WO2024017733A1 - Véhicule automobile équipé d'un dispositif de régulation de température - Google Patents

Véhicule automobile équipé d'un dispositif de régulation de température Download PDF

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Publication number
WO2024017733A1
WO2024017733A1 PCT/EP2023/069313 EP2023069313W WO2024017733A1 WO 2024017733 A1 WO2024017733 A1 WO 2024017733A1 EP 2023069313 W EP2023069313 W EP 2023069313W WO 2024017733 A1 WO2024017733 A1 WO 2024017733A1
Authority
WO
WIPO (PCT)
Prior art keywords
heat exchanger
tube bundle
bundle heat
motor vehicle
tempered
Prior art date
Application number
PCT/EP2023/069313
Other languages
German (de)
English (en)
Inventor
Alexander Schydlo
Marcus Stein
Bernhard Weiss
Original Assignee
Man Truck & Bus Se
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 Man Truck & Bus Se filed Critical Man Truck & Bus Se
Publication of WO2024017733A1 publication Critical patent/WO2024017733A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
    • F28D7/00—Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall
    • F28D7/0066—Multi-circuit heat-exchangers, e.g. integrating different heat exchange sections in the same unit or heat-exchangers for more than two fluids
    • F28D7/0083—Multi-circuit heat-exchangers, e.g. integrating different heat exchange sections in the same unit or heat-exchangers for more than two fluids with units having particular arrangement relative to a supplementary heat exchange medium, e.g. with interleaved units or with adjacent units arranged in common flow of supplementary heat exchange medium
    • F28D7/0091—Multi-circuit heat-exchangers, e.g. integrating different heat exchange sections in the same unit or heat-exchangers for more than two fluids with units having particular arrangement relative to a supplementary heat exchange medium, e.g. with interleaved units or with adjacent units arranged in common flow of supplementary heat exchange medium the supplementary medium flowing in series through the units
    • 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
    • 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
    • B60K11/04—Arrangement or mounting of radiators, radiator shutters, or radiator blinds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
    • F28D7/00—Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall
    • F28D7/16—Heat-exchange apparatus having stationary tubular conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall the conduits being arranged in parallel spaced relation
    • 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
    • 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
    • B60K11/08—Air inlets for cooling; Shutters or blinds therefor
    • 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
    • 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
    • B60K2001/005—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units the electric storage means
    • 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
    • B60K2001/006—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units the electric motors
    • 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
    • B60K2001/008—Arrangement or mounting of electrical propulsion units with means for heating the electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/14—Trucks; Load vehicles, Busses
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
    • F28D21/00—Heat-exchange apparatus not covered by any of the groups F28D1/00 - F28D20/00
    • F28D2021/0019—Other heat exchangers for particular applications; Heat exchange systems not otherwise provided for
    • F28D2021/0028—Other heat exchangers for particular applications; Heat exchange systems not otherwise provided for for cooling heat generating elements, e.g. for cooling electronic components or electric devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F28—HEAT EXCHANGE IN GENERAL
    • F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
    • F28D21/00—Heat-exchange apparatus not covered by any of the groups F28D1/00 - F28D20/00
    • F28D2021/0019—Other heat exchangers for particular applications; Heat exchange systems not otherwise provided for
    • F28D2021/008—Other heat exchangers for particular applications; Heat exchange systems not otherwise provided for for vehicles

