• 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:
    The invention relates to a device for thermal management of a power unit comprising a main casing (1) housing an electric motor (2) and its cooling circuit and a gearbox (3) comprising a lubrication circuit. Said main casing comprises an oil sump (20) arranged in the lower part of said main casing and a partition wall (4) in two parts where are respectively arranged on the one hand, said motor (2) and its cooling circuit and on the other hand, said reducer (3) and its lubrication circuit, while an oil line (6) extends in the oil sump through said partition to communicate said two parts and comprises a reducing end end provided with a valve (7) for regulating the oil flow, controlled by the temperature of the oil, so as to close the oil passage in said oil pipe (6) when the temperature oil on the reducing side reaches a predetermined temperature threshold.
    公开号:FR3042658A1
    申请号:FR1559797
    申请日:2015-10-15
    公开日:2017-04-21
    发明作者:Robert Yu
    申请人:Renault SAS；Nissan Motor Co Ltd；
    IPC主号:
    专利说明:

    Thermal management device of an electric powertrain.
    The present invention relates to a device for thermal management of a power unit of a motor vehicle, in particular of electric or hybrid type.
    Among the cooling systems of electric motors of electric or hybrid vehicles, it is known to use the lubricating oil of the transmission system constituted by the speed reducer conventionally coupled to the electric motor. The use of the lubricating oil of the gearbox for direct cooling of the heating elements such as coils, magnets, plates, the electric motor is indeed a relatively powerful solution compared to other known solutions such as those implementing cooling water circulating around the crankcase of the electric motor or with air, to the extent that the oil can be in direct contact with all the parts to be cooled. The use of the lubricating oil of the gearbox for cooling the heating elements of the electric motor also makes it possible to reduce the cold friction of the transmission system because the lubricating oil thus introduced into the transmission system is less viscous due to the fact that to have been heated in the electric motor. Document CN203645464, which describes a motor and a gearbox cooled by the same oil flowing in a circuit which pools the engine cooling oil and the lubricating oil of the gearbox, is particularly known.
    These cooling systems, however, require an evacuation of the heat stored by the oil used together for the cooling of the engine and the lubrication of the gearbox. For this purpose, a heat exchanger of the oil / air radiator type disposed on the front face of the vehicle or an oil / water heat exchanger fixed at the powertrain and supplemented by a water circuit and a water / water exchange radiator is used. air in front of the vehicle. Alternatively, the calories generated in the engine and in the transmission system can be evacuated by a flow of air, including a flow of air out of the fan on the front of the air conditioning condenser of the passenger compartment of the vehicle. This air flow, which can be ventilated either by this fan or by the progress of the vehicle, circulates around the assembly constituted by the crankcase and the transmission system to ensure the desired heat exchange.
    It has been found that for high power vehicles, it is necessary to increase the heat exchange performance between the air and the casing of the electric powertrain of the vehicle.
    Moreover, when the associated electric motor and reducer assembly produces a lot of calories, it is desirable that the temperature of the oil be higher in order to facilitate the evacuation of the thermal energy produced to the air heat exchanger. . However, if the gearbox can be lubricated by an oil at a temperature of the order of 130-145 ° C, in the context of a cooling solution with an oil circulation system pooling the engine oil and the lubricating oil of the gearbox, the temperature of the latter is limited by the operating constraints of the engine which impose an oil temperature of the order of 90-100 ° C. Also, hot, that is to say when the electric powertrain produces a lot of thermal energy, the operating temperature of the gearbox is limited, which adversely affects the cooling capacity of the ventilated air passing around the housing. powertrain. Indeed, the greater the temperature difference between the ventilated air and the powertrain casing exposed to this air flow is important, the better the overall cooling performance of the gearbox and the associated electric motor and gearbox assembly.
