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EP2559879B1 - Unité d'entraînement avec deux circuits de refroidissement pouvant être couplés pour le préchauffage d'un moteur à combustion et procédé - Google Patents

Unité d'entraînement avec deux circuits de refroidissement pouvant être couplés pour le préchauffage d'un moteur à combustion et procédé Download PDF

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Publication number
EP2559879B1
EP2559879B1 EP12180366.2A EP12180366A EP2559879B1 EP 2559879 B1 EP2559879 B1 EP 2559879B1 EP 12180366 A EP12180366 A EP 12180366A EP 2559879 B1 EP2559879 B1 EP 2559879B1
Authority
EP
European Patent Office
Prior art keywords
cooling circuit
combustion engine
electric motor
cooling
power electronics
Prior art date
Legal status (The legal status 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 status listed.)
Not-in-force
Application number
EP12180366.2A
Other languages
German (de)
English (en)
Other versions
EP2559879A1 (fr
Inventor
Armin Engstle
Karsten Breitkopf
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
AVL Software and Functions GmbH
Original Assignee
AVL Software and Functions GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by AVL Software and Functions GmbH filed Critical AVL Software and Functions GmbH
Publication of EP2559879A1 publication Critical patent/EP2559879A1/fr
Application granted granted Critical
Publication of EP2559879B1 publication Critical patent/EP2559879B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/165—Controlling of coolant flow the coolant being liquid by thermostatic control characterised by systems with two or more loops
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/12—Arrangements for cooling other engine or machine parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2037/00—Controlling
    • F01P2037/02—Controlling starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2050/00—Applications
    • F01P2050/24—Hybrid vehicles

