• 专利附录
  • 专利说明
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  • 类似技术
  • 同族专利
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    • 专利摘要:
    The invention relates to a method for controlling the cooling system comprises, during a start of the vehicle, at least: - a first step (E1) of checking whether the coolant present in a low temperature cooling circuit is at a temperature lower than a temperature of use of a high voltage battery of an electric motor; when the temperature of the coolant in the low temperature cooling circuit is lower than the temperature of use of the battery, a second step (E2) of starting a heat engine; a third step (E3) of controlling, in the open position, regulating means of a transfer circuit for, by establishing a circulation of coolant between a high temperature cooling circuit and the low temperature cooling circuit, accelerating a raising the temperature of the coolant in the low temperature cooling circuit to heat the battery until at least said temperature of use.
    公开号:FR3061109A1
    申请号:FR1663384
    申请日:2016-12-26
    公开日:2018-06-29
    发明作者:Emmanuelle Andres；Olivier Beisbardt
    申请人:Renault SAS；
    IPC主号:
    专利说明:

    Agent (s):
    Holder (s): simplified.
    RENAULT S.A.S. Joint-stock company
    GEVERS & ORES Public limited company.
    ® METHOD FOR CONTROLLING A COOLING SYSTEM FOR A HYBRID VEHICLE COMPRISING A COOLING LIQUID TRANSFER CIRCUIT.
    FR 3,061,109 - A1 (57) The invention relates to a method for controlling the cooling system comprising, when starting the vehicle, at least:
    - a first step (E1) consisting in checking whether the coolant present in a low temperature cooling circuit is at a temperature below a temperature of use of a high voltage battery of an electric motor;
    - when the temperature of the coolant in the low temperature cooling circuit is lower than the temperature of use of the battery, a second step (E2) consisting in starting a heat engine;
    a third step (E3) consisting in controlling, in the open position, means for regulating a transfer circuit for, by establishing a circulation of coolant between a high temperature cooling circuit and the low temperature cooling circuit, accelerating a temperature rise of the coolant in the low temperature cooling circuit in order to heat the battery until at least said operating temperature is reached.

    "Method for controlling a cooling system for a hybrid vehicle comprising a coolant transfer circuit"
    TECHNICAL FIELD OF THE INVENTION
    The invention relates to a method for controlling a cooling system for a hybrid vehicle comprising a coolant transfer circuit.
    The invention relates more particularly to a method for controlling a cooling system for a hybrid vehicle comprising at least one heat engine and one electric motor, the cooling system comprising at least:
    a high temperature cooling circuit for cooling the heat engine and a low temperature cooling circuit for cooling the electric motor and an associated high voltage battery, and
    a cooling liquid transfer circuit connecting the high temperature cooling circuit and the low temperature cooling circuit and comprising regulation means for controlling the circulation of the coolant in the transfer circuit.
    STATE OF THE ART
    It is known from the state of the art of such cooling systems equipping a hybrid vehicle, also called "PHEV", acronym in English of "Plug-in Hybrid Electric Vehicle".
    In general, there are different operating modes for a hybrid vehicle, namely:
    - an electric mode, also sometimes called "ZEV" acronym in English of "Zero Emission Vehicle", in which the vehicle is propelled and / or towed by the electric motor without intervention of the heat engine;
    - a thermal mode in which the vehicle is towed and / or propelled by means of the sole thermal engine without intervention of the electric motor;
    - a hybrid mode in which the vehicle is towed and / or propelled simultaneously by means of the thermal and electric motors.
    Starting a hybrid vehicle is generally done in electric mode. However, it sometimes happens that the start in electric mode cannot sometimes be carried out due to atmospheric conditions, when the temperatures are low, typically below -20 ° C.
    Indeed, the high-voltage battery associated with the electric motor is then rendered inoperative if the temperature is below a temperature (Tu) of determined use.
    Without limitation, the temperature (Tu) for using a high voltage battery is for example between 0 ° C and 34 ° C.
    However, the value of the temperature of use (Tu) is likely to vary from one type of battery to another, depending in particular on the technology and more particularly on the electrolytes used.
    When the battery temperature is lower than the operating temperature (Tu), it is then impossible to start the hybrid vehicle with the electric motor and the starting can therefore only be carried out with the internal combustion engine.
    Subject to other operating parameters of the vehicle, in particular the speed or the battery charge, the choice of the operating mode of the hybrid vehicle is then affected since the use of the electric mode is then deferred until that the temperature of the battery is at least equal to said temperature (Tu) of use.
    To estimate the temperature of the high-voltage battery and determine whether this condition for using the electric mode is met, the temperature of the coolant in the low-temperature cooling circuit which, intended to cool the battery associated with the electric motor, is advantageously measured. , is considered representative.
    In the remainder of this description, the term "coolant" should be interpreted broadly as referring to a heat transfer fluid capable of being used interchangeably for cooling but also for heating by providing calories.
    In what follows the term high temperature cooling circuit is a cooling circuit in which the heat transfer fluid has a temperature which is higher than that of a heat transfer fluid circulating in another cooling circuit, then qualified by comparison of cooling circuit low temperature.
    After starting the hybrid vehicle under such conditions of low or negative outside temperatures, it is desired to be able to drive in electric mode as quickly as possible, and this in particular in order to reduce polluting emissions such as carbon dioxide (CO 2 ) linked to traction. and / or the vehicle propulsion in thermal mode.
    We are therefore looking for solutions capable of allowing the battery to be heated to reach at least said operating temperature (Tu) more quickly and thus allow use of the hybrid vehicle in electric mode, provided of course that all of the corresponding operating conditions in this mode are met.
    The object of the invention is in particular to propose a method for controlling a cooling system for a hybrid vehicle making it possible to accelerate the rise in temperature of the coolant of the low temperature cooling circuit associated with the electric motor in order to be able to use faster the vehicle in electric mode.