    Also, there is a need for a thermal management device of an electric powertrain which, while retaining the advantages associated with the pooling of the engine oil and the gearbox, in particular in a cold operation of the group. powertrain, overcomes the aforementioned drawbacks, in particular during the hot running of the powertrain. For this purpose, there is provided a thermal management device of an electric powertrain comprising a main casing housing at least one electric motor comprising a cooling circuit and a mechanical speed reducer coupled to said motor and comprising a lubrication circuit capable of being connected to said cooling circuit of said engine, characterized in that said main casing comprises an oil sump, common to said cooling circuit and said lubrication circuit, arranged in a lower part of said main casing, and a partition wall of said main casing in two parts, in which are respectively arranged on the one hand, said motor and its cooling circuit and, on the other hand, said gear and its lubrication circuit, said oil sump comprising a passage of overflow of oil through said partition wall and, under said overflow passage of oil e, an oil pipe extending through said partition wall between said two parts, said oil pipe having an end opening into the gear-side oil sump provided with a flow control valve; oil between said two parts, driven by the temperature of the oil, and an opposite free end, opening into the oil sump on the engine side, said pilot valve being adapted to close the oil passage in said pipe between said two parts when the temperature of the gearbox-side oil reaches a predetermined temperature threshold, so that the oil stored on the engine side and the oil stored on the gearbox side do not mix when said temperature threshold is reached.
    With this arrangement, at a certain oil temperature of the gearbox, for example of the order of 90 ° C, corresponding to a hot running of the entire engine system plus transmission, the control of the valve in closing allows to isolate, in the oil sump, the oil stored in the reducer side portion of the oil stored in the engine-side part. Under these operating conditions, the engine-side oil is thus separated from the gear-side oil, while the engine-side oil is combined with the gear-side oil during cold operation, for example for an oil temperature below 90 ° C. The temperature of the oil in the two parts, respectively on the motor side and on the reducing side, can therefore be differentiated, so that the gearbox can be hot, in other words when the oil temperature on the reducing side reaches the predetermined temperature threshold, operate at a higher temperature than the electric motor. In fact, since the oil temperatures on the gearbox and motor side are independent in the valve closing configuration, the oil on the gearbox side can be raised higher in temperature and thus increase the operating temperature of the gearbox. . It is thus possible to increase the cooling performance of the gearbox and of the electric motor and gearbox assembly, without degrading the operation of the electric motor. In addition, cold, in other words when the temperature of the oil on the reducing side is lower than the predetermined temperature threshold, the valve is passing and the cooling oil from the engine having stored thermal energy is pooled with the gearbox-side oil for lubrication, allowing the gearbox to be cold-lubricated with hot oil from the engine, so that the friction of the gearbox will be reduced and its efficiency improved.
    Thus, the device of the invention makes it possible to differentiate, in the sense that they are made independent of each other, of the engine cooling circuit and the lubricating circuit of the gearbox, as a function of the temperature of the gearbox. the oil side reducer. More specifically, thanks to the oil flow management valve integrated in the oil sump, able to control selectively, depending on the temperature of the oil, the authorization or the prohibition of the circulation of the oil. oil between the two parts on the engine side and gearbox side, the device of the invention allows, cold, to put the engine cooling oil in common with the lubricating oil of the gearbox and, hot, to separate the gear oil motor oil.
    According to one embodiment, said opposite free end of said oil duct cooperates with an oil inlet of said cooling circuit by which said cooling circuit is able to suck the oil on the one hand, from said duct oil and, secondly, directly from said engine-side portion of said oil sump.
    Preferably, said oil inlet comprises an inlet pipe of section substantially greater than that of said oil pipe, so that said oil pipe and said inlet pipe are arranged opposite one of the another with a clearance therebetween allowing said cooling circuit to draw oil from said portion of said engine-side oil sump through said clearance when said flow control valve is closed.