Definitions

  • the invention relates to a motor vehicle having a first component to be tempered and a second component to be tempered.
  • components of motor vehicles are often cooled via a radiator mounted in the front area of the motor vehicle.
  • the cooler is, for example, flowed around by an air flow generated by the wind, as a result of which heat is removed from a cooling fluid flowing in the cooler.
  • the cooled cooling fluid is supplied to the components to be tempered in order to remove heat from them.
  • coolers In order to be able to provide the required cooling performance, known coolers require a comparatively large surface area around which air can flow. Accordingly, they take up a comparatively large amount of installation space, usually in the already densely built-up front area of the motor vehicle (e.g. behind a radiator grille) due to the favorable flow conditions caused by the wind. Accordingly, openings through which outside air flows to the cooler must also be made over a comparatively large area. This leads to an increase in the air resistance of the motor vehicle (e.g. its drag coefficient), which has a disadvantageous effect on energy consumption.
  • Such a structure is shown, for example, in EP 2 206 638 A1.
  • the invention is based on the object of providing an improved technology for temperature control of components of the motor vehicle, particularly with regard to the required installation space, the overall weight and the aerodynamics of the motor vehicle.
  • One aspect relates to a motor vehicle, preferably an electrically powered motor vehicle and/or a (e.g. electrically powered) commercial vehicle (e.g. truck or bus).
  • a motor vehicle preferably an electrically powered motor vehicle and/or a (e.g. electrically powered) commercial vehicle (e.g. truck or bus).
  • the motor vehicle has a first component to be tempered, a second component to be tempered and a temperature control device.
  • the temperature control device has a first fluid circuit for conducting a first temperature control fluid and a second fluid circuit for conducting a second temperature control fluid.
  • the first fluid circuit is a first cooling circuit.
  • the second fluid circuit is a second cooling circuit.
  • the first fluid circuit has a first tube bundle heat exchanger, which is arranged for outside air to flow through.
  • the first tube bundle heat exchanger is designed for heat transfer between the outside air flowing through the first tube bundle heat exchanger and the first temperature control fluid.
  • the second fluid circuit has a second tube bundle heat exchanger, which is arranged for outside air to flow through.
  • the second tube bundle heat exchanger is designed for heat transfer between the outside air flowing through the second tube bundle heat exchanger and the second temperature control fluid.
  • An advantage of the invention may be that, through the use of tube bundle heat exchangers, the temperature control device is not tied to positioning in the already densely installed front area of the motor vehicle, but rather can be provided in less densely installed locations in the motor vehicle, in particular close to the components to be tempered .
  • This has advantages, for example with regard to the packaging of the motor vehicle.
  • a further advantage of the invention can lie in a reduction in the open outer surface of the motor vehicle required for air to flow into the tube bundle heat exchanger. This has a particularly advantageous effect on the air resistance of the motor vehicle. The range of the motor vehicle is thereby increased.
  • the presence of two separate fluid circuits also enables a temperature control device that is independent of one another and can be better tailored to the respective needs of the components to be tempered. This can reduce overall technical effort and increase energy efficiency.
  • the second tube bundle heat exchanger can be arranged downstream of the first tube bundle heat exchanger.
  • the first tube bundle heat exchanger and the second tube bundle heat exchanger are fluidly connected by means of an air duct.
  • the first tube bundle heat exchanger and the second tube bundle heat exchanger can be connected in series. This can be particularly advantageous if, for example, the first component to be tempered has a higher cooling requirement than the second component to be tempered.
  • the first tube bundle heat exchanger can be supplied with even cooler air upstream, while the second tube bundle heat exchanger can be supplied with already lower air Cooling requirement that is supplied downstream compared to warmer air.
  • the first component to be tempered has, for example, a higher heating requirement than the second component to be tempered.
  • the first tube bundle heat exchanger can be supplied with air that is even warmer upstream, while the second tube bundle heat exchanger, which already has a lower heating requirement, is supplied with air that is cooler in comparison downstream.
  • the motor vehicle can have an air conveying device for conveying outside air.
  • the air delivery device is arranged upstream of the first tube bundle heat exchanger.
  • the air delivery device can also be arranged downstream of the second tube bundle heat exchanger.
  • the motor vehicle can have a common air inlet which fluidly connects both the first tube bundle heat exchanger and the second tube bundle heat exchanger to an external area surrounding the motor vehicle.
  • the common air inlet is preferably funnel-shaped.
  • the common air inlet can also be designed in the shape of a cone, cone, tetrahedron, pyramid or blade.
  • the common air inlet can also have any other shape suitable for admitting outside air.
  • the motor vehicle can have a first air inlet, which fluidly connects the first tube bundle heat exchanger to an outdoor area surrounding the motor vehicle.
  • the motor vehicle can have a second air inlet, which fluidly connects the second tube bundle heat exchanger to the outside area surrounding the motor vehicle.
  • the first air inlet and/or the second air inlet is funnel-shaped.
  • the first air inlet and/or the second air inlet can also be designed in the shape of a cone, cone, tetrahedron, pyramid or blade.
  • the first air inlet and/or the second air inlet can also have any other shape suitable for admitting outside air.
  • the first tube bundle heat exchanger and the second tube bundle heat exchanger are fluidly arranged parallel to one another.
  • the first tube bundle heat exchanger and the second tube bundle heat exchanger can be designed to conduct outside air in lines arranged fluidly in parallel.
  • the motor vehicle can travel upstream or downstream Towards the first tube bundle heat exchanger and the second tube bundle heat exchanger have a manifold from which several lines branch off or into which several lines open.
  • the first tube bundle heat exchanger and the second tube bundle heat exchanger can each be arranged in a different one of these lines.
  • separate air flows are supplied to the first tube bundle heat exchanger and the second tube bundle heat exchanger, which can increase the temperature control output that can be transferred in each case.
  • the motor vehicle can have a first air conveying device (e.g. a blower) for conveying the outside air flowing through the first tube bundle heat exchanger.
