Classifications

• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M10/00—Secondary cells; Manufacture thereof
  • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
  • H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
  • H01M10/482—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte for several batteries or cells simultaneously or sequentially
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M10/00—Secondary cells; Manufacture thereof
  • H01M10/60—Heating or cooling; Temperature control
  • H01M10/61—Types of temperature control
  • H01M10/613—Cooling or keeping cold
• • H—ELECTRICITY
  • H01—ELECTRIC ELEMENTS
  • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
  • H01M10/00—Secondary cells; Manufacture thereof
  • H01M10/60—Heating or cooling; Temperature control
  • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
  • H01M10/625—Vehicles
• • 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
  • F01P2031/00—Fail safe
  • F01P2031/30—Cooling after the engine is stopped
• • 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
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
  • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
  • Y02E60/10—Energy storage using batteries

Definitions

• the subject of the invention is a cooling device for a motor vehicle, comprising a cooling circuit capable of cooling an engine assembly with the aid of a cooling liquid.
• the invention is advantageously applicable to electric motor vehicles.
• the repeated combustions overheat the parts in contact, such as pistons, cylinders, and valves, and diffuse on all mechanical parts of the engine. They must therefore be cooled under pain of destruction. For proper operation, the combustion engines thus need a regular and suitable temperature.
• a cooling system comprising one or more pumps for circulating a coolant through the engine, and a radiator, which is a heat exchanger for cooling the liquid.
• the cooling device After stopping and locking the vehicle by the driver, when the vehicle is at the end of mission, the cooling device is conventionally put in the standby state, that is to say in a de-energized state, so not to consume unnecessarily the electrical energy of the battery.
• the cooling of the motor assembly may be desirable after stopping the vehicle, which can not ensure the conventional cooling devices.
• the invention aims to remedy these drawbacks.
• the invention thus relates to a cooling device for a motor vehicle, comprising a cooling circuit capable of cooling a battery charger assembly and an engine assembly with the aid of a cooling liquid, a first pump being able to feed selectively coolant engine assembly and a second pump being adapted to selectively supply coolant liquid all charger, the cooling circuit being controlled by a control system, the cooling device can be turned on or off.
• control system is able to keep the device powered up when the vehicle is stationary, in particular when the vehicle is at the end of the mission, and the temperature of an element of the motor assembly is greater than a threshold temperature.
• vehicle at the end of the mission within the meaning of the invention means that the vehicle is at a standstill and is locked. The computers of the vehicle are then de-energized.
• the control system is advantageously able to stop the maintenance of the device under voltage, that is to say that it is able to de-energize it, if the voltage of the battery is less than a set value, so as to do not over-discharge the battery.
• the control system is advantageously able to stop the maintenance of the device under tension, that is to say, it is able to turn off, if the time elapsed since the shutdown of the vehicle, especially since the end of the vehicle, exceeds a predetermined time interval, so as not to continue to cool indefinitely, even if the temperature of the coolant is too high.
• the predetermined time interval may be a function of the temperature outside the vehicle.
• the motor vehicle may be an electric vehicle and the engine assembly may include a motor and an electronic control system.
• the control system may thus be able to keep the device energized when the temperature of the motor and / or the temperature of the electronic control system exceeds a threshold value.
• the control system may be able to keep the device energized when the temperature of at least one element of the motor assembly and / or the charger assembly is greater than a threshold temperature.
• said Threshold temperature can be set according to the temperature outside the vehicle.
• the device may include a first valve adapted to prevent a passage of coolant in the charger assembly and a second valve adapted to prevent a passage of coolant in the motor assembly.
• the device may also include a hydraulic restriction to maintain a minimum flow of coolant in the engine assembly.
• the control system is advantageously capable of controlling the flow rate of each pump in a closed-loop control system as a function of the temperature of the coolant and a set temperature.
• the servocontrol of the flow rate of each pump in a closed loop makes it possible to limit its wear and its energy consumption.
• FIG. 1 illustrates, in block diagram form, a cooling device according to the invention integrated in an electric vehicle
• FIG. 2 illustrates in block diagram form a control strategy of the device
• FIG. 3 is a detail view of a block of FIG. 2.
• the cooling device 1 as illustrated in FIG. 1, comprises a first electric pump 2, a second electric pump 3, a battery charger 4, a motor assembly 5, a radiator 6 and a first solenoid valve 7. and preferably a second solenoid valve 8.
• the first electric pump 2, the second electric pump 3, the first solenoid valve 7 and the second solenoid valve 8 are connected to a control device 9.
• the first electric pump 2 is intended to be used when driving the vehicle, while the second electric pump 3 is intended to be used when charging the battery.
• the flow of the first pump 2 and the flow rate of the second pump 3 can be adjusted by means of a control signal.
• the charger 4 allows, when the vehicle is stopped, to recharge the electric traction battery, not shown, from the home electrical network.
• the first solenoid valve 7 makes it possible to short-circuit the second pump 3 and the charger 4 during the driving of the vehicle, while the second solenoid valve 8 makes it possible to short-circuit the motor assembly 5 during charging of the battery, when believes that the cooling of the motor assembly 5 is not necessary.
• the second solenoid valve 8 can be connected to a hydraulic restriction 10 which makes it possible to achieve a pressure drop, and thus to maintain a flow rate of coolant in the engine assembly 5, even when the second solenoid valve 8 is conducting.
• the motor assembly 5 comprises a motor 11 and an electronic control system 12 intended in particular to transform the DC voltage of the battery into AC voltage.