    Advantageously, said cooling circuit comprises an oil pump connected, on the one hand, to said oil inlet and, on the other hand, to an oil distribution circuit of said cooling circuit for the projection of the aspirated oil. by the pump on the heating elements of said electric motor so as to cool said engine, while the oil thus projected is recovered in said portion of said engine-side oil pan.
    Advantageously, said electric motor comprises an engine casing having a bottom to which the oil projected by said distribution circuit on the heating elements of the motor flows by gravity and a flow orifice made in the vicinity of said bottom allowing return by gravity of the oil in said portion of said engine-side oil pan.
    Preferably, said lubrication circuit comprises an oil pump adapted to suck the oil from said portion of the oil sump on the reducing side, said oil pump being connected to a distribution circuit of said lubrication circuit allowing the projection of the oil sucked by the pump on rotating elements of said reducer so as to lubricate said reducer.
    Advantageously, the device may comprise a bypass line connecting said oil distribution circuit of said cooling circuit and said oil distribution circuit of said lubrication circuit on either side of said partition wall, said bypass line being equipped with a thermostat capable of selectively controlling the circulation of oil in the bypass line as a function of the temperature of the oil, the circulation being authorized in a temperature condition below said predetermined temperature threshold and prohibited in a condition temperature above said predetermined temperature threshold.
    According to another embodiment, said end of said oil pipe provided with said flow control valve cooperates with an oil inlet of said lubrication circuit by which said lubrication circuit is able to suck the oil of a part, from said oil pipe and, secondly, directly from said reducing side portion of said oil sump.
    Preferably, said oil inlet comprises an inlet pipe of section substantially greater than that of said oil pipe, so that said oil pipe and said inlet pipe are arranged opposite one of the another with a clearance therebetween allowing said lubrication circuit to draw oil from said portion of said gear-side oil sump through said clearance when said flow control valve is closed.
    Advantageously, said lubrication circuit comprises an oil pump connected, on the one hand, to said oil inlet and, on the other hand, to an oil distribution circuit of said lubrication circuit allowing the oil to be blown out. by the pump on rotating elements of said reducer so as to lubricate said reducer.
    Advantageously, said main casing comprises outer walls provided with a plurality of cooling fins. The invention also relates to a motor vehicle comprising a thermal management device as described above. Other features and advantages of the invention will appear on reading the following description of a particular embodiment of the invention, given by way of indication but not limitation, with reference to the appended figures in which: Figure 1 is a diagram illustrating the thermal management device of the invention according to a first embodiment in a cold operating condition; FIG. 2 is a diagram illustrating the device of FIG. 1 in a hot operating condition; FIG. 3 illustrates a variant of the first embodiment; FIG. 4 illustrates another variant of the first embodiment; - Figure 5 is a diagram illustrating the thermal management device of the invention according to a second embodiment in a cold operating condition; - Figure 6 is a diagram illustrating the device of Figure 5 in a hot operating condition.
    In the figures, the elements in common bear the same references.
    According to the embodiment illustrated in FIG. 1, the thermal management device comprises a main housing 1 whose external walls exposed to an air flow 30 are equipped with cooling fins 14, favoring the heat exchange between the main casing walls and air flow. According to the example of Figure 1, an electric motor 2 is integrated inside the main casing 1. However, several motors could be integrated without departing from the scope of the present invention. The electric motor 2 is intended to propel an electric or hybrid vehicle in which it is embedded and / or to recover its kinetic energy during a braking phase of the vehicle. The main casing 1 also incorporates a mechanical speed reducer 3 coupled to the electric motor 2 inside the main casing 1 and constituted by a gear system intended to vary the rotational speed and the torque of the electric motor 2 relative to at the speed of the vehicle.
