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WO2019091949A1 - Dispositif d'entraînement muni d'un circuit de fluide de refroidissement pour un véhicule automobile - Google Patents

Dispositif d'entraînement muni d'un circuit de fluide de refroidissement pour un véhicule automobile Download PDF

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Publication number
WO2019091949A1
WO2019091949A1 PCT/EP2018/080253 EP2018080253W WO2019091949A1 WO 2019091949 A1 WO2019091949 A1 WO 2019091949A1 EP 2018080253 W EP2018080253 W EP 2018080253W WO 2019091949 A1 WO2019091949 A1 WO 2019091949A1
Authority
WO
WIPO (PCT)
Prior art keywords
coolant
circuit
return line
coolant circuit
drive device
Prior art date
Application number
PCT/EP2018/080253
Other languages
German (de)
English (en)
Inventor
Peer Christopher Lege
Matthias Honzen
Original Assignee
Audi Ag
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 Audi Ag filed Critical Audi Ag
Publication of WO2019091949A1 publication Critical patent/WO2019091949A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/20—Cooling circuits not specific to a single part of engine or machine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/165—Controlling of coolant flow the coolant being liquid by thermostatic control characterised by systems with two or more loops
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2050/00—Applications
    • F01P2050/24—Hybrid vehicles

Definitions

  • the invention relates to a drive device for a motor vehicle, comprising a drive unit and a coolant circuit for cooling the drive unit, wherein the coolant circuit is connected to a coolant cooler via a control valve, so that the drive unit in different operating modes has different amounts of coolant cooled by means of the coolant can be fed, wherein a coolant outlet of the coolant radiator is connected via a coolant supply line to the coolant circuit.
  • a further coolant circuit is connected upstream of a device to be cooled by means of the further coolant circuit at a coolant removal point to the coolant supply line, the further coolant circuit downstream of the device to be cooled to a coolant return line, on the one hand to the coolant circuit and on the other hand to ademit- teleinlass the coolant radiator is connected, and / or at a downstream of the coolant removal point located coolant return point is connected to the coolant supply line.
  • the drive device is used to drive the motor vehicle, so far as the provision of a driving of the motor vehicle directed torque.
  • the drive device has the drive unit, which finally provides or can provide the torque.
  • the coolant circuit is provided which serves to cool the drive unit.
  • a coolant is at least temporarily circulated and thereby supplied to the drive unit or a heat exchanger of the drive unit. As it flows through the drive unit, the coolant absorbs a portion of the heat that accumulates in it and discharges it from the drive unit. This results in a temperature increase of the coolant.
  • the coolant circuit is assigned to the coolant radiator, which at least temporarily, the heated coolant is supplied.
  • the coolant is removed by means of the coolant radiator, that is, the heat absorbed by the coolant or at least part of it is discharged from the coolant, for example in the direction of an external environment.
  • the coolant cooler is preferred as a direct coolant coolant Ler configured, but may alternatively be present as an indirect coolant radiator.
  • the coolant should not or only slightly be cooled by means of the coolant radiator.
  • the heat should be dissipated by means of the coolant cooler, so that the coolant can be used for effective cooling of the drive unit.
  • the coolant circuit is connected via the control valve to the coolant radiator.
  • the control valve By means of the control valve, it is possible to set the proportion of the coolant supplied to the drive unit using the coolant radiator.
  • different quantities of coolant cooled by means of the coolant cooler are supplied to the drive unit to that extent.
  • it is provided in a first mode to decouple the coolant circuit by means of the control valve of the coolant radiator, so that the drive unit supplied coolant is circulated exclusively within the coolant circuit.
  • a rapid heating of the coolant can be ensured.
  • it may be provided to guide at least part of the coolant supplied to the drive unit, preferably the entire coolant supplied to the drive unit, through the coolant radiator.
  • the coolant circuit is connected via the coolant supply line and a coolant return line to the coolant radiator.
  • the coolant supply line is on the one hand to thedeffensch- telauslass and on the other hand connected to the coolant circuit.
  • the coolant return line is connected on the one hand to the coolant circuit and on the other hand to a coolant inlet of the coolant radiator.
  • the coolant cooler is cooled by the coolant. Refrigerant coolant supplied from the coolant circuit and removed via the coolant supply line from the coolant radiator in the direction of the coolant circuit. In this respect, the coolant supplied to the coolant cooler flows through the coolant cooler from the coolant inlet to the coolant outlet.
