• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Thermal system of a hybrid or electric vehicle comprising a first very low temperature loop comprising a traction battery (2) supplying an electric traction machine (54) and a vehicle air conditioning cooler (6), a second high temperature loop comprising an electric fluid heater (20) and a cabin heater heater (32), and a third low temperature loop including the electric traction machine (54), its control inverter (52) and a heat exchanger with a ambient air (58), this system comprising a first valve controlled at least three channels (4) which can isolate or put in series the very low temperature circuit and the high temperature circuit, and a second valve controlled at least three channels ( 56) which can isolate or put in series the high temperature circuit and the low temperature circuit.
    公开号:FR3078386A1
    申请号:FR1851771
    申请日:2018-02-28
    公开日:2019-08-30
    发明作者:Kiwan Nossin
    申请人:PSA Automobiles SA；
    IPC主号:
    专利说明:

    "THERMAL SYSTEM OF A HYBRID OR ELECTRIC VEHICLE COMPRISING THREE LOOPS OF HEAT FLUID" [0001] The present invention relates to a thermal system for a hybrid or electric vehicle, as well as a hybrid or electric vehicle equipped with such a thermal system.
    Hybrid vehicles include a first motorization equipped with a heat engine, and a second motorization comprising an electric machine connected to a control inverter of this machine, receiving energy from traction batteries. In particular, hybrid vehicles may include a first electric machine integrated in the transmission of the heat engine, driving the front wheels, and a second independent electric machine driving the rear wheels.
    Electric vehicles include at least one electric machine, as well as traction batteries and an inverter for each machine. Hybrid and electric vehicles can also include an on-board charger, which recharges the traction batteries from a connection to an electricity distribution network.
    Traction batteries which may include electrochemical cells arranged in series or in parallel, using different technologies, or high capacity electric capacitors, are hereinafter called batteries.
    The electric machine, the battery and the inverter generating calories during their operations must be cooled to optimize performance and avoid their destruction. In particular, certain types of batteries, such as lithium-ion batteries, must work with a very low temperature, around 60 ° C. Too low a temperature reduces the performance of these batteries, in particular the storage capacity, which limits the autonomy of the vehicle, and a too high temperature damages these batteries by reducing their lifetimes.
    A type of thermal management system known for a hybrid vehicle, presented in particular by document FR-A1-2951114, comprises three circulation loops of heat transfer fluid, comprising a first high temperature loop for cooling the thermal engine, containing a passenger compartment heater, a second low temperature loop for cooling the inverter and the electric traction machine controlled by this inverter, and a third very low temperature loop for cooling the traction battery.
    [0007] A heat exchanger with ambient air has three parts, each part being dedicated to one of the cooling loops. Two valves allow the high temperature part of the radiator to be placed in the very low temperature circuit, in particular when the electric machine is in operation and the heat engine stopped, in order to use this part which reduces the number of components as well than the space occupied in the engine compartment.
    However, this type of thermal management system does not allow other optimizations of the management of the thermal flows of the three circuits, using in particular as needed all the calorie production capacities to heat the battery which may be too cold, or all the energy dissipation capacities when certain elements generate a lot of thermal energy.
    The present invention aims in particular to avoid these drawbacks of the prior art.
    It offers for this purpose a thermal system of a hybrid or electric vehicle equipped with an electric traction machine, comprising three loops of heat transfer fluid each comprising equipment arranged in series, a first very low temperature loop comprising a battery traction supplying the electric machine, and a vehicle air conditioning cooler, a second high temperature loop comprising an electric fluid heater and a passenger compartment heating air heater, and a third low temperature loop comprising the electric traction machine and its control inverter, this system comprising a first valve controlled with at least three channels capable of isolating or putting in series the very low temperature circuit and the high temperature circuit, and a second valve controlled with at least three channels being able to isolate or put in series high temperature circuit and low temp circuit Literature reports.
    An advantage of this thermal system is that, in a simple manner, the two valves allow between the three loops under certain conditions to pool equipment generating thermal energy or cooling equipment, according to the needs of other equipment, which reduces the number of components or their thermal power, and optimizes the mass and size of the thermal system and costs.
    The thermal system according to the invention may further include one or more of the following characteristics, which can be combined with one another.