    The main casing 1 comprises a separating partition 4 which makes it possible to separate the internal volume of the casing in two parts, respectively a part where the electric motor 2 is arranged and a part where the gearbox 3 is arranged. The lower part of the main casing 1 further defines an oil sump 20 extending on either side of the partition wall 4, and for storing the lubricating oil 21 of the gearbox 3 and the cooling oil 22 of the electric motor 2. A passage 5 too full of oil is provided through the partition wall 4 in a lower part thereof, so that the oil level 23 in the oil sump 20 before starting the vehicle, that is, when all of the cooling and lubricating oil has fallen into the oil sump 20, is located substantially above the oil overflow passage 5.
    The oil sump also comprises, arranged below the overflow passage 5, an oil pipe 6 which extends through the partition wall 4 and which makes it possible to communicate the two parts respectively on the engine side and reducer side. The oil pipe 6 has an end opening into the gear side oil sump 3, which is provided with a valve 7 for regulating the oil flow between the two parts, driven by the temperature of the oil, and an opposite free end, opening into the engine-side oil sump. The valve 7 controlled by the oil temperature on the gear side is adapted to close the oil passage in the oil line 6 between the two parts on the gearbox side and the engine side, when the temperature of the oil on the gearbox side reaches a predetermined temperature threshold, for example 90 ° C. The valve 7 controlled by the temperature of the gear side oil comprises for example a thermostat actuated by a wax capsule which is arranged to act on a valve mounted on the oil pipe 6 as soon as the temperature of this wax capsule exceeds the predetermined temperature threshold. In this way, the valve 7 makes it possible to allow the circulation of oil through the oil line 6 between the two parts on the engine side and on the reducing side when the oil temperature is below the predetermined temperature threshold, corresponding to a cold operating condition of the powertrain, and to prohibit this flow of oil between the two parts when the oil temperature reaches the predetermined temperature threshold, corresponding to a hot running condition of the powertrain.
    According to the embodiment of Figure 1, the opposite free end of the oil pipe 6 which opens into the engine-side oil sump cooperates with an oil inlet 8 of a motor cooling circuit, which is adapted to suck the oil from the oil sump and to project at least a portion of the oil onto heating elements of the electric motor 2, for example on the engine coil heads, so as to cool the engine, while that the oil thus projected is recovered in the part of the oil sump on the engine side. To do this, the engine cooling circuit comprises an oil pump 9 connected, on the one hand, to the oil inlet 8 and, on the other hand, at its outlet, to an oil distribution circuit 10 , 12 for bringing and projecting the oil 11 sucked by the pump 9 on the heating elements of the electric motor 2. The projected oil recovers the heat energy produced by the engine 2 and then returns to the oil sump by gravity. More specifically, the electric motor 2 comprises a motor housing 27 having a bottom to which the oil projected by the distribution channels 10, 12 on the motor heaters flows by gravity and a flow orifice made in the vicinity bottom allowing the gravity return of the oil in the part of the oil sump on the engine side. The oil inlet 8 of the engine cooling circuit is more particularly arranged to allow the pump 9 of the cooling circuit to suck oil on the one hand, from the oil pipe 6 and, on the other hand, directly from the engine side of the oil sump. For this purpose, according to the embodiment of FIG. 1, the oil inlet 8 comprises an inlet duct of section substantially greater than that of the oil duct 6, for example a section of substantially flared shape, which is substantially aligned and facing the free end of the oil pipe 6 opening on the motor side, so that the oil pipe 6 and the inlet pipe 8 can be arranged facing one of the another with a certain clearance between them, allowing the pump 9 to suck the oil directly into the engine-side oil pan through this clearance when the valve 7 is closed. Otherwise, when the valve 7 is open, the oil is sucked by the pump 9 of the cooling circuit essentially from the oil sump on the reducing side through the oil pipe 6, because of the difference of the flow passage sections. oil constituted by the oil pipe 6 on the one hand, and by the clearance created between it and the inlet pipe 8. For example, the oil passage section formed by the game created between the pipe oil inlet 8 connected to the pump 9 of the cooling circuit and the oil pipe 6 next to it, is sized to be 3 to 5 times smaller than the oil passage section on the side of the valve 7, defined by the section of the oil pipe 6.