    BRIEF SUMMARY OF THE INVENTION
    To this end, the invention provides a method for controlling a cooling system for a hybrid vehicle of the type described above, characterized in that the method for controlling the cooling system comprises, when the vehicle is started, at minus:
    - a first step consisting in checking whether the coolant present in the low temperature cooling circuit is at a temperature below a temperature of use of the high voltage battery of the electric motor;
    - when the temperature of the coolant in the low temperature cooling circuit is lower than the temperature of use of the battery, a second step consisting in starting the internal combustion engine;
    a third step consisting in controlling in the open position the means for regulating the transfer circuit for, by establishing a circulation of coolant between the high temperature coolant circuit and the low temperature coolant circuit, accelerating a rise in temperature of the liquid cooling in the low temperature cooling circuit in order to heat the battery until at least said operating temperature is reached.
    Advantageously, the method for controlling the cooling system according to the invention allows the coolant circulating in the high temperature cooling circuit to recover the calories produced by the heat engine in operation and then to transfer, thanks to the transfer circuit, these calories to the battery to heat it when this same coolant then circulates in the low temperature cooling circuit.
    Thanks to the invention, the temperature rise of the coolant circulating in the low temperature coolant circuit is accelerated and by doing so, the battery is heated by means of this coolant, which therefore reaches a higher temperature more quickly or equal to the operating temperature.
    The process of controlling the cooling system allows faster use of the electric mode after starting in thermal mode, particularly when it is made necessary by temperature conditions such as that of battery use.
    The hybrid vehicle is likely to operate more quickly in electric mode, thereby benefiting from a reduction in polluting emissions linked to operation in thermal mode.
    Advantageously, the invention makes it possible to avoid in particular having recourse to additional heating means, such as thermistors of PTC or THP type, capable of being used to heat the coolant of the low temperature cooling circuit associated with electric motor in order to obtain an acceleration of the rise in temperature of the coolant and therefore incidentally of the temperature of the battery.
    Thanks to the control means controlled according to the method, the transfer circuit selectively establishes a communication between the high temperature cooling circuit and the low temperature cooling circuit.
    The transfer circuit does not modify the general operation of the cooling system of the hybrid vehicle, in particular during the alternation of the electric and thermal driving phases.
    The cooling system and more particularly the transfer circuit comprising the regulation means makes it possible to selectively, by means of the coolant, exchange calories between the high temperature cooling circuit and the low temperature cooling circuit.
    In the aforementioned case of the impossibility of starting in electric mode due to a temperature which does not allow use of the battery, the transfer of calories by the coolant then takes place from the high temperature cooling circuit to the low temperature cooling circuit.
    However, it is also possible in other cases that starting to operate a transfer of calories by the coolant in the opposite direction, that is to say from the low temperature cooling circuit to the high temperature cooling circuit .
    Indeed, during a driving phase in electric mode, the components such as the battery, the power electronics and the electric motor transfer calories to the coolant of the low temperature cooling circuit.
    The calories produced by these organs will heat the coolant of the low temperature cooling circuit until reaching an optimal operating temperature, for example preferably between 20 ° C and 40 ° C. The low temperature cooling circuit regulates the temperature of the coolant below a maximum temperature of 60 ° C.
    If taxiing in electric mode continues, we then seek to evacuate calories in order to be able to maintain this optimum operating temperature for organs such as the electric motor or the battery.
    This is the reason why, the low temperature cooling circuit further comprises at least one cooling radiator and preferably a cooler.
    In the case of continued driving in electric mode, the opening of the regulation means for establishing a circulation of the coolant makes it possible to transfer calories from the low temperature cooling circuit to the high temperature cooling circuit.
    In fact, the temperature of the coolant in the low temperature coolant circuit is then higher than that of the coolant present in the high temperature coolant circuit associated with the engine.
    As in the aforementioned start-up case, the control process acts on the transfer circuit regulation means to control them in the open position in order to effect this transfer of calories from the low temperature cooling circuit to the intermediary of the coolant. the high temperature cooling circuit.
    Advantageously, the cooling of the liquid circulating in the low temperature cooling circuit is improved by means of thermal regulation enabling it to maintain an optimal operating temperature therein of the organs used in electric mode, such as the electric motor and the battery.
    The regulation of the temperature of the coolant circulating during the electric mode is improved, on the one hand, by the inertia due to the greater quantity of coolant and, on the other hand, by the heat exchanges carried out with the outside air through the cooling radiator of the high temperature cooling circuit.
    As regards inertia, the coolant is no longer just that present in the only low temperature cooling circuit circulating in closed loop but that of the entire system, that is to say also the liquid present in the high temperature cooling circuit and in the transfer circuit.
    The method of controlling the cooling system comprising the transfer circuit makes it possible, in electrical mode, to regulate the temperature of the coolant to maintain it at an optimal operating temperature for which the efficiency of the battery is notably improved.
    Advantageously, such regulation of the temperature of the coolant in electric mode contributes to increasing the reliability of the electronic components and to significantly improving their durability.
    Regulating the temperature of the coolant to an optimal temperature also makes it possible to improve the general operation, in particular the efficiency of the power electronics, of the battery as well as of the electric motor and so that the exploitation of the battery capacity is improved.
    In addition to the case of starting under low or negative temperature conditions described above and that of regulating the temperature of the coolant to optimize the operation in electric mode, the process for controlling the cooling system can also control the transfer circuit. to improve operation in at least one other case.
    Indeed, after using the vehicle in electric mode, when the operating mode is changed to switch to thermal mode, for example due to the speed reached by the vehicle, the piloting process can open the means for regulating the transfer circuit for establishing a coolant circulation from the low temperature cooling circuit to the high temperature cooling circuit.
    Heat transfer is then carried out via the coolant from the low temperature cooling circuit to the high temperature cooling circuit associated with the heat engine, making it possible to accelerate the rise in temperature until reaching, as for the electric mode. , an optimal coolant temperature for operation in thermal mode.
    Advantageously, such a transfer of calories makes it possible in this case to accelerate the rise in temperature of the coolant in the high temperature cooling circuit in order to be able in particular to be able to put into action more quickly a depollution device such as low pressure EGR.
    The piloting method according to the invention proposes to advantageously use calories produced in electric mode or in thermal mode to selectively supply them as appropriate to one or the other of the cooling circuits.