  • a first air conveying device e.g. a blower
  • the first air delivery device is arranged upstream or downstream of the first tube bundle heat exchanger.
  • the motor vehicle can have a second air conveying device (e.g. a blower) for conveying the outside air flowing through the first tube bundle heat exchanger.
  • a second air conveying device e.g. a blower
  • the second air delivery device is arranged upstream or downstream of the second tube bundle heat exchanger.
  • the common air inlet and/or the first air inlet and/or the second air inlet may be arranged at a front or rear of the motor vehicle. With regard to an inflow with wind, this represents a particularly favorable positioning of the air inlets. This means that the ram air effect can be used to convey air through the tube bundle heat exchanger, which increases the energy efficiency of the temperature control device.
  • the common air inlet and/or the first air inlet and/or the second air inlet can be arranged on a longitudinal outside of the motor vehicle. This reduces the open area in the front area of the motor vehicle, which offers advantages in terms of the air resistance of the motor vehicle. Furthermore, this design of the air inlets can be advantageous if the temperature control device should be located directly near the component to be tempered, e.g. B. near the E-axis. This “modularity” of the cooling system can enable a reduction in the complexity of the routing of the first fluid circuit and the second fluid circuit in the motor vehicle.
  • the common air inlet and/or the first air inlet and/or the second air inlet can be arranged on an underbody of the motor vehicle. This can represent an aerodynamically favorable positioning of the air inlets, particularly in a motor vehicle with high ground clearance.
  • the at least one air inlet can be arranged on a top side of the motor vehicle. This means that particularly clean air is supplied to the tube bundle heat exchangers, which can reduce contamination of the tube bundle heat exchangers.
  • the at least one air inlet can be arranged in spatial proximity to the component to be tempered.
  • the motor vehicle can have a waste heat utilization device which is arranged downstream of the first tube bundle heat exchanger with respect to the outside air flowing through the first tube bundle heat exchanger.
  • the waste heat utilization device is arranged downstream of the second tube bundle heat exchanger with respect to the outside air flowing through the second tube bundle heat exchanger.
  • the waste heat utilization device is designed to utilize waste heat from the heat given off to the outside air by the first tube bundle heat exchanger and/or by the second tube bundle heat exchanger.
  • the waste heat utilization device is preferably designed for interior heating.
  • the waste heat utilization device is, for example, a temperature control device for a (e.g. traction) battery and/or e-components.
  • the waste heat is used in heat storage processes, in desorption processes in cold generation and also as useful heat for structures on the loading area. This makes advantageous use of the otherwise unused waste heat, which can increase the energy efficiency of the motor vehicle.
  • the first component to be tempered can have a normal operating temperature that is higher or lower than a normal operating temperature of the second component to be tempered.
  • the normal operating temperature of the first component to be tempered is in one of 20 ° C to 30 ° C, from 30 ° C to 55 ° C and from 55 ° C to 75 °
  • the normal operating temperature of the second component to be tempered is in another of 20 ° C to 30°C, from 30°C to 55°C and from 55°C to 75°C.
  • the respective fluid circuits can thus be better tailored to the respective temperature requirements of the respective component to be tempered.
  • the first component to be tempered can be designed as one of an electric drive unit, an inverter and a (e.g. traction) battery and the second component to be tempered can be designed as another one of the electric drive unit, the Inverter and the (e.g. traction) battery. This allows the first fluid circuit and the second fluid circuit to be better tailored to the respective temperature control requirements.
  • the first tube bundle heat exchanger can be arranged adjacent to the first component to be tempered. In other words, the first tube bundle heat exchanger can be arranged in spatial proximity to the first component to be tempered.
  • the second tube bundle heat exchanger can be arranged adjacent to the second component to be tempered. In other words, the second tube bundle heat exchanger can be arranged in spatial proximity to the second component to be tempered.
  • the first tube bundle heat exchanger and/or the second tube bundle heat exchanger can be arranged below or substantially at the same height as a frame structure, a chassis or a ladder frame of the motor vehicle.
  • installation space can be saved in the high front area, which has an advantageous effect on the packaging of the motor vehicle.
  • the center of gravity of the motor vehicle can thereby advantageously move towards the road.
  • the first tube bundle heat exchanger and/or the second tube bundle heat exchanger can be arranged in a front area of the motor vehicle. Furthermore, the first tube bundle heat exchanger and/or the second tube bundle heat exchanger can be aligned in a horizontal or approximately horizontal installation position. Preferably, the first tube bundle heat exchanger and the second tube bundle heat exchanger are arranged parallel to one another. This means that a lower overall height can be achieved compared to conventional coolers. Furthermore, the freed-up space in the motor vehicle can be used for other purposes, for example for additional battery modules, or can be saved entirely. Alternatively, the first tube bundle heat exchanger and/or the second tube bundle heat exchanger can be aligned in a vertical or approximately vertical installation position, e.g. B.
  • the first tube bundle heat exchanger and the second tube bundle heat exchanger are arranged parallel to one another.
  • the present technology can be easily implemented in existing driver's cabs, etc., in which the cooler package can previously also be vertically aligned and arranged in the front area.
  • the motor vehicle can be designed as a driverless, autonomous motor vehicle.
  • the motor vehicle preferably has a windshield mounted in a front area of the motor vehicle. Since driverless, autonomous motor vehicles are usually designed without complicated frame parts and/or suspensions, the temperature control device can be positioned in the floor area of the motor vehicle in this way without sacrificing the transferable temperature control performance.
  • the first tube bundle heat exchanger and/or the second tube bundle heat exchanger can each have a tube bundle with a number of tubes >100, >500, >1000, >2000, >3000, >4000 or >5000 tubes.
  • the tubes are aluminum tubes or plastic tubes. This can advantageously increase the transferable temperature control performance.
  • the motor vehicle can have a third component to be tempered.
  • the temperature control device can further comprise a third fluid circuit for carrying a third temperature control fluid.
  • the third fluid circuit is preferably a cooling circuit.