    Thus, as indicated above, before starting the vehicle, the system is cold, all the oil has fallen into the oil sump 20 in the lower part of the main casing 1 and the oil level 23 is just above the overflow of oil. Under these conditions, the valve 7 is passing, so that the oil circulation is allowed in the oil line 6 between the two parts on the engine side and the reduction side of the oil sump 20. The vehicle starts the pump 9 of the cooling circuit, which draws oil from substantially the portion of the oil sump on the reducing side through the oil passage section constituted by the oil pipe 6 (the path of the oil sucked is symbolized by arrows in Figure 1), while a very small amount of oil is sucked directly from the part of the engine-side oil sump, because of differences in sizing of the oil passage sections concerned, as explained above. The aspiration of the oil essentially from the portion of the oil sump on the reducing side lowers the oil level 23. The oil thus sucked feeds through the pump 9 the distribution circuit 10, 12, which brings the oil to the heating elements of the engine to be cooled, where it is projected, for example on the coil heads. The oil then falls by gravity into the oil sump portion on the engine side. On the gearbox side, the latter is adapted to project, when it is driven in motion, the oil stored in the portion of the oil sump on the gear side against inner walls of the main housing. Thus, the pinion system constituting the reducer 3 is partially immersed in the oil stored in the gear-side portion of the oil sump, the pinion teeth 26 bring the oil to the top of the sump and the speed of rotation projects in At the same time the oil 13 to the inner walls of the casing, where the oil gives up its calories through a heat exchange with the casing, which gives them to the air circulating around the casing.
    The oil level in the gearbox-side oil pan decreases faster than the oil level in the engine-side oil sump portion. Indeed, the oil stored on the reducing side is sucked by the pump 9 of the cooling circuit faster than the oil stored on the engine side, which is only slightly sucked through the clearance left between the inlet pipe 8 of the circuit The oil on the gearbox side is also projected by the gearbox gears towards the inner walls of the gearbox, which also contributes to reducing the oil level on the gearbox side faster than that on the engine side. . On the engine side, the oil heated by the engine and collected by gravity in the oil sump can pass from the engine side to the reducing side through the oil overflow passage 5 made in the partition wall. Thus, the oil heated in the engine can be introduced on the reducing side and be used for its lubrication, which advantageously reduces the friction gear reducer gear, when the latter is cold or even when the engine releases more calories than the reducer.
    After starting, the entire system, ie the oil, the motor, the gearbox and the housing, heats up, which results in a rise in temperature. At the same time, the flow of air circulating around the main casing 1 makes it possible to cool the entire system by heat exchange with the fins 14 fitted to the outer walls of the main casing 1. If the ambient temperature is not very high a thermal equilibrium can be established and the temperature of the system can be maintained at a relatively low temperature, for example of the order of 60 ° C to 90 ° C. By cons, when the ambient temperature is relatively high, for example of the order of 45 ° C, the flow of air flowing around the housing is not sufficient to maintain the oil temperature sufficiently low, for example less than 90 ° C. The gearbox withstands temperature increases much better than the engine, so that under these conditions it is desirable to let the oil stored in the gearbox-side oil sump rise to a higher temperature than the engine-side oil. therefore, when hot, to separate the oil on the engine side from the oil on the reducing side.
    Also, when the gear side oil temperature reaches a temperature threshold, for example set at 90 ° C, the wax of the thermostat equipping the valve 7 expands and closes the valve of the oil passage of the oil line 6 , thus preventing the circulation of oil through this pipe between the reducing side and the motor side. Under these conditions, as illustrated in Figure 2 by the arrows symbolizing the path of the oil sucked by the pump 9 of the cooling circuit, the pump 9 only sucks the oil stored motor side through the game created between the intake pipe 8 of the cooling circuit and the oil pipe 6, so that the oil level on the engine side decreases to pass below the overflow of oil 5 connecting the sides motor and reducer . In this way, the engine-side oil sump oil is separated from the oil on the gearbox-side oil sump. Their temperature becomes independent. It is thus possible to allow the oil temperature on the gearbox side to be raised and to preserve the proper functioning of the electric motor.