    According to other characteristics of the invention:
    - When the heat engine is started in the second step, the control process starts at least one pump associated with the heat engine;
    - The control method comprises a step consisting in opening a control valve intended to control the circulation of the coolant in a pipe comprising the high voltage battery associated with the electric motor;
    ίο
    - The control method includes a step of starting at least one pump arranged in a cooling loop of the low temperature cooling circuit;
    - The control method includes a step of starting at least one pump arranged in a cooling loop of the low temperature cooling circuit;
    the first step of checking the temperature of the cooling liquid circulating in the cooling circuit is carried out iteratively;
    - if the temperature of the coolant circulating in the low-temperature cooling circuit is lower than said temperature for using the high-voltage battery, the control process then keeps at least the heat engine in operation and the means for regulating the circuit transfer in open position;
    - if the temperature of the coolant circulating in the low-temperature cooling circuit is lower than said temperature for using the high-voltage battery, the control process then keeps the control valve in the open position;
    - if the temperature of the coolant circulating in the low temperature cooling circuit is greater than or equal to said temperature of use of the high voltage battery and the battery charge is sufficient, the control process then shuts down the engine and starts the electric motor for running the vehicle in electric mode;
    - when starting the electric motor, the control method comprises a step consisting in selectively controlling the means for regulating the transfer circuit in the closed position or in the open position;
    - when starting the electric motor, the control method maintains the means for regulating the transfer circuit in the open position when a heating demand exists in order to supply calories to an air heater that comprises the high temperature cooling circuit;
    - when the temperature of the coolant circulating in the low-temperature cooling circuit is higher than an optimal operating temperature of the high-voltage battery, the control process then includes a step consisting in controlling the control valve in the closed position to interrupt the circulation of the coolant in the second line comprising the high voltage battery.
    BRIEF DESCRIPTION OF THE FIGURES
    Other characteristics and advantages of the invention will appear during the reading of the detailed description which will follow for the understanding of which reference will be made to the appended drawings in which:
    - Figure 1 is a schematic representation of a cooling system for a hybrid vehicle according to an exemplary embodiment and which illustrates a transfer circuit comprising regulation means for selectively controlling the circulation of the coolant through the transfer circuit connecting respectively a high temperature cooling circuit and a low temperature cooling circuit;
    FIG. 2 is a logic diagram which represents the steps of a piloting method according to the invention for controlling a cooling system according to FIG. 1 and which illustrates the strategy for piloting the cooling system when starting the hybrid vehicle in electric mode cannot be performed due to a high voltage battery temperature which is not at least equal to a required operating temperature;
    - Figure 3 is a graphical representation which represents different curves illustrating the operation of a cooling system according to Figure 1 and which illustrates for the ordinate on the one hand the temperatures of the coolant in the high and low cooling circuits temperatures and, on the other hand, the load "C" of the thermal and electric motors (expressed as a percentage%), the corresponding curves being represented as a function of time (expressed in seconds) plotted on the abscissa.
    DETAILED DESCRIPTION OF THE FIGURES
    FIG. 1 shows an exemplary embodiment of a cooling system 10 for a hybrid vehicle (not shown).
    Such a hybrid vehicle is also called "PHEV", acronym in English for "Plug-in Hybrid Electric Vehicle" and is characterized by having a thermal engine 12 on the one hand, and an electric motor 14, on the other go.
    The hybrid vehicle can be used in different modes of operation which include:
    - an electric mode, also sometimes called "ZEV" acronym in English of "Zero Emission Vehicle", in which the vehicle is propelled and / or towed by the electric motor without intervention of the heat engine;
    - a thermal mode in which the vehicle is towed and / or propelled by means of the sole thermal engine without intervention of the electric motor;
    - a hybrid mode in which the vehicle is towed and / or propelled simultaneously by means of the thermal and electric motors.
    The electric motor 14 converts electrical energy into mechanical energy during the traction phases of the vehicle and conversely mechanical energy into electrical energy during the braking phases (also called "regeneration").
    For its operation, the electric motor 14 is associated with different members including at least one inverter converter 16.
    The converter 16 is the power calculator of the electric motor 14 which receives the operating parameters from multiple sensors including the accelerator and brake pedals in order to control the motor 14 in traction or in regeneration.
    A battery 18 constitutes another of these organs, said battery 18 storing in recovered form, kinetic or potential energy. The battery 18 is a so-called "high voltage" battery compared to the other battery used in particular for starting the engine 12.
    The battery 18 must however be at least at a temperature (Tu) of use in order to be able to deliver electrical energy to the electric motor 14.
    Without limitation, the temperature (Tu) of use of the battery 18 is for example 10 ° C. One of the conditions for using the hybrid vehicle in electric mode is that the battery has a temperature greater than or equal to said temperature (Tu) of use.
    Otherwise and as explained in the preamble in the case of a start, the hybrid vehicle must be used in thermal mode at least until the battery 18 reaches a temperature greater than or equal to said temperature (Tu) d ' use allowing use of the electric mode.
    Although not shown in detail in FIG. 1, the other members associated with the electric motor 14 generally comprise at least one DC / DC converter and a charger, or even an alternator-starter.
    The DC / DC converter makes it possible to recharge the 12V battery by means of the high-voltage battery 18 and to supply electrical consumers when the vehicle is activated by switching on the ignition while the charger makes it possible to adapt the energy supplied by the distribution network in order to recharge the high voltage battery 18.
    The cooling system 10 comprises at least one cooling circuit 100, called the high temperature cooling circuit.
    The high temperature cooling circuit 100 is used to cool at least the thermal engine 12 of the hybrid vehicle.
    Preferably, the hybrid vehicle is equipped with at least one device for depollution by recirculation of exhaust gases of the low pressure type (not shown).
    The low pressure type exhaust gas recirculation device is in heat transfer relationship with the high temperature cooling circuit 100.
    The high temperature cooling circuit 100 comprises at least one cooling pipe 102, mounted as a bypass with respect to the engine 12, in which at least one heat exchanger 104 is arranged.
    The heat exchanger 104 is intended to cool the exhaust gases used by the depollution device by recirculation of the low pressure type exhaust gases.
    The high temperature cooling circuit 100 comprises at least one pump 106 arranged upstream of the engine 12 for circulating a cooling liquid through said circuit 100.
    The high temperature cooling circuit 100 includes at least a first cooling loop 108 connected to the outlet of the engine 12 and to the inlet of the pump 106.