Definitions

  • the present invention relates to a drive unit for driving a vehicle drivable with electrical energy according to the preamble of claim 1 and to a method for preheating an internal combustion engine of this drive unit according to the preamble of claim 6.
  • Such a drive unit is from document US 5,251,588 known.
  • electric power operable vehicles so-called electric vehicles or hybrid vehicles, such as motor vehicles, aircraft, two-wheelers or watercraft, can on the one hand purely electrically, by at least one electric motor as a Tranktionsmotor the drive of the vehicle to be driven automatically accepts, or even in alternating operation, namely once only the electric motor and another time with a run on conventional fuels internal combustion engine.
  • Purely electrically driven vehicles are known to have no long range, so that after only a few kilometers - depending on the size of the electric motor supplying the battery and the construction of the vehicle - the electric motor due to the discharge of the battery no electrical energy can be supplied.
  • an internal combustion engine such as a diesel, petrol or Wankel engine is switched on, which either takes over the task of the electric motor as a new traction motor and drives the vehicle or in the form of a range extender drives a generator, which the battery or the electric motor generated electrical energy is available to continue to drive the vehicle electrically.
  • the vehicle additionally has a generator in addition to the internal combustion engine and the electric motor, which is mechanically coupled to the internal combustion engine.
  • the unit of internal combustion engine and generator which is also referred to as an energy-generating charging device is preferably switched on or activated for the realization of a locally emission-free operation, when the battery for supplying the electric motor with electrical energy can no longer provide sufficient electrical energy.
  • the optimum temperature level of a power electronics which is also arranged in the vehicle and is used for example for controlling the electric motor and / or the internal combustion engine or the generator, as well as, for example, an electric motor even below 60 ° C. That is, while the electrical system, consisting of the power electronics and the electric motor should be operated at low or low temperatures as possible, it is desirable for the internal combustion engine system, such as the internal combustion engine due to emission and consumption to achieve a defined target temperature as quickly as possible and uphold.
  • a drive unit for driving a vehicle that can be driven by electrical energy has at least one electric motor driving the motor, at least one generator generating electrical energy, at least one internal combustion engine driving the generator and at least one power electronics unit for driving and / or regulating the electric motor.
  • the vehicle may be, as mentioned above, an electric vehicle or hybrid vehicle from the fields of motor vehicles, aircraft, watercraft, bicycles or the like.
  • the vehicle is driven purely electrically via at least one electric motor, wherein also each axle of the vehicle may have one or more electric motors for driving the vehicle.
  • the internal combustion engine can also serve, for example, as a range extender, which is only activated to drive a generator connected to the internal combustion engine in such a way that it generates electrical energy or converts the mechanical energy supplied to it into electrical energy which either the electric motor and / or or the battery is supplied.
  • the electric motor is also active during operation of the internal combustion engine.
  • the vehicle is operated in alternating operation. That is, the vehicle is driven purely electrically, only by the electric motor or a plurality of electric motors during the first few kilometers of driving the vehicle and the internal combustion engine only takes over the drive of the vehicle and possibly a simultaneous charging of the battery when the battery so discharged is that this can no longer provide the electric motor with electrical energy.
  • the power electronics unit or power electronics preferably has components, such as control devices for controlling and / or regulating the electric machine or the electric motor.
  • control units include, for example, AC and rectifier for rotating field and DC machines or motors, such as for driving pumps, Fans and for positioning tasks, etc.
  • DC converters can be integrated in the vehicle in order to operate preferably consumers with different voltage levels in the electrical energy network can.
  • At least the internal combustion engine and the power electronics unit are each connected to a cooling circuit having its own cooling device, the first cooling circuit of the internal combustion engine and the second cooling circuit of the power electronics unit being operatively connected to one another via a connecting element to form a common third cooling circuit and at least the electric motor is connected to one of the cooling circuits, that the resulting from the operation of the electric motor and transported over at least one of the cooling circuits waste heat for preheating the internal combustion engine is used.
  • the internal combustion engine is connected with its own cooling circuit with a cooling device arranged in the cooling circuit, this cooling circuit of the internal combustion engine being referred to as the first cooling circuit.
  • the power electronics is also connected to its own, not the first cooling circuit of the engine associated and independently acting cooling circuit, which is referred to as a second cooling circuit and preferably also has its own cooling device.
  • the drive unit of the vehicle has two independently operating cooling circuits, namely the first cooling circuit and the second cooling circuit, in order to be able to cool the internal combustion engine and the power electronics unit separately from one another to a defined temperature or to maintain it at a defined temperature level.
  • the first cooling circuit namely the cooling circuit of the internal combustion engine with the second cooling circuit, namely the cooling circuit of the power electronics unit via a connecting element
  • This connecting element is a supply or discharge and preferably consists of two lines to form a third cooling circuit.
  • the third cooling circuit is thus composed of the first and the second cooling circuit and the connecting element.
  • a valve element is arranged on the connecting element in order to interrupt or enable the operative connection between the first cooling circuit of the internal combustion engine and the second cooling circuit of the power electronics unit.
  • the first cooling circuit and the second cooling circuit act together as a third cooling circuit, so that in a purely electrical operation of the vehicle, i. during operation of the vehicle exclusively with the electric motor, at least the power electronics unit and preferably also in addition the electric motor can be cooled by means of two cooling devices from two cooling circuits.