  • the third fluid circuit can have a third tube bundle heat exchanger, which is arranged for outside air to flow through and is designed for heat transfer between the outside air flowing through the third tube bundle heat exchanger and the third temperature control fluid.
  • the third fluid circuit can be connected to the third component to be tempered in a heat-transferring manner.
  • the third tube bundle heat exchanger can be arranged downstream of the second tube bundle heat exchanger.
  • the second tube bundle heat exchanger and the third tube bundle heat exchanger are fluidly connected by means of an air duct.
  • the motor vehicle can have a third air inlet, which fluidly connects the third tube bundle heat exchanger to the outside area surrounding the motor vehicle.
  • the third component to be tempered have a normal operating temperature that is higher or lower than a normal operating temperature of the first component to be tempered and / or than a normal operating temperature of the second component to be tempered.
  • the normal operating temperature of the third component to be tempered is from 20°C to 30°C, from 30°C to 55°C and from 55°C to 75°C.
  • the third component to be tempered can be designed as one of an electric drive unit, an inverter and a (e.g. traction) battery.
  • the third tube bundle heat exchanger can be arranged adjacent to the third component to be tempered.
  • the third tube bundle heat exchanger can be aligned in a horizontal or approximately horizontal installation position.
  • the third tube bundle heat exchanger can be aligned in a vertical or approximately vertical installation position.
  • the first tube bundle heat exchanger, the second tube bundle heat exchanger and the third tube bundle heat exchanger can be arranged parallel to one another.
  • the third tube bundle heat exchanger can each have a tube bundle with a number of tubes >100, >500, >1000, >2000, >3000, >4000 or >5000 tubes.
  • the tubes are aluminum tubes or plastic tubes.
  • the motor vehicle may be an autonomous motor vehicle and/or a commercial vehicle.
  • the autonomous motor vehicle can be designed as a self-driving motor vehicle that can be moved in a targeted manner without intervention by the human driver.
  • the commercial vehicle can be a motor vehicle whose design and equipment are designed to transport people, transport goods or tow trailers.
  • the motor vehicle can be a truck, a bus and/or a tractor-trailer that is at least partially electrically driven.
  • Figure 1 shows a motor vehicle (partial view) according to an embodiment of the present disclosure in a top view (sectional view);
  • Figure 2 shows the motor vehicle of the embodiment of Figure 1 in a side view (sectional view);
  • Figure 3 shows the motor vehicle of the embodiment of Figure 1 in a front view
  • Figure 4 shows a detailed view of a temperature control device (partial representation), three components to be tempered and a waste heat utilization device of the motor vehicle according to an embodiment of the present disclosure
  • Figure 5 shows a detailed view of a temperature control device, two components to be tempered and a waste heat utilization device of the motor vehicle according to an embodiment of the present disclosure
  • Figure 6 shows a driver-less, autonomous motor vehicle according to an embodiment of the present disclosure in a side view
  • Figure 7 shows a driver-less, autonomous motor vehicle according to a further embodiment in the front view.
  • Figures 1 to 3 show (partially) a motor vehicle 10 having a temperature control device 4.
  • Figure 4 shows a detailed view of the temperature control device 4.
  • the motor vehicle 10 is preferably designed as an electrically powered motor vehicle 10. It is also possible for the motor vehicle 10 to be designed as an autonomous motor vehicle 10. Alternatively or additionally, the motor vehicle 10 can be a commercial vehicle, such as a truck, a bus, a construction machine or an agricultural machine. The commercial vehicle can, for example, be designed as a so-called short nose commercial vehicle.
  • the motor vehicle 10 has a first component 1 to be tempered and a second component 2 to be tempered (see Figure 4).
  • the motor vehicle 10 can have a third component 3 that is to be tempered (see also FIG. 4).
  • the motor vehicle 10 also has the temperature control device 4.
  • the temperature control device 4 can be designed to cool the first component 1 to be tempered, the second component 2 to be tempered and optionally the third component 3 to be tempered be.
  • the temperature control device 4 can also be designed to heat the first component 1 to be tempered, the second component 2 to be tempered and optionally the third component 3 to be tempered.
  • the first component 1 to be tempered and the second component 2 to be tempered and optionally the third component 3 to be tempered can each be designed, for example, as an electric drive unit, an inverter or a (e.g. traction) battery.
  • the first component 1 to be tempered, the second component 2 to be tempered and optionally the third component 3 to be tempered can each be designed to be operated at a specific temperature level.
  • the respective, specific temperature levels can preferably differ.
  • the first component 1 to be tempered and the second component 2 to be tempered and optionally the third component 3 to be tempered each have a specific cooling requirement.
  • the first component 1 to be tempered, the second component 2 to be tempered and optionally the third component 3 to be tempered have a specific heating requirement.
  • the temperature control device 4 has a first fluid circuit 6, a second fluid circuit 8 and optionally a third fluid circuit 26.
  • the first fluid circuit 6 and the second fluid circuit 8 and optionally the third fluid circuit 26 are each a cooling circuit.
  • Figure 1 the representation of the fluid circuits and the components to be tempered was omitted solely for the sake of better representation.
  • the first fluid circuit 6 is designed to carry a first temperature control fluid.
  • the first fluid circuit 6 can be designed as a hydraulic line system. Accordingly, the first fluid circuit 6 can be designed to circulate the first temperature control fluid.
  • the first fluid circuit 6 can, for example, have at least one pipeline, seal, conveying device (e.g. pump or compressor), line routing and/or hydraulic coupling.
  • the first fluid circuit 6 can be designed as a closed hydraulic system.
  • the first fluid circuit 6 is connected to the first component 1 to be tempered in a heat-transferring manner (see FIG. 4).
  • the first fluid circuit 6 can therefore be thermally coupled to the first component 1 to be tempered (e.g. directly or indirectly via at least one tube bundle heat exchanger).
  • the first component 1 to be tempered z. B. on a pipeline of the first fluid circuit 6, at least partially surrounding it.
  • the first, to be tempered Component 1 has an internal volume through which flow can flow, for example a pipeline.
  • the internal volume through which flow can flow can be fluidly connected to the first fluid circuit 6.
  • the first component 1 to be tempered can be flowed through at least in sections with the first tempering fluid.
  • the first fluid circuit 6 can be designed to transport away thermal energy from the first component 1 to be tempered.