    The first cooling loop 108 of the high temperature cooling circuit 100 includes at least one air heater 110 for heating the hybrid vehicle.
    The first cooling loop 108 of the high temperature cooling circuit 100 comprises at least one cooling pipe 112 which, bypassing with respect to the first loop 108, comprises at least one heat exchanger 114.
    The heat exchanger 114 is intended to cool the exhaust gases from another pollution control device (not shown) by recirculation of the high pressure type exhaust gases.
    The first cooling loop 108 of the high temperature cooling circuit 100 comprises at least one additional pump 116.
    The pump 116 is arranged downstream of the air heater 11 0 and upstream of the cooling pipe 112 associated with the depollution device by recirculation of exhaust gases of the high pressure type.
    Preferably, the first cooling loop 108 of the high temperature cooling circuit 100 includes a water-oil type heat exchanger 118 for cooling the oil used in the thermal engine 12.
    The circulation of the coolant in the first cooling loop 108 of the high temperature cooling circuit 100 takes place according to the arrows shown in FIG. 1, that is to say a circulation in a counterclockwise direction of rotation.
    The high temperature cooling circuit 100 includes at least one second cooling loop 120 connected to the outlet of the engine 12 and to the inlet of the pump 106.
    The second cooling loop 120 of the high temperature cooling circuit 100 includes at least one cooling radiator 122.
    The radiator 122 is intended to cool the coolant in the high temperature cooling circuit 100.
    The second cooling loop 120 of the high temperature cooling circuit 100 includes a thermostat 124 which is arranged downstream of the cooling radiator 122.
    The second cooling loop 120 of the high temperature cooling circuit 100 comprises at least one line 126 known as a by-pass which is mounted as a bypass with respect to the cooling radiator 122.
    Line 126 includes an expansion tank 128 to provide a degassing function for the coolant.
    The circulation of the coolant in the second cooling loop 120 of the high temperature cooling circuit 100 takes place according to the arrows shown in FIG. 1, that is to say a circulation in a clockwise direction of rotation.
    The cooling system 10 includes a cooling circuit 200, called the low temperature cooling circuit, for cooling at least the electric motor 14 fitted to the hybrid vehicle.
    In the high temperature cooling circuit 100 associated with the heat engine 12, the coolant reaches operating temperatures which are too high, for example around 90 ° C., for this same coolant to be used for cooling. certain organs associated with the operation of the electric motor 14 which must be maintained at lower temperatures, for example below 60 ° C.
    This is the reason why, the cooling system 10 of a hybrid vehicle comprises on the one hand a circuit 100 for cooling the high temperature thermal engine 12 and, on the other hand, a circuit 200 for cooling the electric motor 14 low temperature.
    The low temperature cooling circuit 200 is also used for cooling the other aforementioned members associated with the electric motor 14 to ensure the operation of the vehicle in electric mode.
    The electric motor 14 is generally associated with at least one inverter converter 16, a charger, a DC / DC converter, or even an alternator-starter.
    The low temperature cooling circuit 200 includes at least a first cooling loop 202.
    The first cooling loop 202 comprises at least one regulating valve 204, for example a valve of the three-way type, for regulating the circulation of the cooling liquid in the first loop 202.
    The first cooling loop 202 comprises at least a first pipe 206 comprising an electric pump 208 and a cooler 210.
    The first cooling loop 202 comprises at least one second line 212, parallel to the first line 206, comprising the high voltage battery 18 associated with the electric motor 14.
    The regulating valve 204 is intended to regulate the circulation of the coolant in the first pipe 206 and the second pipe 212 respectively forming the first cooling loop 202 of the low temperature cooling circuit 200.
    The circulation of the coolant in the first cooling loop 202 of the low temperature cooling circuit 200 takes place according to the arrows shown in FIG. 1, that is to say a circulation in a counterclockwise direction of rotation.
    The low temperature cooling circuit 200 includes at least one second cooling loop 214.
    The second cooling loop 214 comprises at least one line 216 in which is arranged at least one radiator 218 for cooling the cooling liquid circulating in the low temperature cooling circuit 200.
    The second cooling loop 214 comprises an electric pump 215 which is arranged downstream of the radiator 218 for cooling the line 216.
    The second cooling loop 214 of the low temperature cooling circuit 200 comprises at least one thermostat 219 which is arranged upstream of the radiator 218 in order to control the circulation of the coolant in the line 216, through the radiator 218.
    The circulation of the coolant in the second cooling loop 214 is carried out according to the arrows shown in FIG. 1, ie a circulation in a clockwise direction of rotation.
    The second cooling loop 214 of the low temperature cooling circuit 200 includes at least one expansion vessel 220 to perform a degassing function.
    The expansion vessel 220 is for example arranged downstream of the cooling radiator 218 intended to cool the coolant in the low temperature cooling circuit 200.
    The low temperature cooling circuit 200 includes at least a third cooling loop 222.
    The third cooling loop 222 of the low temperature cooling circuit 200 comprises at least one first line 224 comprising at least one charge air cooler 226.
    Preferably, the charge air cooler 226 is of the air-water type as still designated by the English acronym "WCAC" for "Water-cooled Charge Air Cooler".
    The third loop 222 for cooling the low temperature cooling circuit 200 comprises an electric pump 228. The electric pump 228 is arranged upstream of the charge air cooler 226.
    In a variant not shown, the third cooling loop 222 of the low temperature cooling circuit comprises a second pipe, called a by-pass pipe, which is mounted as a bypass with respect to the charge air cooler 226 arranged in the first pipe 224.
    The advantage of establishing such a bypass line (or “bypass”) with respect to the charge air cooler 226 lies in the possibility offered to selectively divert the coolant from the low temperature cooling circuit. Advantageously, regulation means such as a valve are then provided.
    When the temperature of the coolant circulating in the low temperature coolant circuit is not high enough, in particular below the temperature (Tu) of use of the battery 18, the coolant is then likely to take off at the level cooler 226 from the charge air calories to accelerate the increase in the coolant temperature.
    The circulation of the coolant in the third cooling loop 222 is carried out according to the arrows shown in FIG. 1, ie a circulation in a counterclockwise direction of rotation.