    According to an alternative embodiment illustrated in Figure 3, the lubrication of the gearbox may require to implement lubrication by an oil pump. In this case, the lubrication circuit comprises, on the reducing side, an oil pump 15 arranged to suck the oil from the gear-side oil sump via an oil inlet comprising an inlet pipe 17 to which it is connected, immersed in the oil stored on the reducing side, and an oil distribution circuit 16, 18 connected at the outlet of the pump 15 and adapted to bring the oil to the rotating elements of the reducer 3 in order to supply oil.
    FIG. 4 illustrates an alternative embodiment in the case where the lubricating circuit of the gearbox implements an oil pump, as illustrated in FIG. 3. According to this variant, a bypass pipe 25 is provided for connecting the distribution circuit 10, 12 of the cooling circuit on the engine side and the oil distribution circuit 16, 18 of the lubricating circuit on the reducing side, on either side of the partition wall 4. In addition, bypassing a thermostat 24 adapted to selectively control the flow of oil in the bypass line 25 as a function of the temperature of the oil, the circulation being authorized in a temperature condition below the set temperature threshold and prohibited in a temperature condition higher than this temperature threshold. Thus, when the temperature is below the temperature threshold, for example 90 ° C, the oil can flow in the bypass line 25. In this case, the pump 15 of the lubrication circuit does not work and it is the pump 9 of the cooling circuit which supplies oil to both the cooling circuit for cooling the engine and the lubrication circuit for lubricating the gearbox. By cons, hot, when the oil temperature reaches the temperature threshold, for example 90 ° C, the thermostat 24 controls the closing of the oil flow through the branch line 25. Under these conditions, the pump 15 of the lubrication circuit supplies the oil circuit and the pump 9 of the cooling circuit supplies the oil circuit. The two circuits thus become independent under these oil temperature conditions.
    FIGS. 5 and 6 illustrate an embodiment in which the free end of the oil pipe 6 opens this time freely into the oil sump on the engine side, while the oil inlet pipe 8 of the oil circuit cooling connected to the inlet of the oil pump 9 is arranged in the oil sump for example under the oil pipe 6, for example under the latter. The other end of the oil line 6 on the reducing side, which is provided with the valve 7, is then designed to cooperate on the gearbox side with the oil inlet 17 of the lubricating circuit of the gearbox implementing an oil pump. 15, according to a mode of cooperation similar to that described with reference to Figure 1 involving the free end of the oil pipe 6 and the inlet pipe 8 of the cooling circuit.
    Thus, the oil inlet 17 of the lubricating circuit of the reducer is, according to this embodiment, arranged to allow the pump 15 of the lubrication circuit to suck oil on the one hand, from the pipe of oil 6 and, secondly, directly from the reducing side portion of the oil sump. To do this, the oil inlet 17 comprises an inlet pipe of section substantially greater than that of the oil pipe 6, for example a section of substantially flared shape, which is substantially aligned and facing the end of the oil line 6 provided with the valve 7 opening on the reducer side, so that the oil pipe 6 and the inlet pipe 17 can be arranged opposite one another with a certain clearance between they, allowing the pump 15 to suck the oil directly into the gear-side oil sump through this clearance when the valve 7 is closed. Otherwise, when the valve 7 is open, the oil is sucked by the pump 15 of the lubrication circuit essentially from the engine-side oil sump through the oil pipe 6, because of the difference of the passage sections of the oil sump. oil constituted by the oil pipe on the one hand, and by the clearance created between it and the inlet pipe 17. For example, the oil passage section formed by the game created between the pipe of oil inlet 17 of the lubrication circuit and the oil line 6, is sized to be 3 to 5 times smaller than the oil passage section on the valve side 7, defined by the section of the oil pipe 6.
