuit coolant pump 41 sucks coolant from the traction motor circuit supply chamber 121 and pumps the coolant through the traction motor circuit outlet port 46 to the downstream first traction motor 42 which, for example, is cooled by the coolant. The coolant then flows through the traction motor coolant circuit 40 back into the traction motor circuit supply chamber 121 via the traction motor circuit inlet port 121A.
A second traction motor coolant circuit 50 supplies the second traction motor 52 with coolant. The coolant is pumped through the second traction motor coolant circuit 50 by the second traction motor circuit coolant pump 51 of the automotive coolant supply device 10. The second traction motor coolant circuit 50 is fluidically connected to the automotive coolant supply device 10, in particular to the traction motor circuit supply chamber 121 via the traction motor circuit inlet port 121A. As the first traction motor circuit coolant pump 41 does, the second traction motor circuit coolant pump 51 sucks coolant from the traction motor circuit supply chamber 121 and pumps the coolant through the second traction motor circuit outlet port 56 to the downstream second traction motor 52. Downstream of the first traction motor 42 and the second traction motor 52, the first traction motor coolant circuit 40 and the second traction motor coolant circuit 50 are combined, i.e., the first traction motor coolant circuit 40 and the second traction motor coolant circuit 50 are fluidically connected to each other and are thereby arranged fluidically parallel.
As a result, both traction motor coolant circuits 40, 50 define a large traction motor coolant circuit which is split within the automotive coolant supply device 10 into two fluidically parallel traction motor coolant circuits 40, 50 which are downstream of both traction motors 42, 52 combined into one backflow line 44 which leads back to the traction motor circuit inlet port 121A via a three-way traction motor circuit switching valve 47 and a cooler 48. The traction motor circuit switching valve 47 opens and closes a cooler bypass line 49 which bypasses the cooler 48 of the traction motor coolant circuits 40, 50. Depending on the temperature of the traction motor coolant, the coolant is guided either through the cooler 48 for reducing its temperature or through the cooler bypass line 49 for maintaining its temperature.
The automotive coolant supply system 100 further comprises a traction battery coolant circuit 60 for supplying a traction battery 62 of a battery electric vehicle with coolant. The traction battery 62 stores electric energy for driving the traction motors 42, 52 of the battery electric vehicle. The traction battery coolant circuit 60 is flu id ically connected to the automotive coolant supply device 10 via the traction battery circuit inlet port 122A and via the traction battery circuit outlet port 66. In particular, the traction battery coolant circuit 60 is fluidically connected to the traction battery circuit supply chamber 122. Furthermore, the traction battery coolant circuit 60 is fluidically connected to the traction motor coolant circuits 40, 50 via the motor/battery restrictor element 22 within the automotive coolant supply device 10. Via the traction battery circuit inlet port 122A, the traction battery coolant enters the traction battery circuit supply chamber 122. The traction battery circuit coolant pump 61 is fluidically connected to the traction battery circuit supply chamber 122 via the traction battery circuit supply chamber outlet opening 122B, wherein the traction battery circuit coolant pump 61 sucks coolant from the traction battery circuit supply chamber 122 and discharges the coolant through the traction battery circuit outlet port 66 into the traction battery coolant circuit 60.
The traction battery coolant circuit 60 further comprises an electric heating device 65 being arranged downstream of the traction battery circuit coolant pump 61 and upstream of the traction battery 62. The electric heating device 65 allows to heat the coolant before entering the traction battery 62. Thereby, the electric heating device 65 helps the traction battery 62 to reach its operating temperature more quickly, if needed. A three-way traction battery switching valve 63 is arranged downstream of the traction battery 62. The traction battery switching valve 63 opens and closes a fluidic bypass connection 630 to the backflow line 44 of the traction motor coolant circuits 40, 50.
If the fluidic bypass connection 630 is opened, the coolant flows from the traction battery coolant circuit 60 through the fluidic bypass connection 630 into the traction motor coolant circuits 40, 50. The coolant thereby bypasses the motor/battery restrictor element 21 which restricts a relevant coolant exchange between the traction battery coolant circuit 60 and the traction motor coolant circuits 40, 50 within the automotive coolant supply device 10. As a result of the changed pressure conditions between the traction motor coolant circuits 40, 50 and the traction battery coolant circuit 60 caused by opening the fluidic bypass connection 630, the coolant flows via the motor/battery restrictor element 21 back from the traction motor coolant circuits 40, 52 the traction battery coolant circuit 60.