    The cooling system 10 includes a coolant transfer circuit 300 connecting the high temperature cooling circuit 100 and the low temperature cooling circuit 200.
    The transfer circuit 300 is able to selectively transfer, via the coolant, calories between one and the other of said high temperature cooling circuit and low temperature cooling circuit depending on the case.
    The transfer circuit 300 includes regulating means which are controlled to selectively establish a circulation of coolant through said transfer circuit 300 so as to transfer calories with said coolant between the coolant circuit 100 and the circuit 200 cooling.
    The regulation means comprise at least a first valve 302 associated with a first line 304 going from the transfer circuit 300 and a second valve 306 associated with a second line 308 returning from the transfer circuit 300.
    The regulating means 302, 306 are controlled between at least one closed position and an open position in which a circulation of the coolant is established between the cooling circuit 100 and the cooling circuit 200.
    The first line 304 going from the transfer circuit 300 is connected downstream of the exchanger 108 of the first cooling loop 108 of the high temperature cooling circuit 100.
    The first line 304 going from the transfer circuit 300 is connected between the first and second cooling loops 202, 214 of the low temperature cooling circuit 200, upstream of the second loop 214.
    The first line 304 going from the transfer circuit 300 is connected to the second cooling loop 214 of the low temperature cooling circuit 200, downstream of the electric motor 14 and upstream of the radiator 218 for cooling the coolant circulating in the circuit 200 low temperature cooling.
    The first valve 302 is arranged at the inlet of the first line 304 outward, at the junction of said first line 304 outward with the low temperature cooling circuit 200.
    The first line 304 going from the transfer circuit 300 is connected to the first cooling loop 108 of the high temperature cooling circuit 100, for example and as shown in FIG. 1 upstream of the pump 106.
    The second line 308 return from the transfer circuit 300
    is connected in downstream at the second loop 120 from cooling of circuit100 cooling high temperature and in downstream at the second loop 214 of cooling of circuit200 cooling low temperature. The second conduct 308 return from transfer circuit 300
    is connected to the second cooling loop 214 of the low temperature cooling circuit 200 downstream of the radiator 218 for cooling the coolant of the low temperature cooling circuit 200 and upstream of the electric pump 215.
    The second valve 306 is arranged at the inlet of the second return line 308, at the junction of said second return line 308 with the high temperature cooling circuit 100.
    FIG. 2 shows a logic diagram which represents the different steps implemented by the method for controlling the cooling system 10 which has just been described with reference to FIG. 1
    The method for controlling the cooling system 10 comprises, when starting the hybrid vehicle, at least a first step E1 consisting in checking whether the coolant present in the low temperature cooling circuit 200 is at a temperature below the temperature (Tu) for using the high voltage battery 18 of the electric motor 14.
    The first verification step E1 consists in measuring the temperature of the coolant in the low temperature cooling circuit 200, preferably near the battery 18.
    Then, the first step E1 consists in comparing the temperature of the coolant thus measured in the low temperature cooling circuit 200 with the temperature (Tu) of use of the battery 18 to determine whether said temperature of the coolant in the circuit 200 low temperature cooling is lower than the operating temperature of the battery 18.
    As explained above, the vehicle can only start in electric mode if the battery 18 is at a temperature greater than or equal to said operating temperature (Tu), which is for example here of the order of 10 ° C.
    The method for controlling the cooling system 10 comprises at least a second step E2 consisting, when the temperature of the coolant in the low temperature cooling circuit 200 is lower than said temperature (Tu) of use of the battery 18, to start the vehicle's thermal engine 12.
    Indeed, in the absence of being able to start the hybrid vehicle in electric mode, a combustion engine is then started so that the vehicle operates in thermal mode.
    The starting of the thermal engine 12 is accompanied by the production of heat, the calories of which will be transferred to the coolant which, present in the high temperature cooling circuit 100, circulates in particular through the thermal engine 12.
    The control process proceeds during the second step E2 to starting the pump 106 associated with the engine 12 when said thermal engine 12 is started, that is to say when the first step E1 determines that the temperature of the coolant in the low temperature cooling circuit 200 is lower than the temperature of use of the battery 18.
    The pump 106 associated with the thermal engine 12 makes it possible to establish a circulation of the coolant in the high temperature cooling circuit 100 and by doing so that the calories produced by the thermal engine 12 in operation are transferred to the coolant whose temperature will then rise.
    The thermostat 124 arranged downstream of the radiator 122 in the cooling circuit 100 is in the closed position as soon as the opening threshold temperature is not reached, the radiator 122 therefore does not dissipate the calories transferred to the coolant whose temperature thereby increases more rapidly.
    The method for controlling the cooling system 10 comprises at least a third step E3 consisting in controlling in the open position the means 302, 306 for regulating the transfer circuit 300 to establish a circulation of coolant between the high temperature cooling circuit 100 and the low temperature cooling circuit 200.
    In the embodiment of the cooling system 10, the method controls the opening of the first valve 302 and the second valve 306 respectively forming said means for regulating the transfer circuit 300 and the communication between the high cooling circuit 100 temperature and the low temperature cooling circuit 200 is then established.
    The coolant is then able to circulate, through the first line 304 and second line 308 of the transfer circuit 300, between the high temperature cooling circuit 100 and the low temperature cooling circuit 200.
    Thanks to this circulation of the coolant, the calories produced by the heat engine 12 of the high temperature cooling circuit 100 are then transferred to the low temperature cooling circuit 200 whereby the temperature of the coolant circulating in the circuit 200 of low temperature cooling increases.
    The calories produced by the heat engine 12 are thus transported by the common coolant, from the high temperature cooling circuit 100 to the low temperature cooling circuit 200, in order to heat the high voltage battery 18.
    Thermostat 219 is in the closed position as soon as the opening threshold temperature is not reached.
    The cooling radiator 218 is therefore not traversed by the coolant, no calories are dissipated by the radiator 218 and all the transferred calories are used to heat the battery 18.
    In the cooling system 10 according to the exemplary embodiment, the battery 18 is arranged in the second pipe
    212 downstream of the regulating valve 204 which must therefore be ordered to open to allow circulation of the coolant to the high voltage battery 18 to be heated.