  • the further coolant circuit which serves to cool the device to be cooled.
  • the device to be cooled preferably has an operating temperature which is different from the operating temperature of the drive unit, in particular is lower.
  • the drive unit is designed as an internal combustion engine, so that an operating temperature between 80 ° C and 120 ° C is present in order to implement the lowest possible consumption and / or the best possible emission behavior of the drive unit. At such an operating temperature uniform heating of mechanical components of the drive unit and the highest possible engine oil temperature are ensured. Both have a positive influence on the internal friction of the drive unit and thus reduce fuel consumption.
  • the drive device has the device to be cooled, which has a lower operating temperature than the drive unit, then an additional coolant circuit can be realized, which is completely and permanently separated from the coolant circuit in terms of flow and is operated at a lower temperature level.
  • this coolant circuit must be equipped with its own coolant radiator in order to fulfill its function, namely the cooling of the device to be cooled.
  • the further coolant circuit is configured as a "virtual" coolant circuit, which communicates fluidically with the coolant circuit. Cooler is supplied.
  • the further coolant circuit and the coolant circuit are connected to the coolant inlet and the coolant outlet of the coolant cooler.
  • the coolant circuit and the further coolant circuit are fluidically parallel to each other before or are connected parallel to each other to the coolant radiator.
  • the further coolant circuit is connected to the coolant supply point to the coolant supply line, wherein the coolant removal point is arranged fluidically between the coolant outlet of the coolant radiator and the coolant circuit.
  • the further coolant circuit is connected to the coolant supply line upstream of the device to be cooled, so that coolant emerging from the coolant radiator can flow into the further coolant circuit and cool the device to be cooled.
  • at least part of the coolant leaving the coolant radiator is supplied to the further coolant circuit.
  • the entire coolant emerging from the coolant radiator is supplied to the further coolant circuit. This is the case in particular if the coolant circuit is fluidically decoupled from the coolant radiator.
  • the coolant supplied to the further coolant circuit is supplied to the device to be cooled in order to cool it. Downstream of the device to be cooled, the coolant is returned so that it can be re-supplied to the coolant cooler.
  • the further coolant circuit downstream of the device to be cooled is connected to the coolant return line for this purpose.
  • About the coolant return line of the coolant circuit is fluidly connected to the coolant inlet of the coolant radiator.
  • the further coolant circuit is now fluidly connected between the coolant circuit and the coolant inlet.
  • the further coolant circuit is connected downstream of the device to be cooled to the coolant supply line, namely at the coolant return point. The latter is arranged downstream of the coolant removal point with respect to the cooling medium, so that the coolant coming from the further coolant circuit is not supplied to it again before it has passed through the coolant cooler.
  • the further coolant circuit is connected downstream of the device to be cooled only to the coolant return line or only to the coolant supply line.
  • it is particularly preferably connected to both, so that the coolant is supplied from the further coolant circuit after flowing through the device to be cooled either the coolant return line or the coolant supply line or any parts both.
  • a check valve is arranged fluidically between the device to be cooled and the coolant return line and / or the coolant supply line (respectively), so that the coolant can flow only in the direction of the coolant return line or the coolant supply line, but not vice versa.
  • a further embodiment of the invention provides that the coolant supply line is connected via the control valve to the coolant circuit.
  • the control valve determines what amount of coolant from the coolant supply line can get into the coolant circuit.
  • the control valve is designed, for example, as a thermostatic valve, which prevents the flow connection between the coolant supply line and the coolant circuit at a coolant temperature of the coolant in the coolant circuit below a first temperature. If the coolant temperature is greater than a second temperature, the control valve completely communicates the flow connection between the coolant supply line and the coolant circuit, that is to say with a maximum flow cross section. Accordingly, the coolant can enter the coolant circuit from the coolant feed line.
  • the control valve between the coolant supply line and the coolant circuit sets a flow cross section, which is smaller than the maximum flow cross section. In other words, the flow connection between the coolant supply line and the coolant circuit is only partially released from the control valve.
