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WO2016050393A1 - Refroidissement, en fonction des besoins, d'un convertisseur d'un véhicule à moteur - Google Patents

Refroidissement, en fonction des besoins, d'un convertisseur d'un véhicule à moteur Download PDF

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Publication number
WO2016050393A1
WO2016050393A1 PCT/EP2015/068035 EP2015068035W WO2016050393A1 WO 2016050393 A1 WO2016050393 A1 WO 2016050393A1 EP 2015068035 W EP2015068035 W EP 2015068035W WO 2016050393 A1 WO2016050393 A1 WO 2016050393A1
Authority
WO
WIPO (PCT)
Prior art keywords
power converter
cooling
motor vehicle
combustion engine
internal combustion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2015/068035
Other languages
German (de)
English (en)
Inventor
Sebastian Jansen
Tobias Trzebiatowski
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of WO2016050393A1 publication Critical patent/WO2016050393A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/36—Temperature of vehicle components or parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/445—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/525—Temperature of converter or components thereof

Definitions

  • the present invention relates to a method for cooling a power converter of a motor vehicle and a power converter cooling device.
  • Electric motors which can be used for vehicle propulsion are known from the field of hybrid vehicles.
  • the aim here is to support the combustion engine at low speeds at which it does not yet deliver its full torque (boost mode, turbo lag compensation).
  • active electric braking regenerative operation
  • the kinetic energy of the vehicle can be fed back into the electrical system (recuperation).
  • the electric motor is connected via a power converter (so-called inverter) to the electrical system.
  • the converter For motor operation, the converter is operated as an inverter, which converts the vehicle electrical system DC voltage into an AC voltage. In regenerative mode, the power converter operates as a rectifier. Due to the large converted power an active cooling of the converter is appropriate. It is possible to cool the power converter with a liquid cooling medium, in particular with the cooling medium of the internal combustion engine cooling circuit. For this purpose, the heat sink of the power converter is provided with lines through which the coolant flows and the thermal power loss generated by the electronics dissipates. This ensures that the power converter can implement high electrical power without overheating.
  • a disadvantage of this arrangement is a negative impact on the life of the converter, since in addition to the maximum component temperature and the size and number of temperature strokes is relevant to damage. Since the internal combustion engine heats up quickly after starting, the power converter is heated to the final cooling water temperature almost without any further measures during almost every drive. The associated thermal cycle load of the power converter leads to excessive aging of the converter and can thus have a premature failure of the entire electric drive result.
  • the invention proposes to cool the power converter with the liquid coolant of the internal combustion engine cooling circuit, but to release or suppress the liquid coolant flow to the power converter taking into account the converter's temperature.
  • the power converter is therefore not cooled by the liquid coolant of the engine cooling circuit, but by the ambient air, in particular by using appropriate Heatsink and / or fan.
  • the power converter or a heat sink of the power converter are arranged in an air flow, which is generated by a fan of the electric machine or by a fan of a heat exchanger of the engine cooling circuit.
  • This air cooling is sufficient in many driving cycles to protect the converter from impermissibly high maximum temperatures.
  • the heating of the converter is delayed in this way and the converter temperature remains significantly below the temperature of the liquid coolant of the internal combustion engine, especially in short driving cycles. Only when the power converter has reached a certain temperature level (e.g., the final temperature of the engine coolant) will the fluid flow be activated and the temperature level maintained at a permissible level even at high electrical powers.
  • Such need-based power converter cooling can preferably be achieved by a switchable valve in the coolant flow to the power converter and / or a deactivatable coolant pump.
  • the invention increases the life of a water-cooled power converter even with connection to cooling circuits with high coolant end temperatures.
  • a high maximum power can be achieved even in the long-term / long-term operation.
  • the implementation effort is low, it can be used, for example, a simple electrically operated two-point valve without high demands on tightness and switching behavior.
  • An integration of the valve in the converter radiator or a direct attachment to the converter are possible. This results in no additional integration effort for the vehicle manufacturer, since the valve is part of the electric drive.
  • a passively opening valve can also be used, which closes when a specific converter temperature is reached. The valve then does not have to be controlled electrically and the additional expense for the electronic signal processing is eliminated.