    The control method comprises a fourth step E4 consisting in opening the regulating valve 204 intended to control the circulation of the coolant in the second line 212 comprising the high voltage battery 18 associated with the electric motor 14.
    The fourth step E4 makes it possible to open the regulation valve 204 which controls the circulation of the coolant between at least the first pipe 206 comprising the electric pump 208 and the cooler 210 and said second pipe 212, parallel to the first pipe 206, comprising the high voltage battery 18 associated with the electric motor 14.
    The coolant is used as heat transfer fluid to heat the high-voltage battery 18 so that its temperature increases to become at least equal and advantageously higher, at said temperature (Tu) of use of the battery 18.
    Indeed, once said temperature (Tu) of use of the battery 18 reached the hybrid vehicle is then likely to be used in electric mode provided that all the other conditions necessary for operation in this mode are met such that 'a sufficient state of charge.
    To proceed with the circulation of the coolant in the second line 212 comprising the battery 18, but more generally in the low temperature cooling circuit 200, the control method comprises a fifth step E5 consisting at least of starting the pump 215 arranged in the second cooling loop 214 of the low temperature cooling circuit 200. The thermostat 219 blocks the circulation of the coolant through the radiator 218.
    The fifth step E5 of the piloting process also consists in starting the pump 228 arranged in the third cooling loop 222 of the low temperature cooling circuit 200 in order to use the calories from the compressed air passing through the exchanger 226 WCAC type. The first step E1 of checking the temperature of the cooling liquid circulating in the cooling circuit 200 is advantageously carried out in an iterative manner, that is to say repeated at a given time interval.
    If the first verification step E1 determines that the temperature of the coolant circulating in the low temperature cooling circuit 200 is lower than said temperature of use of the high voltage battery 18, the control method then maintains at least the engine 12 thermal in operation and the means 302, 306 for regulating the transfer circuit 300 in the open position.
    In the exemplary embodiment of the cooling system 10 according to FIG. 1, if the first verification step E1 determines that the temperature of the cooling liquid circulating in the low temperature cooling circuit 200 is lower than said temperature of use of the high-voltage battery 18, the control method then also maintains the regulation valve 204 in the open position to continue heating the battery 18 with the coolant.
    If the first verification step E1 determines that the temperature of the coolant circulating in the low temperature cooling circuit 200 is greater than or equal to said temperature (Tu) of use of the high voltage battery 18, use of the vehicle in mode electric is then possible provided of course that the other possible conditions are also fulfilled.
    Thus, the battery 18 being at least at its operating temperature (Tu), if the charge of the battery 18 is sufficient, the piloting process then turns off the heat engine 12 and starts the electric engine 14 for running the vehicle in mode. electric.
    The control method comprises a sixth step E6 consisting in selectively controlling, as a function of certain parameters, the means 302, 306 for regulating the transfer circuit 300 in the closed position or in the open position.
    According to a first possibility, when the electric motor 14 is started, the sixth step E6 of the control method consists in controlling the means 302, 306 for regulating the transfer circuit 300 in the closed position.
    The low temperature cooling circuit 200 is then no longer in communication with the high temperature cooling circuit 100 through the transfer circuit 300.
    The temperature of the coolant present in the low temperature cooling circuit 200 will continue to increase under the effect of the calories which are transferred to it by the organs in operation in electric mode.
    Advantageously, it is then sought that the temperature of the coolant exceeds the temperature (Tu) of use of the battery 18 to reach an optimal operating temperature of the organs such as the engine 14 or the battery 18 in electric mode.
    The optimal operating temperature in electric mode is notably, but not exclusively, determined as a function of the battery 18 and for example between 20 ° C. and 40 ° C.
    Of course and as explained above for the value of the operating temperature (Tu), the reference value for the optimal temperature varies depending on the type of high-voltage battery.
    However, and according to another possibility, if during the starting of the electric motor 14 a demand for heating the passenger compartment of the vehicle exists, the control process does not proceed to closing but maintains the means 302, 306 for regulating the circuit 300 of transfer to open position.
    The low temperature cooling circuit 200 then remains in communication with the cooling circuit 100 in order to supply calories via the coolant to the air heater 110 of the high temperature cooling circuit 100.
    In the exemplary embodiment of the cooling system 10, the circulation of the coolant in the second pipe 212 in which the battery 18 is arranged is controlled by the regulating valve 204.
    According to a seventh step E7, when the temperature of the coolant circulating in the low-temperature cooling circuit 200 becomes higher than the optimal operating temperature of the high-voltage battery 18, the method controls the regulation valve 204 in the closed position to interrupt the circulation of the coolant in the second line 212 comprising the high voltage battery 18.
    The interruption of circulation in the second line 212 makes it possible to prevent the coolant from heating the battery 18 above the optimum operating temperature.
    When the first verification step E1 is repeated and determines that the temperature of the coolant circulating in the low temperature cooling circuit 200 is lower than said temperature (Tu) of use of the high voltage battery, the control method then sets alternately at the sixth step E6, an eighth step E8.
    The eighth step E8 of the piloting process consists in keeping the heat engine 12 in operation when use of the hybrid vehicle in electric mode is not possible due to the temperature of the battery 18.
    The actions of the control method corresponding at least to steps E2 to E4 are maintained, the means 302, 306 of regulation and the valve 204 are respectively in the open position and this until the first step E1 of verification determines that the battery 18 has at least reached its operating temperature (Tu).
    FIG. 3 shows, as a function of the time t (s) plotted on the abscissa, different curves which are respectively identified by numbers from [1] to [6].
    FIG. 3 illustrates the operation of a cooling system 10 for a hybrid vehicle comprising a coolant transfer circuit, as described in FIG. 1, when said system 10 is controlled in accordance with the strategy of the piloting method according to the invention which has just been described with reference to FIG. 2.
    FIG. 3 more particularly illustrates the advantages of this strategy, in particular a saving in time G obtained in order to be able to operate in electric mode after a start-up carried out in thermal mode and not in electric mode due to an insufficient battery temperature 18 because it is lower at the operating temperature (Tu).