    Advantageously, the two controlled valves each have two positions which for the first valve allow the fluid coming from the battery to pass alternately to the cooler or the air heater, and for the second valve allow the fluid coming from the electric machine to pass alternatively the heat exchanger or the heater.
    According to one embodiment, the two piloted valves are three-way valves comprising an input and two alternative outputs, the high temperature circuit comprising upstream of the first piloted valve a first non-return valve allowing the fluid to pass to this first piloted valve, and comprising upstream of the second piloted valve a second non-return valve allowing the fluid to pass to this second piloted valve.
    According to another embodiment, the two piloted valves are at least four-way valves comprising two inputs and two outputs, one of these inputs and one of these outputs being arranged in series in the high temperature circuit in a position short loop.
    In this case, the four-way piloted valves can be rotary valves.
    Alternatively, the four-way piloted valves can be sliding valves.
    Advantageously, the thermal system includes a single expansion tank permanently connected to the three circuits regardless of the positions of the controlled valves.
    In this case, the sliding valves may include a third outlet channel which is permanently connected to its two inlet channels, the third outlet channel of the first piloted valve being connected to the expansion tank.
    Advantageously, the low temperature loop includes an on-board battery charger.
    The invention also relates to a hybrid or electric motor vehicle equipped with an electric traction machine powered by a traction battery, comprising a thermal system comprising any of the preceding characteristics.
    The invention will be better understood, and other objects, characteristics, details and advantages thereof will appear more clearly in the explanatory description which follows, made with reference to the accompanying drawings given solely by way of example illustrating an embodiment of the invention, and in which:
    - Figure 1 is a diagram of a thermal management system according to the invention, comprising two piloted three-way valves presented in a position giving three independent short loops;
    - Figure 2 is a diagram of a thermal management system according to a variant, comprising two four-way rotary valves presented in a position giving three independent short loops;
    - Figures 3A and 3B show a rotary valve of this thermal management system, successively arranged in a short loop position and a long loop position;
    - Figure 4 shows the same thermal management system comprising two valves with four sliding channels arranged in a position giving three independent loops;
    - Figures 5A and 5B show a sliding valve of this thermal management system, successively arranged in a position of short loop and long loop;
    - Figure 6 shows this thermal management system in a short loop position of the very low temperature circuit, and long loop of the high temperature and low temperature circuits connected in series;
    - Figure 7 shows this thermal management system in a short loop position of the low temperature circuit, and long loop of the high temperature and very low temperature circuits connected in series;
    - Figure 8 shows this thermal management system in a long loop position of the high temperature, low temperature and very low temperature circuits, all three in series;
    - Figure 9 shows a variant of this thermal management system comprising two five-way valves; and
    - Figures 10A and 10B show a sliding valve of this thermal management system, successively arranged in a position of short loop and long loop;
    Figure 1 shows a thermal management system of a hybrid vehicle, comprising a first loop of very low temperature heat transfer fluid successively comprising a traction battery 2, an inlet a and an outlet b of a first three-way valve piloted 4, a cooler 6 receiving a refrigerant 8, also used for air conditioning the passenger compartment of the vehicle, a first connection three connections 10, a first circulation pump 12 of this circuit actuated by an electric motor, and a first probe temperature 14.
    The very low temperature loop regulates the temperature of the traction battery 2 to cool it, especially during rapid recharging periods, or warm it up at start-up in cold weather in order to optimize its performance as well as its lifespan.
    A second loop of high temperature heat transfer fluid successively comprises an electric heater 20 receiving a high voltage current, a second temperature probe 22, a second three-branch connection 24, a first non-return valve 26, a third three-branch connection 28 comprising a connection connected to an output d of the first three-way valve 4, and another connection connected to a second circulation pump 30 of this circuit actuated by an electric motor.
    The second loop then includes a first heat exchanger 32 for heating the passenger compartment of the vehicle, then a fourth connection three connections 34, a second check valve 36, a fifth connection three connections 38, and finally returns to the heater electric 20.
    The second three connection fitting 24 has a connection connected to a sixth connection three connections 40 comprising a connection connected to the first connection three connections 10, and another connection connected to an expansion tank 42 allowing degassing of the fluid.
    The third low temperature heat transfer fluid loop successively comprises an on-board battery charger 50, an inverter 52, an electric traction machine 54 controlled by this inverter, a second three-way pilot valve 56, a heat exchanger with the air ambient 58, arranged at the front of the vehicle to dissipate calories in the atmosphere, a seventh connection three connections 60, a third temperature probe 62, then a third circulation pump 64 of this circuit actuated by an electric motor.