If the fluidic bypass connection 630 is closed, the coolant flows back to the automotive coolant supply device 10 through a cooler 68 which reduces the coolant temperature. As the traction battery coolant circuit 60 is substantially a closed circuit, i.e., is not flu id ica lly connected to the traction motor coolant circuits 40, 50 via the connection line 630, the coolant does not flow from the traction battery circuit supply chamber 122 into the traction motor circuit supply chamber 121 via the motor/battery restrictor element 21.
The traction battery coolant circuit 60 further comprises a coolant expansion reservoir 80 for compensating the volume change of the coolant depending on its temperature. The automotive coolant supply system 100 further comprises a cabin heater coolant circuit 70 being fluidically connected to the automotive coolant supply device 10 via the cabin heater circuit inlet port 123A and via the cabin heater circuit outlet port 76. The cabin heater coolant circuit 70 comprises a separate external cabin heater circuit coolant pump 71 which is arranged downstream of the cabin heater circuit outlet port 76. The cabin heater circuit coolant pump 71 sucks coolant from the cabin heater circuit passage 123 through the cabin heater circuit passage outlet opening 123B. The cabin heater coolant circuit 70 supplies a cabin heater 72 of the battery electric vehicle with coolant. The cabin heater 72, which is preferably an air-coolant heat exchanger, uses the heat of the coolant for regulating the temperature of the passenger cabin of the battery electric vehicle. The cabin heater 72 is preferably arranged downstream of the cabin heater circuit coolant pump 71.
The cabin heater coolant circuit 70 further comprises an electric heating device 75 for heating the cabin heater coolant. The electric heating device 75 is arranged downstream of the cabin heater 72. The electric heating device 75 allows to heat the coolant of the cabin heater coolant circuit 70 to increase the temperature within the passenger cabin of the battery electric vehicle.
The automotive coolant supply system 100 further comprises a control module 90 which is configured to selectively activate the electric heating device 75 of the cabin heater coolant circuit 70 if the internal cabin heater circuit bypass passage 124 of the automotive coolant supply device 10 is open. Thereby, the heated coolant flows from the cabin heater coolant circuit 70 via the switching valve 30 and the cabin heater circuit bypass passage 124 of the automotive coolant supply device 10 into the traction motor circuit supply chamber 121, where the entering heated coolant mixes with the coolant of the traction motor coolant circuits 40, 50. The changed pressure conditions being caused by opening the cabin heater circuit bypass passage 124 forces the coolant to flow from the traction motor circuit supply chamber 121 via the motor/heater restrictor element 20 into the cabin heater circuit passage 123. The heated coolant from the cabin heater coolant circuit 70 thereby passes the suction zones of both traction motor circuit coolant pumps 41, 51 so that the heated coolant is pumped into both traction motor coolant circuits 40, 50, whereas cold coolant, which is circulating within the traction motor circuit supply chamber 121 adjacent to the motor/heater restrictor element 20, flows into the cabin heater circuit passage 123 and then flows back into the cabin heater coolant circuit 70.
As a result, the electric heating device 75 of the cabin heater coolant circuit 70 helps the traction motors 42, 52 to reach their operating temperatures more quickly, if the traction motors 42, 52 need an additional heating boost, for example, on cold winter days. If the heating function of the traction motors 42, 52 is activated, the connection line 630 between the traction battery coolant circuit 60 and the traction motor coolant circuits 40, 50 should be closed to avoid a coolant flow from the traction motor circuit supply chamber 121 to the traction battery circuit supply chamber 122. Furthermore, the cooler bypass line 49 should be opened to avoid a cooling of the coolant before the traction motors 42, 52 reach their operating temperature.
As a result of the fluidic connection of all coolant circuits 40, 50, 60, 70 via the automotive coolant supply device 10, the single coolant expansion reservoir 80 compensates volume changes of the coolant of all coolant circuits 40, 50, 60, 70 so that only one single coolant expansion reservoir 80 is needed for the automotive coolant supply system 100.