  • the first tempering fluid can be designed to absorb the heat generated in the first component 1 to be tempered.
  • thermal energy can be supplied to the first component 1 to be tempered by means of the first fluid circuit 6.
  • the second fluid circuit 8 is designed to carry a second temperature control fluid.
  • the second fluid circuit 8 can be designed as a hydraulic line system. Accordingly, the second fluid circuit 8 can be designed to circulate the second temperature control fluid.
  • the second fluid circuit 8 can have, for example, at least one pipeline, seal, conveying device (e.g. pump or compressor), line routing and/or hydraulic coupling.
  • the second fluid circuit 8 can be designed as a closed hydraulic system.
  • the second fluid circuit 8 can be designed as a hydraulic system that is separate from the first fluid circuit 6 and from the optional third fluid circuit 26. In other words, the first fluid circuit 6 can be fluidically separated from the second fluid circuit 8 and from the third fluid circuit 26.
  • the second fluid circuit 8 is heat-transferringly connected to the second component 2 to be tempered (e.g. directly or indirectly via at least one tube bundle heat exchanger).
  • the second fluid circuit 8 can be thermally coupled to the second component 2 to be tempered.
  • the second component 2 to be tempered rests on a pipe of the second fluid circuit 8, surrounding it at least in sections.
  • the second component 2 to be tempered has an internal volume through which flow can pass, for example a pipeline.
  • the internal volume through which flow can flow can be fluidly connected to the second fluid circuit 8. Accordingly, the second component 2 to be tempered can be flowed through at least in sections with the second tempering fluid.
  • the second fluid circuit 8 is designed to transport away thermal energy from the second component 2 to be tempered.
  • the second tempering fluid can be designed to absorb the heat generated in the second component 2 to be tempered.
  • thermal energy can be supplied to the second component 2 to be tempered by means of the second fluid circuit 8.
  • the optional third fluid circuit 26 can be designed to carry a third temperature control fluid. In general, the third fluid circuit 26 can be designed analogously to the first fluid circuit 6 or analogously to the second fluid circuit 8.
  • the third fluid circuit 26 can be heat-transferringly connected to the third component 3 to be tempered (e.g. directly or indirectly via at least one tube bundle heat exchanger).
  • the third fluid circuit 26 can be thermally coupled to the third component 3 to be tempered.
  • the third component 3 to be tempered rests on a pipe of the third fluid circuit, surrounding it at least in sections.
  • the third component 3 to be tempered has an internal volume through which flow can pass, for example a pipeline. The internal volume through which flow can flow can be fluidly connected to the third fluid circuit 26. Accordingly, the third component 3 to be tempered can be flowed through at least in sections with the third tempering fluid.
  • the third fluid circuit 26 is designed to transport away thermal energy from the third component 3 to be tempered.
  • the third tempering fluid can be designed to absorb the heat generated in the third component 3 to be tempered.
  • thermal energy can be supplied to the third component 3 to be tempered by means of the third fluid circuit 26.
  • the first component 1 to be tempered has a normal operating temperature that is lower than a normal operating temperature of the second component 2 to be tempered and lower than a normal operating temperature of the third component 3 to be tempered.
  • the normal operating temperature of the first component 1 to be tempered is preferably between 20 ° C and 30 ° C, from 30 ° C to 55 ° C and from 55 ° C to 75 ° C
  • the normal operating temperature of the second component 2 to be tempered is in another from 20°C to 30°C, from 30°C to 55°C and from 55°C to 75°C
  • the normal operating temperature of the third component 3 to be tempered in another from 20°C to 30°C , from 30°C to 55°C and from 55°C to 75°C.
  • the first component 1 to be tempered is a high-temperature component, such as. B. an electric drive unit is executed.
  • the second component 2 to be tempered is a medium-temperature component, such as. B. an inverter is executed.
  • the third component 3 to be tempered is a low-temperature component, such as. B. a battery is executed.
  • the first temperature control fluid and the second temperature control fluid and optionally the third temperature control fluid can each be a coolant, such as. B. cooling water or an alcohol or oil based coolant.
  • first temperature control fluid and second temperature control fluid and optionally the third temperature control fluid can be a refrigerant, such as an organic solvent.
  • the first temperature control fluid and second temperature control fluid and optionally the third temperature control fluid can be designed as a gaseous or liquid temperature control fluid.
  • the first fluid circuit 6 has a first tube bundle heat exchanger 7.
  • the second fluid circuit 8 has a second tube bundle heat exchanger 9.
  • the third fluid circuit 26 can have a third tube bundle heat exchanger 21.
  • the first tube bundle heat exchanger 7 can be arranged upstream of the first component 1 to be tempered (see Figure 45).
  • the first fluid circuit 6 can be designed to supply the (heated or cooled) first temperature control fluid to the first tube bundle heat exchanger 7.
  • the first tube bundle heat exchanger 7 can be designed to allow the first temperature control fluid to flow through it, at least in sections.
  • the second tube bundle heat exchanger 9 can be arranged upstream of the second component 2 to be tempered (see Figure 4).
  • the second fluid circuit 8 can be designed to supply the (heated or cooled) second temperature control fluid to the second tube bundle heat exchanger 9.
  • the second tube bundle heat exchanger 9 can be designed to allow the second temperature control fluid to flow through it, at least in sections.
  • the third tube bundle heat exchanger 21 can be arranged upstream of the third component 3 to be tempered (see Figure 4).
  • the third fluid circuit 26 can be designed to supply the (heated or cooled) third temperature control fluid to the third tube bundle heat exchanger 21.
  • the third tube bundle heat exchanger 21 can be designed to allow the third temperature control fluid to flow through it, at least in sections.
  • the first tube bundle heat exchanger 7 and/or the second tube bundle heat exchanger 9 and/or the third tube bundle heat exchanger 21 can each have a tube bundle with a number of tubes >100, >500, >1000, >2000, >3000, >4000 or >5000 pipes.
  • the tubes are preferably aluminum tubes or plastic tubes.
  • the tube bundle of the first tube bundle heat exchanger 7 can be fluidly connected to the first fluid circuit 6.
  • the tube bundle of the second tube bundle heat exchanger 9 can be fluidly connected to the second fluid circuit 8.
  • the tube bundle of the third tube bundle heat exchanger 21 can be fluidly connected to the third fluid circuit 26 be.
  • the tubes can form fluid guide channels for the respective temperature control fluid.