    The gain G of time obtained will be highlighted by comparing the curves, some of which, like curves [1] and [2], illustrate the evolution of the temperature of the coolant for this purpose in the absence of a circuit. 300 of transfer and means 302, 306 of regulation controlled in accordance with the method.
    The curve [1] represents, as a function of time t (s), the evolution of the temperature T in (° C) of the coolant in a low temperature cooling circuit 200.
    More precisely, the curve [1] illustrates the evolution of the temperature in the hypothesis of a system 10 devoid of transfer circuit 300, that is to say with a low temperature cooling circuit 200 which would not be connected or would at the very least be isolated from the high temperature cooling circuit 100.
    The curve [2] represents, as a function of time t (s), the evolution of the temperature T in (° C) of the coolant in a high temperature cooling circuit 100.
    More precisely, the curve [2] illustrates like the curve [1] the evolution of the temperature in the hypothesis of a cooling system 10 without transfer circuit 300, that is to say with only a circuit 100 in operation. high temperature cooling.
    The curve [3] represents the evolution of the load (in%) of the electric motor 14 in hybrid mode as a function of time t (s).
    The curve [4] represents, as a function of time t (s), the change in temperature T in (° C) of the coolant in the cooling system 10 with a high temperature cooling circuit 100 and a circuit 200 low temperature cooling placed in fluid communication by the transfer circuit 300, the means 302, 306 for regulation being in the open position.
    As shown in FIG. 3, at time t = 0 s, that is to say at the time of starting the hybrid vehicle, the temperature curves [1], [2] and [4] are below a temperature equal to zero (0 ° C), ie respectively negative.
    FIG. 3 thus illustrates the aforementioned case of starting in low or negative temperature conditions, in particular not allowing starting in electric mode since the temperature of the battery 18 is then lower than the temperature (Tu) of use.
    The curve [5] represents, as a function of time t (s), the evolution of the load (in%) of the thermal engine 12 in thermal mode.
    The curve [6] represents, as a function of time t (s), the evolution of the load (in%) of the electric motor 14 in electric mode.
    In Figure 3, we have identified on the time axis of the abscissae different operating phases which follow each other chronologically, each of the phases being identified by a Roman numeral going from I to II.
    As described with reference to FIG. 2, when the first verification step E1 determines the temperature of the coolant in the cooling circuit 200 is lower than the temperature (Tu) of use of the battery 18, we then proceed to a start in thermal mode.
    According to steps E2 to E5, the control method includes actions intended to establish a circulation of coolant through the transfer circuit 300, the regulating means 302, 306 of which are controlled in the open position in order to transfer calories from the high temperature cooling circuit 100 to the low temperature cooling circuit 200 to go to heat the battery 18 and thereby reaching said operating temperature (Tu) more quickly allowing operation in electric mode.
    The first phase I thus corresponds to a phase of progressive rise in temperature of the coolant in the low temperature cooling circuit 200.
    During this first phase I, the comparison of the curve [4] with respect to the curve [2] shows that the temperature of the coolant obtained with an open transfer circuit according to the invention is higher than what would be the temperature of the coolant in the absence of such a circuit, that is to say with a low temperature cooling circuit 200 alone.
    The temperature of the coolant being higher with the invention, it is understood that the heating of the battery 18 will be accelerated and the temperature (Tu) of use reached more quickly.
    The point A on the curve [4] corresponds to the achievement by the coolant of the temperature (Tu) of use with a transfer of calories obtained by controlling a cooling system 10 according to FIG. 1, while the point B on curve [2] corresponds to the achievement by the coolant of this same temperature (Tu) of use in the absence of transfer of calories, that is to say without circuit 300 of transfer.
    By comparison, it can be seen that point A precedes point B, the difference between the two points A and B corresponding to the gain G of time obtained thanks to the invention.
    Indeed, it is then advantageously possible to use the vehicle in electric mode from point A, which corresponds to phase II shown in FIG. 3.
    权利要求:
    Claims (12)
    [1" id="c-fr-0001]
    1. Method for controlling a cooling system (10) for a hybrid vehicle comprising at least one heat engine (12) and one electric motor (14), the cooling system (10) comprising at least:
    a high temperature cooling circuit (100) for cooling the thermal engine (12) and a low temperature cooling circuit (200) for cooling the electric motor (14) and an associated high voltage battery (18), and
    - a coolant transfer circuit (300) connecting the high temperature cooling circuit (100) and the low temperature cooling circuit (200) and comprising regulating means (302, 306) to control the circulation of the coolant cooling in the transfer circuit (300), characterized in that the method for controlling the cooling system (10) comprises, when starting the vehicle, at least:
    a first step (E1) consisting in checking whether the coolant present in the low temperature cooling circuit (200) is at a temperature below a temperature (Tu) for using the high voltage battery (18) of the engine (14) electric;
    - When the temperature of the coolant in the low temperature cooling circuit (200) is lower than the temperature (Tu) of use of the battery (18), a second step (E2) consisting in starting the engine (12) thermal;
    a third step (E3) consisting in controlling in the open position the means (302, 306) for regulating the transfer circuit (300) for, by establishing a circulation of coolant between the high temperature cooling circuit (100) and the low temperature cooling circuit (200), accelerating a rise in temperature of the coolant in the low temperature cooling circuit (200) in order to heat the battery (18) until at least said temperature (Tu) d ' use.
    [2" id="c-fr-0002]
    2. Method according to claim 1, characterized in that, when the thermal engine (12) is started in the second step (E2), the control process starts at least one pump (106) associated with the thermal engine (12).
    [3" id="c-fr-0003]
    3. Method according to claim 1 or 2, characterized in that the control method comprises a step (E4) consisting in opening a control valve (204) intended to control the circulation of the coolant in a pipe (212) comprising the high voltage battery (18) associated with the electric motor (14).
    [4" id="c-fr-0004]
    4. Method according to any one of claims 1 to
    3, characterized in that the control method comprises a step (E5) consisting in starting at least one pump (215) arranged in a loop (214) for cooling the circuit (200) of low temperature cooling.
    [5" id="c-fr-0005]
    5. Method according to any one of claims 1 to
    4, characterized in that the control method comprises a step (E5) consisting in starting at least one pump (228) arranged in another loop (222) for cooling the circuit (200) of low temperature cooling.