    The fourth three-branch connector 34 has a branch connected to the seventh three-branch connector 60. The fifth three-branch connector 38 has a branch connected to the second outlet d of the second four-way valve 56.
    The third low temperature loop makes it possible to regulate the temperature of the electric machine 54, and of the electronics of the inverter 52 and of the on-board charger 50, which must have low temperatures of the order of 70 to 80 °. vs.
    Each three-way valve 4, 56 is controlled to, from an input a, connect it alternately to a first output b or to a second output d, the other output which is not used being isolated.
    By having the first three-way valve 4 in a position connecting its inlet a from the battery 2 to its first outlet b to the cooler 6, the second outlet d is closed and the first very low temperature circuit of the circuit is isolated. high temperature. Similarly, by placing the second three-way valve 56 in a position connecting its inlet a coming from the electric machine 54 to its first outlet b towards the heat exchanger 58, the second outlet d is closed and the second high temperature circuit is isolated from the low temperature circuit. Each circuit works independently.
    By only reversing the position of the first three-way valve 4, the fluid leaving the battery 2 leaves towards the second high temperature circuit to be alternately cooled in the air heater 32 or heated in the heater 20, the first check valve return 26 preventing a flow of the fluid in the other direction in the second high temperature circuit. The return of the fluid passes through the second connection three connections 24, then towards the first circulation pump 12 to return to the battery 2.
    By only reversing the position of the second three-way valve 56, the fluid leaving the electric machine 54 leaves towards the second high temperature circuit to be cooled in the air heater 32, the second non-return valve 36 preventing a start fluid in the other direction in the second high temperature circuit. The return of the fluid passes through the fourth connection three connections 34 then through the seventh connection three connections 60, to arrive on the third electric pump 64, the battery charger 50 and the inverter 52.
    In this way we use the calories generated by the battery charger 56, the inverter 52 or the electric machine 54 depending on what is in operation, to power the heater 32 for heating the passenger compartment.
    Figure 2 shows a similar thermal management system, comprising a first four-way rotary valve 70 having a first inlet a and a first outlet b connected as for the first three-way valve above 4, and a second inlet c as well that a second outlet d arranged in place of the two connections of the third connection three connections 28 which are arranged in series in the second high temperature circuit. The first non-return valve 26 is removed.
    In a short loop position shown in Figure 3A, the first rotary valve 70 puts the first inlet a into communication with the first outlet b to close the very low temperature loop, and the second inlet c with the second outlet d to close the high temperature loop, separating these two loops.
    In a long loop position shown in Figure 3B, the first rotary valve 70 puts the first inlet a into communication with the second outlet d, and isolates the other two channels c, d. The very low temperature loop is arranged in series with the high temperature loop, the fluid coming from the battery 2 going directly to the air heater 32, the return between these two loops being carried out successively the second 24, the sixth 40 and the first 10 connection three connections.
    Similarly, a second four-way rotary valve 72 has a first inlet a and a first outlet b connected as for the second preceding three-way valve 56, and a second inlet c and a second outlet d arranged instead of the two connections of the fifth connection, three connections 38 which are arranged in series in the second high temperature circuit. The second check valve 36 is removed.
    The second four-way rotary valve 72 can be in the short loop position to separate the high temperature loop from the low temperature loop. Alternatively, the second four-way rotary valve 72 can be in the long loop position, the high temperature loop being arranged in series with the low temperature loop, the fluid coming from the electric machine 54 going directly to the heater 20 then the air heater 32, the return between these two loops being carried out successively the fourth 34 and the seventh 60 connecting three connections.
    An electronic computer carries out a control of the thermal system as a function of information coming from different sensors, in particular the temperature sensors of each loop 14, 22, 62, in order to activate in particular the electric pumps 12, 30, 64 and the piloted valves 4, 56, in order to optimize the operating temperatures and the energy yields.
    FIG. 4 shows an evolution with respect to FIG. 2, comprising identical circuits each comprising a sliding four-way valve 80, 82 replacing a rotary four-way valve 70, 72. Each sliding valve 80, 82 presented in FIGS. 5A and 5B, has two inputs a, c and two outputs b, d identically.