  • the electrical system comprising the power electronics unit and the electric motor, operated for a longer time at low temperatures and thus better efficiencies due to the higher heat capacity of the interconnected cooling circuits, as if the electrical system, only a cooling circuit, such as only the second cooling circuit, would be available.
  • At least the electric motor is connected to the first cooling circuit of the internal combustion engine for substantially direct preheating of the internal combustion engine or to the second cooling circuit of the power electronics unit for substantially indirect preheating of the internal combustion engine via the third cooling circuit.
  • the electric motor can either be connected to the first cooling circuit, ie the cooling circuit of the internal combustion engine or to the second cooling circuit, ie to the cooling circuit of the power electronics unit.
  • the waste heat of the electric motor which arises during operation of the electric motor, is introduced directly into the first cooling circuit of the internal combustion engine, whereby the temperature level of the first cooling circuit increases.
  • the internal combustion engine is preheated substantially directly by the waste heat or heat loss of an active consumer connected to the same cooling circuit in that the entire cooling circuit reaches a defined temperature level.
  • the temperature level of the first cooling circuit rises to up to 60 ° C and is preferably regulated at this temperature level.
  • the internal combustion engine is preheated to 60 ° C. and requires a relatively short time until it reaches its optimum operating temperature of, for example, 100 ° C., so that the consumption and emission values of the internal combustion engine are clearly different from the operation of an internal combustion engine which has not been preheated was, can be reduced.
  • the second cooling circuit is separated by activation of the valve element from the first cooling circuit to allow a fast and sufficient slope of the temperature level of the first cooling circuit and thus an optimal preheating of the internal combustion engine.
  • both cooling circuits one and two are connected to each other, that is, that the valve element is opened to connect the first cooling circuit and the second cooling circuit to the third cooling circuit. Then, the electric motor and the power electronics unit, which is connected to the second cooling circuit, heat the third cooling circuit together to a defined temperature level by delivery their waste heat during their operation, so as to preheat the non-operating internal combustion engine.
  • the electric motor with the second cooling circuit i. the cooling circuit of the power electronics unit is connected.
  • the valve element is opened so that an operative connection between the first cooling circuit and the second cooling circuit is formed.
  • the power electronics unit and the electric motor are consequently cooled in pure electrical operation of the vehicle of two cooling devices, namely the cooling means of the first cooling circuit and the second cooling means of the second cooling circuit and collectively increase by means of their waste heat the temperature level of the third cooling circuit to preheat the internal combustion engine.
  • the internal combustion engine is preheated indirectly via consumers, which are arranged on a cooling circuit other than the cooling circuit of the internal combustion engine, via a forming common third cooling circuit.
  • the generator is connected together with the electric motor to the first cooling circuit of the internal combustion engine or to the second cooling circuit of the power electronics unit.
  • the drive unit also has a generator for generating electrical energy, which is preferably mechanically connected to the internal combustion engine.
  • the generator does not have to be connected to the same refrigeration cycle as the internal combustion engine.
  • the generator is in purely electrical operation, ie, when only the electric motor during operation and the engine is still deactivated, no waste heat, since it is preferably activated only when an activation of the internal combustion engine to generate electrical energy or mechanical energy in to convert electrical energy.
  • the generator is connected separately from the electric motor with the first cooling circuit of the internal combustion engine or with the second cooling circuit of the power electronics unit.
  • the generator would be connected to the first cooling circuit of the internal combustion engine and the electric motor to the second cooling circuit of the power electronics unit or vice versa.
  • a method for preheating an internal combustion engine of a drive unit for driving a vehicle drivable with electrical energy wherein the drive unit further comprises at least one electric power generating generator and at least one power electronics unit for driving and / or regulating the electric motor.
  • At least the internal combustion engine and the power electronics unit are each connected to a cooling circuit having its own cooling devices, the first cooling circuit of the internal combustion engine and the second cooling circuit of the power electronics unit being operatively connected to each other via a connecting element to form a common third cooling circuit and at least the electric motor is connected to one of the cooling circuits, that the waste heat generated by the operation of the electric motor is transported via at least one of the cooling circuits and used for preheating the internal combustion engine.
  • the waste heat of the consumer such as preferably the electric motor and / or the power electronics unit, which are connected depending on the configuration of the drive unit with one of the cooling circuits, preferably via the third cooling circuit or even the first cooling circuit is transported to the engine to this to heat to a defined temperature or a defined temperature level.
  • the electric motor when connected to the first cooling circuit of the internal combustion engine, heats the internal combustion engine essentially directly via the first cooling circuit, provided at least one valve element arranged on the connection element is closed, and thus an operative connection between the first cooling circuit and the first cooling circuit second cooling circuit prevented.
  • the electric motor is therefore connected not only to the first cooling circuit, but also with the third cooling circuit.
  • the waste heat of the electric motor is enabled not only via the first refrigeration cycle but also via the third refrigeration cycle resulting from the first refrigeration cycle, the second refrigeration cycle and the connecting element.
  • the electric motor heats the internal combustion engine essentially indirectly via the third cooling circuit.
  • valve element must be opened so as to allow an operative connection between the first cooling circuit and the second cooling circuit, whereby a third cooling circuit is formed, thus the waste heat of the electric motor and preferably in addition the waste heat of the power electronics, which also with the second Cooling circuit is connected to be able to transport to the first cooling circuit of the engine and in particular directly to the engine and in addition to ensure optimized cooling of the electrical system.