  • the control valve does not affect the coolant circuit itself, so that it can be circulated in this coolant always, regardless of the switching position of the control valve.
  • a demand-based cooling of the coolant is realized in the coolant circuit.
  • the coolant return line is fluidly connected between a coolant outlet of the drive unit and the control valve to the coolant circuit.
  • the drive unit has a coolant inlet and the coolant outlet, wherein coolant is supplied to it via the coolant inlet, which then emerges from the coolant outlet.
  • the coolant thus flows through the drive unit, starting from the coolant inlet up to the coolant outlet.
  • the coolant outlet of the drive unit is now fluidically connected to the control valve, preferably permanently.
  • control valve is permanently connected fluidically with the coolant inlet of the drive unit.
  • a coolant line of the coolant circuit is arranged between the coolant outlet and the coolant inlet, through which is at least temporarily circulated coolant during operation of the drive device.
  • the control valve is now connected to the coolant line, which is adjustable between the coolant supply line and the coolant line a certain flow area.
  • the coolant return line discharges fluidically between the coolant outlet of the drive assembly and the control valve from the coolant circuit or the coolant line.
  • On its side facing away from the coolant circuit it is connected to the coolant inlet of the coolant radiator.
  • a permanent flow connection between the coolant circuit and the coolant inlet of the coolant radiator is realized. So it is not necessary additional control valve at this point, so that an extremely simple structure of the drive device can be realized.
  • the further coolant circuit has a first coolant return line and a second coolant return line, both of which are fluidly connected to a distribution point downstream of the device to be cooled. Via the two coolant return lines, ie the first coolant return line and the second coolant return line, the further coolant circuit is connected to the coolant return line and the coolant supply line to the coolant return line.
  • the two coolant return lines are connected on the one hand to each other and at the same time to the associated device fluidically, namely downstream of this.
  • the coolant can thus enter after the flow through the device to be cooled either in the first coolant return line or the second coolant return line or both to arbitrary parts. It is therefore preferred to implement a purely passive shading of the further coolant circuit, whereby a simple and inexpensive construction is implemented.
  • a further embodiment of the invention provides that the first coolant return line is connected to the coolant return line on its side facing away from the distribution point. This has already been discussed above. In this respect, coolant can be supplied to the coolant cooler from the further coolant circuit via the first coolant return line.
  • a development of the invention provides that the first coolant return line is connected via a check valve to the coolant return line.
  • the check valve has its reverse direction from the coolant return line in the direction of the first coolant return line.
  • the check valve prevents coolant from flowing from the coolant return line into the first coolant return line, but allows outflow of coolant from the first coolant return line into the coolant return line.
  • a preferred further embodiment of the invention provides that the second coolant return line is connected to the coolant supply line at its side remote from the distributor point at the coolant return point. This has already been discussed above.
  • This embodiment has the advantage that even in operating states of the drive device, in which the coolant can not be discharged from the further coolant circuit via the first coolant return line, the coolant can be reliably removed from the further coolant circuit, namely into the coolant supply line.
  • a further, particularly preferred embodiment of the invention provides that fluidically between the coolant removal point and the distribution point, a coolant pump in the further coolant circuit is present.
  • the coolant pump By means of the coolant pump, the coolant is circulated in the further coolant circuit or conveyed through the device to be cooled.
  • the use of the coolant pump in the further coolant circuit has the advantage that the further coolant circuit can be operated completely independently of the coolant circuit, that is, even while the coolant is resting in the coolant circuit.
  • a surge tank is connected fluidly on the one hand to the coolant return line and on the other hand to the coolant supply line.
  • the surge tank level fluctuations in the coolant circuit and / or the other coolant circuit can be compensated, which are caused in particular by temperature differences.