    We have the same possibilities of connections giving a short loop position shown in Figure 5A, connecting the first input a to the first output b and the second input c to the second output d, and alternatively by control of an electromagnet 84 moving a sliding drawer, and a long loop position presented in FIG. 5B, connecting the first inlet a to the second outlet d, and isolating the other two tracks b, c.
    Figure 4 shows an insulation of the three circuits, each sliding valve 80, 82 being in its short loop position.
    In Figures 6, 7 and 8 following the crosses crossing the circuits indicate an absence of passage of fluids.
    Figure 6 shows a long loop position of the second sliding valve 82. The very low temperature circuit is isolated, its cooler 6 sufficient to cool the battery 2. The high temperature circuit is in series with the low temperature circuit, l thermal energy generated by the electric machine 54 and its inverter 52, or by the battery charger 50, being used to heat the air heater 32 and heat the passenger compartment of the vehicle. The heat exchanger 58 is switched off so as not to lose calories to the outside.
    Figure 7 shows a long loop position of the first sliding valve 80. The very low temperature circuit is in series with the high temperature circuit, which allows to heat the battery 2 with the heater 20, to heat it before or at the start of starting the vehicle in order to use it quickly at its optimum temperature. The low temperature circuit is isolated.
    Figure 8 shows a long loop position of the first sliding valve 80 and the second sliding valve 82. The three circuits are arranged in series, which allows to heat the battery 2 and the heater 32 with the electric heater 20, the battery charger 50, the inverter 52 or the electric machine 54 depending on what is in operation by generating thermal energy.
    Figure 9 shows an evolution compared to Figure 4, comprising a five-way sliding valve 90, 92 in place of each four-way sliding valve 80, 82. Each five-way sliding valve 90, 92 presented FIGS. 10A and 10B, additionally comprises a third outlet e which is always connected to the second inlet b.
    The second three connection fitting 24 of the high temperature circuit is deleted, the connection to the sixth connection three connections 40 leading to the expansion tank 42 being replaced by the third outlet e of the first five-way valve 90. In this way in the short loop position of the first five-way valve 90, the high temperature circuit is always connected to the expansion vessel 42 of the very low temperature circuit, which makes it possible to use the same expansion vessel while separating these two circuits.
    The fourth connection three connections 36 of the high temperature circuit is deleted, the connection to the seventh connection three connections 60 leading to the second pump 64 being replaced by the third outlet e of the second five-way valve 92. In this way in the short loop position of the second five-way valve 92, the low temperature circuit is always connected by a single pipe to the high temperature circuit, which is itself always connected to the expansion tank 42, which allows the same expansion tank while separating these first two circuits.
    It will be noted that for long loop operations, the electric pumps 12, 30, 64 of the circuits arranged in series on the same flow, make it possible to increase this flow in the long loop formed.
    We carry out with these different thermal systems a pooling of certain heating or cooling equipment which reduces the mass, size and costs of these systems. In particular the low temperature and very low temperature loops can use a common heat exchanger 58 to cool them, and a common heater 20 to heat them.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    1. Thermal system of a hybrid or electric vehicle equipped with an electric traction machine (54), comprising three loops of heat transfer fluid each comprising equipment arranged in series, a first very low temperature loop comprising a traction battery (2 ) supplying the electric machine (54), and a vehicle air conditioning cooler (6), a second high temperature loop comprising an electric fluid heater (20) and an air heater for heating the passenger compartment (32), and a third low temperature loop comprising the electric traction machine (54), its control inverter (52) and a heat exchanger with the ambient air (58), characterized in that it comprises a first valve piloted with at least three ways ( 4, 70, 80, 90) capable of isolating or putting in series the very low temperature circuit and the high temperature circuit, and a second valve piloted with at least three ways (56, 72, 82, 92) capable of isolating or connecting the high temperature circuit and the low temperature circuit in series.
    [2" id="c-fr-0002]
    2. Thermal system according to claim 1, characterized in that the two piloted valves each have two positions which for the first valve (4, 70, 80, 90) allow the fluid coming from the battery (2) to pass alternately to the cooler (6) or the air heater (32), and for the second valve (56, 72, 82, 92) allow the fluid coming from the electric machine (54) to pass alternately to the heat exchanger (58) or the heater ( 20).