• the radiator 6 is used to cool the coolant, similar to the cooling device of an internal combustion engine. It is equipped with a motor-fan, not shown.
• the cooling strategy is managed by the control device 9.
• the control device 9 is a computer which is connected to sensors of the cooling circuit.
• the computer 9 also controls the pumps 2,3, the solenoid valves 7,8, and the motor-fan unit of the radiator 6.
• the computer 9 is also advantageously connected to other computers of the vehicle, via a network of the type For example, the Controller Area Network (CAN) bus provides additional measures necessary for the cooling strategy.
• CAN Controller Area Network
• the control strategy of the cooling circuit can be realized in the form of three modules A, B, C, as illustrated in FIG.
• Module A concerns preventing the power off of the device 1.
• Module B is the development module for the flow control.
• Module B concerns the regulation of the coolant temperature and the choice of the electric pump 2.3.
• the module C is the development module of the fan speed setpoint.
• the inputs of module A are:
• Dref cooling demand of the vehicle it is a logic signal from the central computer of the vehicle and indicates whether it is necessary to cool the electrotechnical organs of the vehicle, taxi or battery charging. If the signal is 1, cooling is necessary, otherwise it is 0.
• the module A outputs a cooling signal Sref which is equal to 1 if the cooling device can be stopped, that is to say that the pumps can be switched off and switched off, or which is equal to 0 if the power off is not allowed, and the electrotechnical parts of the vehicle must continue to be cooled.
• Module B is responsible for developing a coolant flow control according to the state of the vehicle (rolling or recharging the battery when stopped).
• the inputs of module B are:
• Measures_et_flux_internes it includes in this signal the various measures necessary for the operation of the module, such as the temperature of the coolant, the temperature outside the vehicle, the speed of the vehicle or the dysfunctional flows.
• the outputs of module B are: - Dcoml flow control of the first pump, used in rolling mode. It is a signal between 0 and 100 and expressing the percentage of the maximum flow rate that can be achieved by the pump, and
• - Dcom2 flow control of the second pump, used in charging mode It is a signal between 0 and 100 and expressing the percentage of the maximum flow rate that can be achieved by the pump.
• the inputs of module C are:
• Measures_et_flux_internes we group in this signal the various measures necessary for the operation of the module, such as the temperature of the coolant, the temperature outside the vehicle, the speed of the vehicle or the dysfunctional flows.
• the output of module C is the Cv command that is sent to the fan.
• the Cv command can take into account both the need for cooling the air conditioning system and the need for cooling the power train circuit. In the case where the fan has two speed levels, the Cv command can be set to 0 (no fan control), 1 (low speed fan control) or 2 (high speed fan control) ).
• module A One possible embodiment of module A is illustrated in FIG. 3.
• the principle of this embodiment is as follows.
• the cooling mode is a shutdown request or battery exchange mode
• the module A develops a logic signal R1, which is one in this case.
• the temperature of each heating element of the system is compared with a threshold value. So :
• the temperature of the battery charger T C HR is compared with a threshold value derived from CART1 which represents a mapping as a function of the outside temperature Text, which offers the possibility of increasing the threshold value if the outside temperature is low, for example .
• the organ can thus be allowed to cool naturally thanks to the outside temperature. If, on the other hand, the outside temperature is high, it is also possible to increase the threshold value, because even with maximum cooling, it will not be possible to lower the temperature of the organ below a certain level.
• the engine temperature ⁇ ⁇ ⁇ is compared with a threshold value derived from the cartography CART2.
• the temperature T S EP of the electronic control system is compared with a threshold value resulting from a mapping CART3.
• a logic signal R2 of value 1 expresses the absence of high temperature in the system. In this case, it authorizes the stopping of the cooling system, that is to say the stopping of the pumps and the fan, and the signal Sref is equal to 1 (falling asleep).
• the signal R2 is 0, and the strategy rejects the shutdown of the cooling system, provided that the voltage level of the battery pack is not less than one.
• Useuil threshold value that takes into account aspects of reliability and durability of the battery pack.
• the signal Sref is in this case 0 ("sleep refusal").
• the refusal to fall asleep the cooling system should last preferably only a certain time.
• a delay is started when the value of the signal R1 goes to 1.
• This duration Temp can be fixed, as shown in Figure 3, or be a function of the temperature of the organ.
• the signal Sref changes to the "sleep" status.
• the cooling system it is desired to prohibit the standby of the cooling system when the temperature of at least one element of the motor assembly is greater than a threshold value, under two conditions.
• the same temperature thresholds are used. It is possible to separate these thresholds, and to use two thresholds per organ, one during the stop requests and the other during the battery exchange phases.
• the instructions of the pumps and the fan calculated by the other two modules are maintained if the status is "refusal sleep". In the case of the "sleep" status, the instructions of both modules are changed by stopping instructions for the cooling system.
• the invention may also relate to a device comprising one or more than two pumps. It can also be applied to a gasoline engine equipped with electric water pumps.

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• Engineering & Computer Science (AREA)
• Manufacturing & Machinery (AREA)
• Chemical & Material Sciences (AREA)
• Chemical Kinetics & Catalysis (AREA)
• Electrochemistry (AREA)
• General Chemical & Material Sciences (AREA)
• Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)

Applications Claiming Priority (2)

Publications (1)

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ID=42830301

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Citations (1)

Family Cites Families (8)

• 2010
  • 2010-04-07 FR FR1052615A patent/FR2958581B1/fr not_active Expired - Fee Related
• 2011
  • 2011-04-07 WO PCT/FR2011/050776 patent/WO2011124847A1/fr active Application Filing
  • 2011-04-07 EP EP11717704A patent/EP2555932A1/de not_active Withdrawn
  • 2011-04-07 CN CN201180022682.0A patent/CN102883903B/zh active Active

Patent Citations (1)

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