    Thus, as for the previous embodiment, when the oil temperature on the reducing side is lower than the set temperature threshold, for example 90 ° C, the valve 7 is on and lubrication of the reducer can be carried out with oil heated by the engine, which is sucked from the engine-side oil sump by the pump of the lubricating circuit on the reducing side, through the oil pipe 6 (FIG. 5). When the temperature of the oil reaches the set temperature threshold, the passage of oil through the oil line 6 is closed, so that the pump 15 of the lubrication circuit sucks only the oil stored on the reducing side through the clearance created between the inlet line 17 of the lubrication circuit and the oil line 6 and the oil on the reducing side does not mix with the engine-side oil (Figure 6).
    权利要求:
    Claims (12)
    [1" id="c-fr-0001]
    1. Device for thermal management of an electric powertrain of an electric or hybrid motor vehicle, comprising a main casing (1) housing at least one electric motor (2) comprising a cooling circuit and a mechanical speed reducer (3). ) coupled to said engine (2) and comprising a lubrication circuit adapted to be connected to said cooling circuit of said engine, characterized in that said main housing (1) comprises an oil sump (20), common to said cooling circuit and said lubrication circuit, arranged in a lower part of said main casing (1), and a separating partition (4) of said main casing (1) in two parts, in which said motor (2) is respectively arranged on the one hand and its cooling circuit and, secondly, said gear (3) and its lubrication circuit, said oil sump (20) comprising a passage (5) of too much oil to work separating said partition wall (4) and, under said oil overflow passage (5), an oil pipe (6) extending through said partition wall (4) between said two parts, said oil pipe having an end opening into said oil sump (20) on the reducing side provided with a valve (7) for regulating the oil flow between said two parts, driven by the temperature of the oil, and an opposite free end opening into said oil sump (20) on the engine side, said piloting valve (7) being adapted to close the oil passage in said oil pipe (6) between said two parts when the temperature of the the gear side oil reaches a predetermined temperature threshold, so that the oil stored on the engine side and the oil stored on the reducing side do not mix when said temperature threshold is reached.
    [2" id="c-fr-0002]
    2. Device according to claim 1, characterized in that said opposite free end of said oil pipe (6) cooperates with an oil inlet (8) of said cooling circuit by which said cooling circuit is able to suck the oil. oil on the one hand, from said oil line (6) and, on the other hand, directly from said motor side portion of said oil sump (20).
    [3" id="c-fr-0003]
    3. Device according to claim 2, characterized in that said oil inlet (8) comprises an inlet pipe of section substantially greater than that of said oil pipe (6), so that said oil pipe (6) and said inlet duct are disposed facing each other with a clearance between them allowing said cooling circuit to suck oil from said portion of said engine-side oil sump through said set when said flow control valve is closed.
    [4" id="c-fr-0004]
    4. Device according to any one of claims 2 or 3, characterized in that said cooling circuit comprises an oil pump (9) connected on the one hand, said oil inlet (8) and, on the other hand on the other hand, to an oil distribution circuit (10, 12) of said cooling circuit for projecting the oil sucked by the pump onto the heating elements of said electric motor (2) so as to cool said engine, while the oil thus projected is recovered in said portion of said engine-side oil sump.
    [5" id="c-fr-0005]
    5. Device according to claim 4, characterized in that said electric motor (2) comprises a motor housing (27) having a bottom to which the oil projected by said distribution circuit (10, 12) on the heating elements of the motor (2) flows by gravity and a flow orifice in the vicinity of said bottom allowing gravity return of the oil in said portion of said engine-side oil sump.