  • the power electronics unit, the electric motor and the internal combustion engine are equally connected to the third cooling circuit.
  • a valve element arranged on the connecting element is opened during a pure operation of the electric motor, in order to additionally cool the power electronics unit additionally with the first cooling circuit of the internal combustion engine.
  • the power electronics unit not only with the cooling device of the second cooling circuit, with which the power electronics is connected, cooled or regulated to a defined temperature level, but also with the support of the first cooling circuit of the internal combustion engine. Accordingly, the power electronics unit, which is thus connected to the third cooling circuit, cooled by means of at least two cooling means of the third cooling circuit, whereby an optimized cooling of the power electronics and possibly the electric motor is carried out to the efficiency of the increase electrical system.
  • a valve element arranged on the connecting element is closed when the second cooling circuit of the electronic power unit has a temperature above a defined maximum temperature level during operation of the internal combustion engine.
  • Fig.1 shows a schematic diagram of a first embodiment of a drive unit 1 according to the invention, which is an internal combustion engine 2, a generator 3, an electric motor 4, a power electronics unit 5, a first cooling device 6 and a second cooling device 7.
  • the internal combustion engine 2, the cooling device 6 and the electric motor 4 and the generator 3 are connected in common with a first cooling circuit 10.
  • a cooling medium which may have a liquid or gaseous state, transported via corresponding lines 10a to 10d, to absorb waste heat consumers 2, 3, 4 and the cooling device 6, which absorbs the heat and to the Environment gives off.
  • waste heat is generated which, if it is not to be used to increase the temperature level of the first cooling circuit 10, for example via cooling medium of the cooling device 6 flowing in the lines 10a and 10b supplied and discharged from this to the environment.
  • the cooling device 6 operates as a kind of heat exchanger.
  • the waste heat of the electric motor 4 in operation - the generator 3 is also deactivated - not discharged via the cooling device 6 to the environment, but used to increase the temperature level of the first cooling circuit 10.
  • the cooling medium absorbs the waste heat emitted by the electric motor 4 until it reaches a defined temperature level and preferably delivers it to the internal combustion engine 2 in order to preheat it substantially continuously even during non-operation of the internal combustion engine 2.
  • FIG Fig.1 A cooling device 7 comparable to the cooling device 6 as well as a power electronics unit 5 are shown in FIG Fig.1 connected to the second cooling circuit 20. Via lines 20a and 20b, a cooling medium is transported between the cooling device 7 and the power electronics unit 5 in order, for example, to absorb waste heat generated by the operation of the power electronics unit 5 and to transport it via the line 20a to the cooling device 7.
  • the cooling device 7 of the second cooling circuit 20 operates as a kind of heat exchanger to release the heat extracted from the cooling medium to the environment, so that the cooling medium, for example via the line 20b back to the consumer 5, i. the power electronics unit 5 can be transported in order to again absorb waste heat of the power electronics unit 5 there.
  • the third cooling circuit 30 is primarily formed in an activated or open valve element 8, which is an operative connection, i. allows a flow or a movement of the cooling medium from the first cooling circuit 10 to the second cooling circuit 20 and back and from the second cooling circuit 20 to the first cooling circuit 10 and back.
  • the cooling media of the cooling circuits 10 and 20 flow via a connecting element 9, which preferably comprises two lines 9a and 9b transporting the cooling media.
  • the third cooling circuit 30 consists of the first cooling circuit 10, the second cooling circuit 20 and the connecting element 9 and accordingly of the lines 10a, 10b, 10c, 10d, 20a, 20b, 9a, 9b of the cooling circuits 10, 20, 30th
  • heat sensors for measuring temperatures at the consumers 2, 3, 4.5 or temperature levels of the cooling circuits 10, 20, 30 preferably heat sensors (not shown here) are used, which either directly in the range of a consumer 2, 3, 4, 5 or a line 10a, 10b, 10c, 10d, 20a, 20b, 9a, 9b of one of the cooling circuits 10, 20, 30 may be arranged.
  • ventilation elements 11, 12 may be arranged on the cooling circuits 10, 20, 30 and preferably in the area of the cooling devices 6 and 7 in order, for example, to dissipate the heat given off by the cooling devices 6 and 7 to the environment in such a way that they do so is not moved in the direction of the consumer 2, 3, 4, 5, which should be cooled if necessary.
  • the waste heat of the electric motor 4 at a closed valve element 8 via the first cooling circuit 10 and an open valve element 8 via the third cooling circuit 30 to the engine 2 to preheat this. Also, the waste heat of the power electronics unit 5 is transferred at an open valve element 8 via the third cooling circuit 30 also to the engine 2 for preheating the latter.
  • the electric motor 4 and the power electronics unit 5 are also cooled by two cooling devices 6 and 7 with an open valve element 8, whereby the efficiency of these consumers 4 and 5 can be increased.
  • Fig.2 a schematic diagram of a second embodiment of the drive unit 1 according to the invention is shown, which differs from the embodiment of the Fig.1 differs in that the electric motor 4 and the generator 3 are connected to the second cooling circuit 20 of the power electronics unit 5.
  • the waste heat of the consumers 3 and / or 4 in operation is transported to the cooling device 7.
  • valve element 8 is opened in order to establish an operative connection with the first cooling circuit 10, with which now only the internal combustion engine 2 is connected.
  • the electric motor 4 and the power electronics 5 are consequently connected via the third cooling circuit 30 to the internal combustion engine 2 in order to preheat it by means of its waste heat, which is transported via the cooling medium or the cooling media and, consequently, to be cooled simultaneously by means of two cooling circuits.
  • the internal combustion engine 2 is preheated substantially indirectly via the third cooling circuit by the waste heat of the consumers 4 and 5 in order to enable optimized emission and consumption values when the internal combustion engine 2 is put into operation.
  • valve element 8 After reaching a maximum temperature of the second cooling circuit 20, the valve element 8 is preferably closed and the first cooling circuit 10 separated from the second cooling circuit 20 or disconnected to overheat the electrical system 4, 5 or the power electronics unit 5 and / or the electric motor to prevent.
  • the first cooling circuit 10 is referred to as a high-temperature circuit 10 and the second cooling circuit 20 as a low-temperature circuit 20.
  • the high-temperature circuit 10 may preferably have a higher temperature level than the low-temperature circuit 20.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Claims (8)