  • the surge tank is connected via a check valve to the coolant return line, which allows flow from the coolant return line in the direction of the expansion tank, but in the reverse direction prevents.
  • the expansion tank is permanently connected fluidically with the coolant supply line.
  • a further embodiment of the invention provides that the expansion tank is arranged on the coolant supply line upstream of the coolant removal point. Accordingly, it is also possible to reliably compensate for level fluctuations within the further coolant circuit with the aid of the expansion tank.
  • FIG. 1 a schematic representation of a drive device for a motor vehicle, with a drive unit and a coolant circuit for cooling the drive unit.
  • the figure shows a schematic representation of a drive device 1, which has a here designed as an internal combustion engine drive unit 2.
  • a coolant circuit 3 is provided, in which by means of a coolant pump 4 coolant is circulated.
  • the drive unit 2 has a coolant inlet 5 and a coolant outlet 6.
  • the coolant outlet 6 is fluidically connected to the coolant inlet 5 via a coolant line 7, in which the coolant pump 4 is present.
  • the coolant circuit 3 is connected via a control valve 8 to a coolant cooler 9, to which coolant can be supplied via a coolant inlet 10 and can be removed via a coolant outlet 11.
  • the coolant cooler 9 is designed, for example, as a direct coolant cooler.
  • the coolant cooler 9 or its coolant outlet 1 1 is connected to the coolant circuit 3 via a coolant supply line 12.
  • the coolant circuit 3 is connected via a coolant return line 13 to the coolant cooler 9 or its coolant inlet 10.
  • the coolant supply line 12 is connected via the control valve 8 to the coolant circuit 3 or the coolant line 7.
  • the coolant return line 13 is connected directly to the coolant circuit 3 or empties directly out of the coolant line 7.
  • an expansion tank 14 is provided, which on the one hand is connected to the coolant return line 13 and on the other hand to the coolant supply line 12.
  • it is connected to the coolant return line 13 via a check valve 15, which only allows flow from the coolant return line 13 in the direction of the surge tank 14, but prevents flow in the opposite direction.
  • the drive device 1 has at least one device 16 to be cooled, in the exemplary embodiment illustrated here via two devices 16 to be cooled.
  • the devices 16 are another for cooling Associated coolant circuit 17 which is connected upstream of the device 16 and the devices 16 to the coolant supply line 12, namely at a coolant removal point 18.
  • the further coolant circuit 17 has a further coolant pump 19, by means of which coolant in the further coolant circuit 17 is recirculatable.
  • the coolant supply line 12 is at least temporarily taken from coolant and fed to the device 16. Downstream of the device 16, a first coolant return line 20 and a second coolant return line 21 are fluidically connected to the device 16. On the one hand, therefore, the first coolant return line 20 is connected to the device 16. On the other hand, it flows into the coolant return line 13. Preferably, the first coolant return line 20 is fluidically connected to the coolant return line 13 via a check valve 22. The second coolant return line 21 is connected on the one hand as well to the device 16 fluidly. On the other hand, it flows into the coolant supply line 12, namely at a coolant return point 23, which is present in the coolant supply line 12 downstream of the coolant removal point 18.
  • a "virtual" coolant circuit in the form of the further coolant circuit 17 is realized in addition to the coolant circuit 3. If the control valve 8 is closed so that the coolant circuit 3 is fluidly separated from the coolant cooler 9 or the flow connection between the coolant supply line 12 and the coolant circuit 13 is interrupted, the coolant circuit 3 and the further coolant circuit 17 can be operated completely independently of each other., For example, coolant is circulated in the coolant circuit 3 by means of the coolant pump 4, which remains in the coolant circuit 3.
  • coolant can be circulated through the further coolant circuit 17, which at least partially flows through the coolant cooler 9.
  • the control valve 8 is closed, it is ensured that a temperature level of the coolant in the further coolant circuit 17 is lower than a temperature level in the coolant circuit 3.
  • control valve 8 When at least partially or even fully open control valve 8 is supplied to both the coolant circuit 3 and the other coolant circuit 17 by means of the coolant cooler 9 cooled coolant. In this case, however, the coolant for the coolant circuit 17 upstream of the coolant circuit 3 is removed from the coolant supply line 12. Accordingly, it is further ensured that the lowest possible temperature is present in the further coolant circuit 17.
  • a pressure may occur in the coolant return line 13 which exceeds the pressure in the first coolant return line 20.
  • the second coolant return line 21 is provided. In all operating points of the drive device 1, therefore, a circulation of the coolant in the further coolant circuit 17 is ensured at the lowest possible temperature level.