  • the first, second and/or third tube bundle heat exchanger 7, 9, 21 can be designed, for example, as a jacket heat exchanger. It is conceivable that the tube bundle is arranged on the lateral surface of the respective tube bundle heat exchanger 7, 9, 21. However, it is also conceivable that the tube bundle is arranged in the center of the respective tube bundle heat exchanger 7, 9, 21.
  • the first tube bundle heat exchanger 7, the second tube bundle heat exchanger 9 and the optional third tube bundle heat exchanger 21 can extend essentially linearly. However, it is also conceivable that the first tube bundle heat exchanger 7 and/or the second tube bundle heat exchanger 9 and/or the third tube bundle heat exchanger 21 extend at least in sections in an arcuate or curved manner.
  • the motor vehicle 10 has a funnel-shaped first air inlet 16 and a second air inlet 17 and an optional third air inlet 23.
  • the first air inlet 16, the second air inlet 17 and the third air inlet 23 can also have any other shape suitable for admitting outside air.
  • the first air inlet 16, the second air inlet 17 and/or the third air inlet 23 can be conical, conical, tetrahedral, pyramidal or blade-shaped.
  • the first air inlet 16 can fluidly connect the first tube bundle heat exchanger 7 to an outdoor area or an environment surrounding the motor vehicle 10.
  • the second air inlet 17 can fluidly connect the second tube bundle heat exchanger 9 to an outdoor area or an environment surrounding the motor vehicle 10.
  • the third air inlet 23 can fluidly connect the third tube bundle heat exchanger 21 to an outdoor area or an environment surrounding the motor vehicle 10. The air can flow through the first tube bundle heat exchanger 7 and the second tube bundle heat exchanger 9 and optionally the third tube bundle heat exchanger 21 in the flow direction 20.
  • the air inlets 16, 17 and optionally 23 can be placed on the motor vehicle 10 as desired, e.g. B. to enable the shortest possible cable lengths.
  • the air inlets 16, 17 and optionally 23 can be arranged on a front of the motor vehicle 10.
  • at least one of the air inlets 16, 17 and optionally 23 can be arranged in the area of a rear axle, on a longitudinal outside, on an underbody or on an upper side of the motor vehicle 10 (not shown). It is also possible for the air inlets 16, 17 and optionally 23 to be arranged on different sides of the motor vehicle 10.
  • the first tube bundle heat exchanger 7, the second tube bundle heat exchanger 9 and the third tube bundle heat exchanger 21 are fluidly arranged parallel to one another (see Figures 1 and 4).
  • the motor vehicle 10 is designed to guide an air flow from an external area of the motor vehicle 10 in several fluidly parallel lines. Furthermore, it is conceivable that the fluidly parallel lines downstream of the tube bundle heat exchangers 7, 9, 21 again open into a common manifold or that separate outlets are included (not shown).
  • the first air inlet 16, the second air inlet 17 and the third air inlet 23 can be arranged symmetrically with respect to the longitudinal axis of the motor vehicle 10 (see Figures 1 and 7). However, it is also conceivable that the first air inlet 16, the second air inlet 17 and the third air inlet 23 are arranged asymmetrically with respect to the longitudinal axis of the motor vehicle 10.
  • the first tube bundle heat exchanger 7 is arranged for outside air to flow through.
  • the first tube bundle heat exchanger 7 is designed for heat transfer between the outside air flowing through the first tube bundle heat exchanger 7 and the first temperature control fluid.
  • the first tube bundle heat exchanger 7 can have an internal volume through which air can flow, for example a tube.
  • the internal volume through which air can flow can be arranged adjacent to the internal volume through which the first temperature control fluid can flow (or adjacent to the tube bundle).
  • the first tube bundle heat exchanger 7 can be designed to pass the first temperature control fluid past the air. Accordingly, the air flowing in the first tube bundle heat exchanger 7 can be connected in a heat-transferring manner to the first temperature control fluid flowing in the tube bundle.
  • the first tube bundle heat exchanger 7 can be designed to remove or supply heat to the (cooled or heated) first temperature control fluid.
  • the first tube bundle heat exchanger 7 can be designed to transfer the extracted or supplied heat to the outside air.
  • the temperature control device 4 can be designed to transport away the (heated or cooled) outside air in the flow direction 20.
  • the temperature control device 4 can be designed to (again) supply the first temperature control fluid tempered in this way in the first fluid circuit 6 to the first component 1 to be tempered.
  • the second tube bundle heat exchanger 9 is arranged for outside air to flow through.
  • the second tube bundle heat exchanger 9 is designed for heat transfer between the outside air flowing through the second tube bundle heat exchanger 9 and the second temperature control fluid.
  • the second tube bundle heat exchanger 9 can have an internal volume through which air can flow, for example a tube.
  • the internal volume through which air can flow can be arranged adjacent to the internal volume through which the second temperature control fluid can flow (or adjacent to the tube bundle).
  • the second tube bundle heat exchanger 9 can be designed to pass the second temperature control fluid past the air. Accordingly, the air flowing in the second tube bundle heat exchanger 9 can be connected in a heat-transferring manner to the second temperature control fluid flowing in the tube bundle.
  • the second tube bundle heat exchanger 9 can be designed to transfer the extracted or supplied heat to the outside air.
  • the temperature control device 4 can be designed to transport away the air (heated or cooled) in the flow direction 20.
  • the temperature control device 4 can be designed to (again) supply the second temperature control fluid tempered in this way in the second fluid circuit 8 to the second component 2 to be tempered.
  • the third tube bundle heat exchanger 21 can also be arranged for outside air to flow through.
  • the third tube bundle heat exchanger 21 can be designed for heat transfer between the outside air flowing through the third tube bundle heat exchanger 21 and the third temperature control fluid.
  • the first tube bundle heat exchanger 7, the second tube bundle heat exchanger 9 and the third tube bundle heat exchanger 21 can be arranged in a front area 24 of the motor vehicle 10 (see Figure 2). Furthermore, the first tube bundle heat exchanger 7, the second tube bundle heat exchanger 9 and the third tube bundle heat exchanger 23 can be aligned in a horizontal or approximately horizontal installation position (see Figure 2).
  • the temperature control device 4 can, for example, extend from the front area 24 to the axial height of the front axle.
  • the first tube bundle heat exchanger 7, the second tube bundle heat exchanger 9 and the third tube bundle heat exchanger 23 are preferably arranged parallel to one another. Accordingly, the temperature control device 4 can have a relatively flat design.
  • first tube bundle heat exchanger 7 and/or the second tube bundle heat exchanger 9 is aligned in a vertical or approximately vertical installation position.