  1. Unité d'entraînement (1) pour l'entraînement d'un véhicule pouvant être entraîné par une énergie électrique, avec au moins un moteur électrique (4) entraînant le véhicule, au moins un générateur (3) produisant l'énergie électrique, au moins un moteur à combustion (2) entraînant le générateur (3) et au moins une unité électronique de puissance (5) pour la commande et/ou la régulation du moteur électrique (4),
    au moins le moteur à combustion (2) et l'unité électronique de puissance (5) étant reliés à un circuit de refroidissement (10, 20) comprenant chacun son propre dispositif de refroidissement (6, 7), le premier circuit de refroidissement (10) du moteur à combustion (2) et le deuxième circuit de refroidissement (20) de l'unité électronique de puissance (5) étant en liaison fonctionnelle entre eux par l'intermédiaire d'un élément de liaison (9) pour la formation d'un troisième circuit de refroidissement (30) commun et au moins le moteur électrique (4) étant relié avec un des circuits de refroidissement (10, 20, 30) de façon à ce que la chaleur dégagée par le fonctionnement du moteur électrique (4) et transportée par l'intermédiaire d'au moins un des circuits de refroidissement (10, 20, 30) puisse être utilisée pour le préchauffage du moteur à combustion (2),
    caractérisée en ce que
    le générateur (3) est relié, conjointement avec le moteur électrique (4), avec le premier circuit de refroidissement (10) du moteur à combustion (2) ou avec le deuxième circuit de refroidissement (20) de l'unité électronique de puissance (5) et/ou le générateur (3) est relié, séparément du moteur électrique (4), avec le premier circuit de refroidissement (10) du moteur à combustion (2) ou avec le deuxième circuit de refroidissement (20) de l'unité électronique de puissance (5).
  2. Unité d'entraînement selon la revendication 1,
    caractérisée en ce que
    sur l'élément de liaison (9) se trouve un élément de soupape (8) afin de pouvoir interrompre ou respectivement permettre la liaison fonctionnelle entre le premier circuit de refroidissement (10) du moteur à combustion (2) et le deuxième circuit de refroidissement (20) de l'unité électronique de puissance (5).
  3. Unité d'entraînement selon l'une des revendications 1 ou 2,
    caractérisée en ce qu'
    au moins le moteur électrique (4) est relié avec le premier circuit de refroidissement (10) du moteur à combustion (2), essentiellement pour le préchauffage direct du moteur à combustion (2), ou avec le deuxième circuit de refroidissement (20) de l'unité électronique de puissance (5), essentiellement pour le préchauffage indirect du moteur à combustion (2), par l'intermédiaire du troisième circuit de refroidissement (30).
  4. Procédé de préchauffage d'un moteur à combustion (2) d'une unité d'entraînement (1) pour l'entraînement d'un véhicule pouvant être entraîné par une énergie électrique, l'unité d'entraînement (1) comprenant en outre un générateur (3) produisant l'énergie électrique et au moins une unité électronique de puissance (5) pour la commande et/ou la régulation du moteur électrique (4),
    caractérisé en ce qu'
    au moins le moteur à combustion (2) et l'unité électronique de puissance (5) sont reliés chacun avec un circuit de refroidissement (10, 20) comprenant chacun leurs propres dispositifs de refroidissement (6, 7), le premier circuit de refroidissement (10) du moteur à combustion (2) et le deuxième circuit de refroidissement (20) de l'unité électronique de puissance (5) étant en liaison fonctionnelle entre eux par l'intermédiaire d'un élément de liaison (9) pour la formation d'un troisième circuit de refroidissement (30) commun et au moins le moteur électrique (4) étant relié avec un des circuits de refroidissement (10, 20, 30) de façon à ce que la chaleur dégagée par le fonctionnement du moteur électrique (4) soit transportée par l'intermédiaire d'au moins un des circuits de refroidissement (10, 20, 30) et soit utilisée pour le préchauffage du moteur à combustion (2), le générateur (3) étant relié, conjointement avec le moteur électrique (4), avec le premier circuit de refroidissement (10) du moteur à combustion (2) et/ou le générateur (3) est relié, séparément du moteur électrique (4), avec le premier circuit de refroidissement (10) du moteur à combustion (2) ou avec le deuxième circuit de refroidissement (20) de l'unité électronique de puissance (5).
  5. Procédé selon la revendication 4,
    caractérisé en ce que
    le moteur électrique (4) chauffe, lors d'une liaison avec le premier circuit de refroidissement (10) du moteur à combustion (2), le moteur à combustion (2) de manière essentiellement directement par l'intermédiaire du premier circuit de refroidissement (10).
  6. Procédé selon la revendication 4,
    caractérisé en ce que
    le moteur électrique (4) chauffe, lors d'une liaison avec le deuxième circuit de refroidissement (20) de l'unité électronique de puissance (5), le moteur à combustion (2) de manière essentiellement indirecte par l'intermédiaire du troisième circuit de refroidissement (30).
  7. Procédé selon l'une des revendications 4 à 6,
    caractérisé en ce qu'
    un élément de soupape (8), disposé sur l'élément de liaison (9), est ouvert pendant le simple fonctionnement du moteur électrique (4) dans le but de refroidir au moins l'unité électronique de puissance (5) en outre avec le premier circuit de refroidissement (10) du moteur à combustion (2).
  8. Procédé selon l'une des revendications 4 à 7,
    caractérisé en ce qu'
    un élément de soupape (8), disposé sur l'élément de liaison (9), est fermé lorsque le deuxième circuit de refroidissement (20) de l'unité électronique de puissance (5) présente, pendant le fonctionnement du moteur à combustion (2), une température supérieure à un niveau de température maximal déterminé.
EP12180366.2A 2011-08-16 2012-08-14 Unité d'entraînement avec deux circuits de refroidissement pouvant être couplés pour le préchauffage d'un moteur à combustion et procédé Not-in-force EP2559879B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102011052754.0A DE102011052754B4 (de) 2011-08-16 2011-08-16 Antriebseinheit mit zwei koppelbaren Kühlkreisläufen und Verfahren