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

Abstract

L'invention concerne un dispositif d'entraînement (1) destiné à un véhicule automobile, comportant une unité d'entraînement (2) et un circuit (3) de fluide de refroidissement servant à refroidir l'unité d'entraînement (2), le circuit (3) de fluide de refroidissement étant raccordé à un radiateur (9) par l'intermédiaire d'une soupape de commande (8), de sorte que des quantités différentes de fluide de refroidissement refroidi par le radiateur (9) peuvent être introduites dans l'unité d'entraînement (2) dans des modes de fonctionnement différents, une sortie (11) de fluide de refroidissement du radiateur (9) étant raccordée au circuit (3) de fluide de refroidissement par une conduite d'arrivée (12) de fluide de refroidissement. Selon l'invention, un autre circuit (17) de fluide de refroidissement est raccordé à la conduite d'arrivée (12) de fluide de refroidissement en un point de prélèvement (18) de liquide de refroidissement en amont d'un dispositif (16) devant être refroidi par l'autre circuit (17) de fluide de refroidissement, l'autre circuit (17) de fluide de refroidissement étant raccordé en aval du dispositif (16) à refroidir à une conduite de retour (13) de fluide de refroidissement qui est raccordée d'une part au circuit (3) de fluide de refroidissement et d'autre part à une entrée (10) de fluide de refroidissement du radiateur (9) et/ou à la conduite d'arrivée (12) de fluide de refroidissement en un point de retour (23) du fluide de refroidissement placé en aval du point de prélèvement (18) de fluide de refroidissement.
PCT/EP2018/080253 2017-11-09 2018-11-06 Dispositif d'entraînement muni d'un circuit de fluide de refroidissement pour un véhicule automobile WO2019091949A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017219988.1A DE102017219988A1 (de) 2017-11-09 2017-11-09 Antriebseinrichtung mit einem Kühlmittelkreislauf für ein Kraftfahrzeug
DE102017219988.1 2017-11-09

Publications (1)

Publication Number Publication Date
WO2019091949A1 true WO2019091949A1 (fr) 2019-05-16

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2018/080253 WO2019091949A1 (fr) 2017-11-09 2018-11-06 Dispositif d'entraînement muni d'un circuit de fluide de refroidissement pour un véhicule automobile

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Country Link
DE (1) DE102017219988A1 (fr)
WO (1) WO2019091949A1 (fr)

Cited By (1)

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CN112109675A (zh) * 2020-10-19 2020-12-22 白兴龙 车用轮毂降温系统

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Publication number Priority date Publication date Assignee Title
DE102018220316B3 (de) * 2018-11-27 2020-02-06 Audi Ag Antriebseinrichtung mit zwei Kühlmittelpumpen mit einer gemeinsamen Antriebswelle sowie Verfahren zum Betreiben einer Antriebseinrichtung
SE543426C2 (en) * 2019-06-13 2021-02-16 Scania Cv Ab Method of Controlling Flow of Coolant, Vehicle Cooling System, and Related Devices

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DE19730678A1 (de) * 1997-07-17 1999-01-21 Volkswagen Ag Hybridfahrzeug mit einer Vorrichtung zur Kühlung von Antriebsbauteilen und zur Innenraumheizung
US20040163861A1 (en) * 2003-02-24 2004-08-26 Honda Motor Co., Ltd. Cooling apparatus for hybrid vehicle
DE102008011225A1 (de) 2008-02-26 2009-08-27 Robert Bosch Gmbh Diagnoseverfahren und Antriebssteuerung
DE102012208009A1 (de) * 2012-05-14 2013-11-14 Robert Bosch Gmbh Verfahren zum Kühlen eines Range-Extender-Verbrennungsmotors und eine Vorrichtung zum Kühlen eines Range-Extender-Verbrennungsmotors

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DE102013208115A1 (de) * 2013-05-03 2014-11-06 Behr Gmbh & Co. Kg Kühlkreislauf
DE102013224005A1 (de) * 2013-11-25 2015-05-28 Volkswagen Aktiengesellschaft Kühlsystem

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Publication number Priority date Publication date Assignee Title
DE19730678A1 (de) * 1997-07-17 1999-01-21 Volkswagen Ag Hybridfahrzeug mit einer Vorrichtung zur Kühlung von Antriebsbauteilen und zur Innenraumheizung
US20040163861A1 (en) * 2003-02-24 2004-08-26 Honda Motor Co., Ltd. Cooling apparatus for hybrid vehicle
DE102008011225A1 (de) 2008-02-26 2009-08-27 Robert Bosch Gmbh Diagnoseverfahren und Antriebssteuerung
DE102012208009A1 (de) * 2012-05-14 2013-11-14 Robert Bosch Gmbh Verfahren zum Kühlen eines Range-Extender-Verbrennungsmotors und eine Vorrichtung zum Kühlen eines Range-Extender-Verbrennungsmotors

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Publication number Priority date Publication date Assignee Title
CN112109675A (zh) * 2020-10-19 2020-12-22 白兴龙 车用轮毂降温系统

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