  • a power converter cooling device of a motor vehicle is set up to carry out a method according to the invention. For this purpose, it can have an arithmetic unit which has been set up in particular for this purpose, programmatically.
  • Suitable data carriers for providing the computer program are, in particular, floppy disks, hard disks, flash memories, EEPROMs, CD-ROMs, DVDs and the like. It is also possible to download a program via computer networks (Internet, intranet, etc.).
  • FIG. 1 shows a block diagram of a preferred embodiment of a converter cooling device according to the invention and its integration into the cooling circuit of a motor vehicle.
  • Figure 2 shows in a block diagram an alternative embodiment of a
  • FIG. 3 shows in a block diagram another alternative embodiment of a power converter for use in a power converter cooling device.
  • FIG. 1 shows schematically in a block diagram a preferred embodiment of a power converter cooling device 100 according to the invention and its integration into the cooling circuit of a motor vehicle.
  • the motor vehicle has a hybrid drive and is driven by an internal combustion engine 10 and an electric machine 20.
  • the internal combustion engine 10 has a liquid coolant circuit 1 1, in which liquid coolant is circulated by means of a pump 12.
  • a thermostatic valve 13 controls the amount of the coolant through a heat exchanger 14.
  • the electric machine 20 is controlled by a power converter 25 which has an electronic part 30 and a heat sink 35, over which power components, in particular power transistors (e.g.
  • the electronic part 30 to be cooled The heat sink 35 of the power converter 25 has coolant lines that carry the liquid coolant.
  • the liquid coolant for the power converter 25 is diverted from the engine cooling circuit 1 1.
  • a power converter coolant pump 40 shown here can be used.
  • a switchable shut-off valve 45 is part of the power converter cooling device 100, which prevents the flow of coolant to the power converter, as long as a power converter temperature T
  • the converter temperature Tinv is detected in the example shown in the electronic part 30, but can also be detected in the heat sink 35.
  • a computing unit 50 can be provided, which is set up programmatically for carrying out a method according to the invention. Expediently, the arithmetic unit 50 is integrated in the electronic part 30 of the power converter 25 as shown in FIG.
  • the shut-off valve 45 is actuated by the arithmetic unit 50 via a drive signal S v .
  • the optional coolant pump 40 is actuated by the arithmetic unit 50 via a drive signal S P.
  • the arithmetic unit 50 is supplied with the converter temperature Tinv and optionally with a liquid coolant temperature T K M. In dependence on these input variables, the arithmetic unit 50 determines the required switching state of the valve and controls the valve 45 and possibly the pump 40.
  • valve 45 After the start of the vehicle, the valve 45 remains closed until the current richtertem temperature T
  • This threshold value can correspond, for example, to the final value (set value) of the liquid coolant of the internal combustion engine.
  • the optional converter converter coolant pump 40 is also activated in such a way that a coolant volume flow to the converter 25 is conveyed only when the shut-off valve 45 is open. After parking the vehicle, the valve 45 is closed again.
  • the power converter 25 in many driving scenarios is not limited to the ma- ximale temperature level of the liquid coolant heated, which extends the life.
  • the liquid coolant temperature T K M can optionally be supplied to the program processing.
  • the valve 45 is always opened (and preferably only so long) when the converter temperature Tinv is greater than that of the liquid coolant temperature T K M.
  • valve 45 opens when the converter temperature T
  • valve 45 An alternative to the use of a valve 45 is to use a pump 40, which reliably prevents the coolant volume flow to the power converter 25 in the off state. The control of the pump 40 is then carried out analogously to the described control of the valve 45.
  • a particularly advantageous variant of the invention with regard to the integration effort at the vehicle manufacturer is to integrate the switchable shut-off valve 45 into the electronic part 30, as shown in FIG. 2, or the heat sink 35 of the power converter 25, or to grow it directly on it.
  • the unit consisting of converter and valve can then be delivered as a complete module and installed in the vehicle without additional components.
  • FIG. 3 Another particularly simple realization option is shown in FIG. 3 and consists in the use of a passively controlled valve 45 '(eg Thermostatic valve based on bimetal or expansion element), which reacts to the converter temperature Tinv and opens when the predetermined upper threshold value is reached.
  • a passively controlled valve 45 ' eg Thermostatic valve based on bimetal or expansion element
  • Such a valve is particularly suitable for integration into the converter heat sink 35 and does not require any additional electronic signal processing.
  • the heat sink 35 of the power converter 25 in addition to the lines for the liquid coolant with cooling ribs 36, which allow an improved heat transfer to the ambient air.
  • the cooling fins 36 are arranged in an air flow of a fan, as in FIG. 3 of a fan 21 of the electric machine 20.