Publications (2)

Publication Number Publication Date
EP2559879A1 EP2559879A1 (fr) 2013-02-20
EP2559879B1 true EP2559879B1 (fr) 2016-07-06

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EP12180366.2A Not-in-force EP2559879B1 (fr) 2011-08-16 2012-08-14 Unité d'entraînement avec deux circuits de refroidissement pouvant être couplés pour le préchauffage d'un moteur à combustion et procédé

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EP (1) EP2559879B1 (fr)
DE (1) DE102011052754B4 (fr)

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DE102014220103A1 (de) * 2014-10-02 2016-04-07 Robert Bosch Gmbh Bedarfsgerechtes Kühlen eines Stromrichters eines Kraftfahrzeugs
CN105774528B (zh) * 2014-12-19 2018-12-11 北京宝沃汽车有限公司 混合动力车辆的冷却装置及其控制方法和系统
DE102016006201A1 (de) 2016-05-19 2017-11-23 Audi Ag Antriebssystem
DE102016015256A1 (de) 2016-12-21 2018-06-21 Daimler Ag Thermomanagementvorrichtung
SE542064C2 (en) 2017-06-07 2020-02-18 Scania Cv Ab A cooling system for a combustion engine and a WHR system
DE102018205130A1 (de) * 2018-04-05 2019-10-10 Siemens Aktiengesellschaft Verfahren zum Erwärmen eines Antriebs eines Hybridfahrzeugs sowie Vorwärmeinrichtung
SE542873C2 (en) * 2018-05-28 2020-07-28 Scania Cv Ab A cooling system for cooling two objects to different temperatures
SE1851203A1 (en) * 2018-10-05 2019-07-05 Scania Cv Ab System and method for cooling an engine and a secondary heat source and a vehicle comprising such a system

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