Claims

C L A I M S tomotive coolant supply device (10) comprising:
- a coolant supply device body (12), with
• a traction motor circuit supply chamber (121) being flu id ically connectable to at least one external traction motor coolant circuit (40,50),
• a cabin heater circuit passage (123) being permanently fluidically connected to the traction motor circuit supply chamber (121) via a motor/heater restrictor element (20), the cabin heater circuit passage (123) being fluidically connectable to an external cabin heater coolant circuit (70),
• a traction battery circuit supply chamber (122) being fluidically connectable to an external traction battery coolant circuit (60), wherein the traction battery circuit supply chamber (122) is permanently fluidically connected to the traction motor circuit supply chamber (121) via a motor/battery restrictor element (21),
• at least one traction motor circuit coolant pump support flange (25) at the traction motor circuit supply chamber (121),
• a traction battery circuit coolant pump support flange (28) at the traction battery circuit supply chamber (122),
- at least one traction motor circuit coolant pump (41) being mounted to the traction motor circuit coolant pump support flange (25) at the traction motor circuit supply chamber (121),
- a traction battery circuit coolant pump (61) being mounted to the traction battery circuit coolant pump support flange (28) at the traction battery circuit supply chamber (122),
- an internal switching valve (30) for opening and closing an internal cabin heater circuit bypass passage (124) between the traction motor circuit supply chamber (121) and the cabin heater circuit passage (123), the internal cabin heater circuit bypass passage (124) bypassing the permanent fluidic connection between the traction motor circuit supply chamber (121) and the cabin heater circuit passage (123) via the motor/heater restrictor element (20). Automotive coolant supply device (10) according to claim 1, wherein the traction motor circuit supply chamber (121) is fluidically connectable to a second separate traction motor coolant circuit (50), the traction motor circuit supply chamber (121) in addition comprising a second coolant pump support flange (26) for mounting a second traction circuit coolant pump (51). Automotive coolant supply device (10) according to claim 1 or 2, wherein all coolant pump support flanges (25,26,28) are arranged substantially in a common coolant pump mounting plane (MP). Automotive coolant supply device (10) according to one of the preceding claims, wherein the internal switching valve (30) is a proportional 3/2-way valve (31). Automotive coolant supply device (10) according to one of the preceding claims, wherein the internal switching valve (30) is mounted to a separate mounting structure (14) being mounted to the coolant supply device body (12). Automotive coolant supply device (10) according to one of the preceding claims, wherein the coolant supply device body (12) is made of plastic. Automotive coolant supply system (100) comprising an automotive coolant supply device (10) according to one of the preceding claims, wherein the automotive coolant supply system (100) comprises:
- at least one traction motor coolant circuit (40,50),
- a traction battery coolant circuit (60),
- a cabin heater coolant circuit (70), wherein the automotive coolant supply device (10) fluid ically connects the at least one traction motor coolant circuit (40,50) and the traction battery coolant circuit (60) and wherein the automotive coolant supply device (10) flu id ica lly connects the at least one traction motor coolant circuit (40,50) and the cabin heater coolant circuit (70). Automotive coolant supply system (100) according to claim 7, wherein the cabin heater coolant circuit (70) comprises an electric heating device (75) for electrically heating the coolant circulating in the cabin heater coolant circuit (70). Automotive coolant supply system (100) according to claim 8, wherein, the automotive coolant supply system comprises a control module (90) being configured to activate the electric heating device (75) of the cabin heater coolant circuit (70), if the cabin heater circuit bypass passage (124) of the automotive coolant supply device (10) is opened by the internal switching valve (30), so that heated coolant of the cabin heater coolant circuit (70) flows into the traction motor circuit supply chamber (121) thereby heating the coolant of the at least one traction motor coolant circuit (40,50). Automotive coolant supply system (100) according to one of the claims 7-9, wherein the automotive coolant supply system (100) comprises one single coolant expansion reservoir (80) for all coolant circuits (40,50,60,70). Automotive coolant supply system (100) according to one of the claims 7-10, wherein the coolant expansion reservoir (80) is directly fluidically connected to the traction battery coolant circuit (60). Automotive coolant supply system (100) according to one of the claims 7-11, wherein the cabin heater coolant circuit (70) comprises a separate external cabin heater circuit coolant pump (71). Automotive coolant supply system (100) according to one of the claims 7-12, wherein the traction battery coolant circuit (60) comprises a separate external switching valve (63) for opening and closing an external fluidic bypass connection (630) between the at least one traction motor coolant circuit (40,50) and the traction battery coolant circuit (60), the external fluidic bypass connection (630) bypassing the permanent fluidic connection via the motor/battery restrictor element (21) within the automotive coolant supply device (10) between the traction motor circuit supply chamber (121) and the traction battery circuit supply chamber (122). Automotive coolant supply system (100) according to one of the claims 7-13, wherein the traction battery coolant circuit (60) comprises an external electric heating device (65) for electrically heating the coolant circulating in the traction battery coolant circuit (60).
PCT/EP2022/063328 2022-05-17 2022-05-17 Automotive coolant supply device and automotive coolant supply system with an automotive coolant supply device WO2023222202A1 (en)

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PCT/EP2022/063328 WO2023222202A1 (en) 2022-05-17 2022-05-17 Automotive coolant supply device and automotive coolant supply system with an automotive coolant supply device

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PCT/EP2022/063328 WO2023222202A1 (en) 2022-05-17 2022-05-17 Automotive coolant supply device and automotive coolant supply system with an automotive coolant supply device

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20210053415A1 (en) * 2019-08-19 2021-02-25 Hyundai Motor Company Integrated thermal management module for vehicle
EP3885169A1 (en) * 2019-09-02 2021-09-29 Guangdong Xiaopeng Motors Technology Co., Ltd. Integrated expansion kettle for electric car, and electric car
EP3925814A2 (en) * 2021-06-16 2021-12-22 Guangzhou Xiaopeng Motors Technology Co., Ltd. Thermal management system, control method therefor, and vehicle
CN113829857A (en) * 2021-09-27 2021-12-24 浙江吉利控股集团有限公司 Electric vehicle and heat manager thereof

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20210053415A1 (en) * 2019-08-19 2021-02-25 Hyundai Motor Company Integrated thermal management module for vehicle
EP3885169A1 (en) * 2019-09-02 2021-09-29 Guangdong Xiaopeng Motors Technology Co., Ltd. Integrated expansion kettle for electric car, and electric car
EP3925814A2 (en) * 2021-06-16 2021-12-22 Guangzhou Xiaopeng Motors Technology Co., Ltd. Thermal management system, control method therefor, and vehicle
CN113829857A (en) * 2021-09-27 2021-12-24 浙江吉利控股集团有限公司 Electric vehicle and heat manager thereof

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