  • the first tube bundle heat exchanger 7 and the second tube bundle heat exchanger 9 and the third tube bundle heat exchanger 21 can be arranged parallel to one another.
  • first tube bundle heat exchanger 7 is arranged adjacent to the first component 1 to be tempered.
  • the second tube bundle heat exchanger 9 can also be arranged adjacent to the second component 2 to be tempered.
  • the third tube bundle heat exchanger 21 can be arranged adjacent to the third component 3 to be tempered.
  • first tube bundle heat exchanger 7 and the second tube bundle heat exchanger 9 and the third tube bundle heat exchanger 21 can be arranged below a frame structure 18 (e.g. ladder frame) of the motor vehicle 10 (see Figure 2).
  • first tube bundle heat exchanger 7 and the second tube bundle heat exchanger 9 and the third tube bundle heat exchanger 21 can be arranged in the area of the underbody of the motor vehicle 10.
  • an arrangement at the level of the frame of the motor vehicle 10 is also possible, e.g. B. between the two main longitudinal members of a ladder frame of the motor vehicle 10.
  • the motor vehicle 10 can have a first air conveying device 13 for conveying the outside air. This can be arranged downstream of the first tube bundle heat exchanger 7 (see Figures 1 and 4). However, it is also conceivable that the first air conveying device 13 is arranged upstream of the first tube bundle heat exchanger 7.
  • the motor vehicle 10 can have a second air conveying device 14 for conveying the outside air.
  • This can be arranged downstream of the second tube bundle heat exchanger 9 (see Figures 1 and 4).
  • the second air conveying device 14 is arranged upstream of the second tube bundle heat exchanger 9.
  • the motor vehicle 10 can have a third air conveying device 22 for conveying the outside air.
  • This can be arranged downstream of the third tube bundle heat exchanger 21 (see Figures 1 and 4).
  • the third air conveying device 22 is arranged upstream of the third tube bundle heat exchanger 21.
  • the first air conveying device 13, the second air conveying device 14 and the third air conveying device 22 can be designed as a blower, compressor, compressor or fan only by way of example.
  • the motor vehicle 10 can have a waste heat utilization device 5.
  • the waste heat utilization device 5 can be arranged downstream of the first tube bundle heat exchanger 7 with respect to the outside air flowing through the first tube bundle heat exchanger 7.
  • the waste heat utilization device 5 can also be arranged downstream of the second tube bundle heat exchanger 9 with respect to the outside air flowing through the second tube bundle heat exchanger 9.
  • the waste heat utilization device 5 can be designed to utilize waste heat from the heat given off to the outside air by the first, second and/or third tube bundle heat exchanger 7, 9, 21.
  • the waste heat utilization device 5 can be fluidly connected to the first tube bundle heat exchanger 7, the second Tube bundle heat exchanger 9 and / or the third tube bundle heat exchanger 21 are connected (see Figures 1 and 4).
  • the waste heat utilization device 5 is preferably designed for interior heating. However, it is also conceivable that the waste heat utilization device 5 is designed as a battery temperature control device or as a temperature control device for components of an electric drive or an internal combustion engine.
  • Figure 5 shows a modified embodiment
  • the second tube bundle heat exchanger 9 can be arranged downstream of the first tube bundle heat exchanger 7 with respect to the outside air flow.
  • the first tube bundle heat exchanger 7 and the second tube bundle heat exchanger 9 can be fluidically connected in series in series.
  • the first tube bundle heat exchanger 7 and the second tube bundle heat exchanger 9 are preferably fluidly connected by means of an air duct 11 for the outside air.
  • the first tube bundle heat exchanger 7 and the second tube bundle heat exchanger 9 are fluidly connected to one another directly next to one another.
  • the optional third tube bundle heat exchanger can be arranged downstream of the second tube bundle heat exchanger 9 (not shown).
  • the first tube bundle heat exchanger 7, the second tube bundle heat exchanger 9 and the optional third tube bundle heat exchanger can, viewed in the flow direction 20, have different length dimensions adapted to the respective cooling requirements of the component to be cooled.
  • the second tube bundle heat exchanger 9 and the optional third tube bundle heat exchanger can be fluidly connected by means of an air duct for the outside air.
  • the motor vehicle 10 can have a common air inlet 15 (see Figure 5).
  • the common air inlet 15 is preferably funnel-shaped.
  • the common air inlet 15 can also have any other shape suitable for admitting outside air.
  • the common air inlet 15 can be conical, conical, tetrahedral, pyramidal or blade-shaped.
  • the common air inlet 15 can fluidly connect both the first tube bundle heat exchanger 7 and the second tube bundle heat exchanger 9 and optionally the third tube bundle heat exchanger to an outdoor area surrounding the motor vehicle 10.
  • the common air inlet 15 is arranged, for example, on a front of the motor vehicle 10.
  • the first tube bundle heat exchanger 7, the second tube bundle heat exchanger 9 and the optional third tube bundle heat exchanger can be arranged one behind the other in the longitudinal direction of the motor vehicle. 5, a larger amount of heat can be extracted from the first temperature control fluid by means of the first tube bundle heat exchanger 7 arranged upstream of the second tube bundle heat exchanger 9 than from the second temperature control fluid by means of the second tube bundle heat exchanger 9.
  • Figures 6 and 7 show further, modified exemplary embodiments of the invention.
  • the motor vehicle 10 can be designed here as a driverless, autonomous motor vehicle 10.
  • the first tube bundle heat exchanger 7, the second tube bundle heat exchanger 9 and the optional third tube bundle heat exchanger 21 are then arranged essentially at the same height as the frame structure 18.
  • the driver's cab-less, autonomous motor vehicle 10 can have a windshield 19 attached to a front area of the motor vehicle 10.
  • the windshield 19 can be designed to aerodynamically redirect the wind over a trailer (not shown) of the motor vehicle 10.
  • the first air inlet 16, the second air inlet 17 and the third air inlet 23 can be arranged on a front of the motor vehicle 10 (see Figure 7).
  • a common air inlet 15 can also be arranged in the area of the rear axle of the motor vehicle (see Figure 6).
  • at least one of the air inlets 16, 17, 23 is arranged on a longitudinal outside of the motor vehicle 10 (see Figure 6).
  • at least one of the air inlets 15, 16, 17, 23 can alternatively or additionally be arranged on an underbody and/or an upper side of the motor vehicle 10 (not shown).
  • first tube bundle heat exchanger 7, the second tube bundle heat exchanger 9 and the third tube bundle heat exchanger 21 are arranged below or essentially at the same height as a chassis or a lead frame of the motor vehicle 10. In principle, it is also possible to install the tube bundle heat exchangers 7, 9, 21 above the frame structure 18.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)