Landscapes

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

Abstract

L'invention concerne un procédé pour refroidir un convertisseur (25) d'un véhicule à moteur, un refroidissement du convertisseur (25) étant déclenché au moyen d'un liquide de refroissement d'un circuit de refroidissement (11) d'un moteur à combustion interne (10) du véhicule à moteur, lorsqu'une température (TInv) du convertisseur (25) atteint ou dépasse une valeur seuil de température supérieure.
PCT/EP2015/068035 2014-10-02 2015-08-05 Refroidissement, en fonction des besoins, d'un convertisseur d'un véhicule à moteur Ceased WO2016050393A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014220103.9 2014-10-02
DE102014220103.9A DE102014220103A1 (de) 2014-10-02 2014-10-02 Bedarfsgerechtes Kühlen eines Stromrichters eines Kraftfahrzeugs

Publications (1)

Publication Number Publication Date
WO2016050393A1 true WO2016050393A1 (fr) 2016-04-07

Family

ID=53783743

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2015/068035 Ceased WO2016050393A1 (fr) 2014-10-02 2015-08-05 Refroidissement, en fonction des besoins, d'un convertisseur d'un véhicule à moteur

Country Status (2)

Country Link
DE (1) DE102014220103A1 (fr)
WO (1) WO2016050393A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016215385A1 (de) 2016-08-17 2018-02-22 Robert Bosch Gmbh Bedarfsgerechtes Kühlen mehrerer Stromrichter elektrischer Maschinen
DE102017204532A1 (de) 2017-03-17 2018-03-01 GETRAG B.V. & Co. KG Fluid-Fördersystem sowie Verfahren zum Betrieb eines solchen
DE102020118521B4 (de) 2020-07-14 2024-10-02 Audi Aktiengesellschaft Antriebseinrichtung für ein Kraftfahrzeug sowie Verfahren zum Betreiben einer Antriebseinrichtung

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004076603A (ja) * 2002-08-12 2004-03-11 Toyota Motor Corp 多重冷却システム
DE102009051377A1 (de) * 2009-10-30 2011-05-05 Bayerische Motoren Werke Aktiengesellschaft Antrieb für ein Hybridfahrzeug
DE102011102753A1 (de) * 2011-05-28 2012-03-22 Daimler Ag Kühleinrichtung eines Kraftwagens, insbesondere eines Hybrid-Fahrzeugs
WO2013167267A2 (fr) * 2012-05-10 2013-11-14 Avl List Gmbh Système prolongateur d'autonomie doté d'un circuit de refroidissement perfectionné

Family Cites Families (6)

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Publication number Priority date Publication date Assignee Title
DE19830656A1 (de) * 1998-07-09 2000-01-13 Abb Daimler Benz Transp Kühlmitteltemperaturregelung zur Regelung der Kühlmitteltemperatur eines Stromrichters eines elektrisch angetriebenen Fahrzeuges
DE102005015718A1 (de) * 2005-03-31 2006-10-05 Robert Bosch Gmbh Kühlanordnung für ein elektrisches Steuergerät
DE102007001814A1 (de) * 2007-01-12 2008-07-17 Daimler Ag Vorrichtung und Verfahren zur Kühlung einer Leistungselektronik in einem Kraftfahrzeug
DE102007005391A1 (de) * 2007-02-03 2008-08-07 Behr Gmbh & Co. Kg Kühleranordnung für einen Antriebsstrang eines Kraftfahrzeugs
US20100218916A1 (en) * 2009-02-27 2010-09-02 Ford Global Technolgies, Llc Plug-in hybrid electric vehicle secondary cooling system
DE102011052754B4 (de) * 2011-08-16 2015-05-21 Avl Software And Functions Gmbh Antriebseinheit mit zwei koppelbaren Kühlkreisläufen und Verfahren

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004076603A (ja) * 2002-08-12 2004-03-11 Toyota Motor Corp 多重冷却システム
DE102009051377A1 (de) * 2009-10-30 2011-05-05 Bayerische Motoren Werke Aktiengesellschaft Antrieb für ein Hybridfahrzeug
DE102011102753A1 (de) * 2011-05-28 2012-03-22 Daimler Ag Kühleinrichtung eines Kraftwagens, insbesondere eines Hybrid-Fahrzeugs
WO2013167267A2 (fr) * 2012-05-10 2013-11-14 Avl List Gmbh Système prolongateur d'autonomie doté d'un circuit de refroidissement perfectionné

Also Published As

Publication number Publication date
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