    [6" id="c-fr-0006]
    6. Method according to any one of claims 1 to
    5, characterized in that the first step (E1) of checking the temperature of the cooling liquid circulating in the cooling circuit (200) is carried out iteratively.
    [7" id="c-fr-0007]
    7. Method according to claim 6, characterized in that if the temperature of the coolant circulating in the low temperature cooling circuit (200) is lower than said temperature (Tu) of use of the high voltage battery (18), the piloting method then maintains at least the thermal engine (12) in operation and the means (302, 306) for regulating the transfer circuit (300) in the open position.
    [8" id="c-fr-0008]
    8. Method according to claim 7 taken in combination with claim 3, characterized in that if the temperature of the coolant circulating in the low temperature cooling circuit (200) is lower than said temperature (Tu) of use of the high voltage battery (18), the control method then maintains the regulating valve (204) in the open position.
    [9" id="c-fr-0009]
    9. Method according to claim 6, characterized in that if the temperature of the coolant circulating in the low temperature cooling circuit (200) is greater than or equal to said temperature (Tu) of use of the high battery (18) voltage and that the battery charge (18) is sufficient, the control process then turns off the engine (12) and starts the electric motor (14) for running the vehicle in electric mode.
    [10" id="c-fr-0010]
    10. The method as claimed in claim 9, characterized in that, when the electric motor (14) is started, the control method comprises a step (E6) consisting in selectively controlling the means (302, 306) for regulating the circuit (300 ) transfer in closed or open position.
    [11" id="c-fr-0011]
    11. Method according to claim 9, characterized in that, when the electric motor (14) is started, the control method maintains the means (302, 306) for regulating the transfer circuit (300) in the open position when a request heating exists in order to provide calories to an air heater (110) that comprises the circuit (100) of high temperature cooling.
    [12" id="c-fr-0012]
    12. Method according to claim 9, characterized in that, when the temperature of the coolant circulating in the low temperature cooling circuit (200) is higher than an optimal operating temperature of the high voltage battery (18), the process piloting then comprises a step (E7) consisting in controlling the regulating valve (204) in the closed position to interrupt the circulation of the coolant in the second pipe (212) comprising the high voltage battery (18).
    1/3
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    同族专利:
    公开号 | 公开日
    FR3061109B1|2019-05-17|
    EP3559425B1|2022-02-16|
    JP2020514178A|2020-05-21|
    WO2018121981A1|2018-07-05|
    CN110198851A|2019-09-03|
    EP3559425A1|2019-10-30|
    KR20190097262A|2019-08-20|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US6575258B1|1999-12-21|2003-06-10|Steven Lynn Clemmer|Electric current and controlled heat co-generation system for a hybrid electric vehicle|
    DE102007004979A1|2007-02-01|2008-08-07|Daimler Ag|Traction battery cooling and/or tempering device for use in motor vehicle i.e. hybrid vehicle, has battery and cooling circuit thermally coupled with each other by refrigerant circuit to release heat on part of battery with low temperature|
    DE102011118898A1|2011-11-18|2012-06-06|Daimler Ag|Device for thermal coupling of two cooling circuits in vehicle, has cooling circuits that are formed as high-temperature circuit and low-temperature circuit and are couple by mixing valve in thermal and fluidic manner|
    DE102013209045A1|2013-05-15|2014-11-20|Bayerische Motoren Werke Aktiengesellschaft|Cooling system for a hybrid vehicle and method for operating such a cooling system|
    DE102015101186A1|2015-01-28|2016-07-28|Dr. Ing. H.C. F. Porsche Aktiengesellschaft|Climate cycle for an electrically driven motor vehicle, and method for preheating a traction battery of an electrically driven motor vehicle|
    DE102015106336A1|2015-04-24|2016-10-27|Dr. Ing. H.C. F. Porsche Aktiengesellschaft|Heat cycle for a drive device of a vehicle|CN111231603A|2020-01-15|2020-06-05|西安交通大学|Whole vehicle thermal management system and method based on hybrid electric vehicle|
    CN109398061B|2018-12-19|2020-09-01|海马汽车有限公司|Hybrid electric vehicle thermal management system and control method and hybrid electric vehicle|
    CN111497599B|2020-04-26|2021-11-19|上海元城汽车技术有限公司|Thermal management method, device and system of extended range electric vehicle|
    法律状态:
    2017-12-21| PLFP| Fee payment|Year of fee payment: 2 |
    2018-06-29| PLSC| Publication of the preliminary search report|Effective date: 20180629 |
    2018-12-20| PLFP| Fee payment|Year of fee payment: 3 |
    2019-12-19| PLFP| Fee payment|Year of fee payment: 4 |
    2020-12-23| PLFP| Fee payment|Year of fee payment: 5 |
    2021-12-24| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1663384|2016-12-26|
    FR1663384A|FR3061109B1|2016-12-26|2016-12-26|METHOD FOR CONTROLLING A COOLING SYSTEM FOR A HYBRID VEHICLE COMPRISING A COOLANT TRANSFER CIRCUIT|FR1663384A| FR3061109B1|2016-12-26|2016-12-26|METHOD FOR CONTROLLING A COOLING SYSTEM FOR A HYBRID VEHICLE COMPRISING A COOLANT TRANSFER CIRCUIT|
    EP17816728.4A| EP3559425B1|2016-12-26|2017-12-12|Method for operating a cooling system for a hybrid electric vehicle comprising a liquid coolant transfer circuit|
    JP2019555061A| JP2020514178A|2016-12-26|2017-12-12|Method of operating a cooling system for a hybrid electric vehicle including a liquid refrigerant transfer circuit|
    KR1020197021983A| KR20190097262A|2016-12-26|2017-12-12|Method for operating a cooling system for a hybrid electric vehicle comprising a liquid coolant delivery circuit|
    CN201780082962.8A| CN110198851A|2016-12-26|2017-12-12|Method for operating the hybrid electric vehicle cooling system including liquid coolant transmitting circuit|
    PCT/EP2017/082426| WO2018121981A1|2016-12-26|2017-12-12|Method for operating a cooling system for a hybrid electric vehicle comprising a liquid coolant transfer circuit|
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