Abstract

L'invention concerne un véhicule automobile (10) comprenant un premier élément (1) dont la température doit être régulée et un deuxième élément (2) dont la température doit être régulée. Le véhicule automobile (10) comprend un dispositif de régulation de température (4). Le dispositif de régulation de température (4) comprend un premier circuit de fluide (6) équipé d'un premier échangeur de chaleur à faisceau de tubes (7) et un second circuit de fluide (8) équipé d'un second échangeur de chaleur à faisceau de tubes (9).
PCT/EP2023/069313 2022-07-18 2023-07-12 Véhicule automobile équipé d'un dispositif de régulation de température WO2024017733A1 (fr)

Applications Claiming Priority (2)

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DE102022117844.7A DE102022117844A1 (de) 2022-07-18 2022-07-18 Kraftfahrzeug aufweisend Temperiervorrichtung
DE102022117844.7 2022-07-18

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WO2024017733A1 true WO2024017733A1 (fr) 2024-01-25

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WO (1) WO2024017733A1 (fr)

Citations (6)

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EP2206638A1 (fr) 2009-01-09 2010-07-14 MAN Nutzfahrzeuge AG Procédé de montage d'un wagon avant d'un véhicule automobile doté d'une cabine conducteur et wagon avant d'un véhicule automobile
EP3118091A2 (fr) * 2015-07-17 2017-01-18 MAN Truck & Bus AG Vehicule automobile, de preference poids lourds comprenant un dispositif de refroidissement d'agregat et/ou de moteur
US20170106740A1 (en) * 2015-10-14 2017-04-20 Denso International America, Inc. Heat exchanger for vehicle and heat exchanging system having the same
WO2022005373A1 (fr) * 2020-07-01 2022-01-06 Scania Cv Ab Système de gestion thermique à circuits multiples comprenant des lignes de mélange, et véhicule
DE102020212383A1 (de) * 2020-09-30 2022-03-31 Mahle International Gmbh Kühleinrichtung und elektromagnetische Induktionsladeeinrichtung
DE102020007740A1 (de) * 2020-12-17 2022-06-23 Daimler Truck AG Temperiervorrichtung für ein Fahrzeug

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CN106515427B (zh) 2016-12-30 2018-08-31 中原工学院 一种纯电动汽车整车多功能一体化热管理系统
SE541209C2 (en) 2017-08-25 2019-04-30 Scania Cv Ab A cooling arrangement for a hybrid vehicle comprising an electric drive unit, a combustion engine and a WHR system
DE102018102258A1 (de) 2018-02-01 2019-08-01 Man Truck & Bus Ag Kühlvorrichtung mit mindestens zwei Kühlkreisläufen und einer gekühlten Füllleitung
US10889204B2 (en) 2018-11-16 2021-01-12 Ford Global Technologies, Llc Vehicle thermal management flow control assembly and flow control method
DE102019100096B4 (de) 2019-01-04 2021-01-28 Hanon Systems Klimatisierungs- und Batteriekühlanordnung sowie Verfahren zum Betreiben einer Klimatisierungs- und Batteriekühlanordnung

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2206638A1 (fr) 2009-01-09 2010-07-14 MAN Nutzfahrzeuge AG Procédé de montage d'un wagon avant d'un véhicule automobile doté d'une cabine conducteur et wagon avant d'un véhicule automobile
EP3118091A2 (fr) * 2015-07-17 2017-01-18 MAN Truck & Bus AG Vehicule automobile, de preference poids lourds comprenant un dispositif de refroidissement d'agregat et/ou de moteur
US20170106740A1 (en) * 2015-10-14 2017-04-20 Denso International America, Inc. Heat exchanger for vehicle and heat exchanging system having the same
WO2022005373A1 (fr) * 2020-07-01 2022-01-06 Scania Cv Ab Système de gestion thermique à circuits multiples comprenant des lignes de mélange, et véhicule
DE102020212383A1 (de) * 2020-09-30 2022-03-31 Mahle International Gmbh Kühleinrichtung und elektromagnetische Induktionsladeeinrichtung
DE102020007740A1 (de) * 2020-12-17 2022-06-23 Daimler Truck AG Temperiervorrichtung für ein Fahrzeug

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