    [3" id="c-fr-0003]
    3. Thermal system according to claim 2, characterized in that the two controlled valves are three-way valves (4, 56) comprising an input (a) and two alternative outputs (b, d), the high temperature circuit comprising at upstream of the first piloted valve (4) a first non-return valve (26) allowing the fluid to pass to this first piloted valve (4), and comprising upstream of the second piloted valve (56) a second non-return valve ( 36) letting the fluid pass to this second piloted valve (56).
    [4" id="c-fr-0004]
    4. Thermal system according to claim 1 or 2, characterized in that the two piloted valves are at least four-way valves (70, 72, 80, 82, 90, 92) comprising two inlets (a, c) and two outputs (b, d), one of these inputs (c) and one of these outputs (d) being arranged in series in the high temperature circuit in a short loop position.
    [5" id="c-fr-0005]
    5. Thermal system according to claim 4, characterized in that the four-way piloted valves are rotary valves (70, 72).
    [6" id="c-fr-0006]
    6. Thermal system according to claim 4, characterized in that the piloted four-way valves are sliding valves (80, 82, 90, 92).
    [7" id="c-fr-0007]
    7. Thermal system according to any one of the preceding claims, characterized in that it comprises a single expansion vessel (42) permanently connected
    5 to the three circuits whatever the positions of the piloted valves (4, 70, 80, 90, 56, 72, 82, 92).
    [8" id="c-fr-0008]
    8. Thermal system according to claims 6 and 7, characterized in that the sliding valves (90, 92) comprise a third outlet channel (e) which is permanently connected to its two inlet channels (a, c), the third exit route from the first
    10 pilot valve (90) being connected to the expansion tank (42).
    [9" id="c-fr-0009]
    9. Thermal system according to any one of the preceding claims, characterized in that the low temperature loop includes an on-board battery charger (50).
    [10" id="c-fr-0010]
    10. Hybrid or electric motor vehicle equipped with an electric traction machine (54) powered by a traction battery (2), characterized in that it comprises a thermal system according to any one of the preceding claims.
    类似技术:
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    同族专利:
    公开号 | 公开日
    WO2019166709A1|2019-09-06|
    FR3078386B1|2020-01-24|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US20080251235A1|2007-04-11|2008-10-16|Telsa Motors, Inc.|Electric vehicle thermal management system|
    US20120225341A1|2011-03-03|2012-09-06|Gregory Major|Thermal management of cabin and battery pack in hev/phev/bev vehicles|
    EP3121043A1|2014-03-21|2017-01-25|Aleees Eco Ark Co., Ltd.|Circulation system for extended-range electric bus|WO2021240076A1|2020-05-26|2021-12-02|Psa Automobiles Sa|Motor vehicle having an electric motor provided with a heat transfer fluid distributor|FR2951114B1|2009-10-13|2011-11-04|Peugeot Citroen Automobiles Sa|COOLING DEVICE FOR A HYBRID VEHICLE|FR3107210A1|2020-02-18|2021-08-20|Psa Automobiles Sa|HEAT CONDITIONING DEVICE FOR THE POWERTRAIN AND INTERIOR OF ELECTRIC OR HYBRID VEHICLES AND PROCESS FOR IMPLEMENTING THE SAID DEVICE|
    FR3108563A1|2020-03-30|2021-10-01|Renault S.A.S|Thermal management device for a hybrid motor vehicle|
    法律状态:
    2019-01-23| PLFP| Fee payment|Year of fee payment: 2 |
    2019-08-30| PLSC| Publication of the preliminary search report|Effective date: 20190830 |
    2020-01-22| PLFP| Fee payment|Year of fee payment: 3 |
    2021-01-20| PLFP| Fee payment|Year of fee payment: 4 |
    2022-01-19| PLFP| Fee payment|Year of fee payment: 5 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1851771|2018-02-28|
    FR1851771A|FR3078386B1|2018-02-28|2018-02-28|THERMAL SYSTEM OF A HYBRID OR ELECTRIC VEHICLE COMPRISING THREE LOOPS OF HEAT FLUID|FR1851771A| FR3078386B1|2018-02-28|2018-02-28|THERMAL SYSTEM OF A HYBRID OR ELECTRIC VEHICLE COMPRISING THREE LOOPS OF HEAT FLUID|
    PCT/FR2019/050027| WO2019166709A1|2018-02-28|2019-01-07|Thermal system of a hybrid or electric vehicle comprising three heat-transfer fluid loops|
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