    [6" id="c-fr-0006]
    6. Device according to any one of the preceding claims, characterized in that said lubrication circuit comprises an oil pump (15) adapted to suck the oil from said portion of the oil sump on the reducing side, said oil pump being connected to a distribution circuit (16, 18) of said lubricating circuit for projecting the oil sucked by the pump onto rotating elements of said gear (3) so as to lubricate said gear (3).
    [7" id="c-fr-0007]
    7. Device according to claims 4 and 6, characterized in that it comprises a bypass line (25) connecting said oil distribution circuit (10, 12) of said cooling circuit and said oil distribution circuit ( 16, 18) of said lubrication circuit on either side of said partition wall (4), said bypass line (25) being equipped with a thermostat (24) able to selectively control the circulation of oil in the bypass line (25) depending on the temperature of the oil, the circulation being permitted in a temperature condition below said predetermined temperature threshold and prohibited in a temperature condition greater than said predetermined temperature threshold.
    [8" id="c-fr-0008]
    8. Device according to claim 1, characterized in that said end of said oil pipe (6) provided with said flow control valve (7) cooperates with an oil inlet (17) of said lubrication circuit by which said lubricating circuit is adapted to suck the oil on the one hand, from said oil pipe (6) and, secondly, directly from said reducing side portion of said oil sump.
    [9" id="c-fr-0009]
    9. Device according to claim 8, characterized in that said oil inlet (17) comprises an inlet pipe of section substantially greater than that of said oil pipe, so that said oil pipe and said pipe are disposed facing each other with a clearance therebetween enabling said lubrication circuit to draw oil from said portion of said gear-side oil sump through said clearance when said valve (7) flow control is closed.
    [10" id="c-fr-0010]
    10. Device according to claim 9, characterized in that said lubrication circuit comprises an oil pump (15) connected on the one hand, said oil inlet (17) and on the other hand, to a circuit of dispensing oil (16, 18) of said lubricating circuit for projecting oil sucked by the pump onto rotating members of said reducer so as to lubricate said reducer (3).
    [11" id="c-fr-0011]
    11. Device according to any one of the preceding claims, characterized in that said main housing (1) comprises outer walls provided with a plurality of cooling fins (14).
    [12" id="c-fr-0012]
    12. Motor vehicle comprising a thermal management device according to any one of the preceding claims.
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    FR3070432B1|2019-08-16|COOLING SYSTEM ASSEMBLY FOR A THERMAL MOTOR AND A GEARBOX
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    FR3066151B1|2019-06-14|METHOD FOR CONTROLLING A TEMPERATURE OF GEARBOX OIL BY SQUADING ON A RADIATOR DRIVE
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    EP0850791B1|2001-03-21|Heating system for the passenger compartment of a diesel combustion engine motor vehicle
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    同族专利:
    公开号 | 公开日
    EP3363103A1|2018-08-22|
    KR102026036B1|2019-09-26|
    FR3042658B1|2017-10-27|
    CN108292881B|2020-03-27|
    JP2018537933A|2018-12-20|
    US20180294693A1|2018-10-11|
    CA3001665A1|2017-04-20|
    RU2018117643A3|2019-11-28|
    EP3363103B1|2019-12-04|
    US10511210B2|2019-12-17|
    RU2018117643A|2019-11-18|
    RU2713405C2|2020-02-05|
    JP6551603B2|2019-07-31|
    CN108292881A|2018-07-17|
    MX2018004410A|2018-06-06|
    KR20180057656A|2018-05-30|
    BR112018007586A2|2018-10-23|
    WO2017064390A1|2017-04-20|
    引用文献:
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    JP5505270B2|2010-11-15|2014-05-28|トヨタ自動車株式会社|Vehicle drive device|
    KR101509928B1|2013-09-24|2015-04-07|현대자동차주식회사|Motor apparatus for vehicle and control method of the same|
    CN203645464U|2013-11-29|2014-06-11|华南理工大学|Driving motor of built-in differential mechanism and reducer assemblies used for electric vehicle|
    FR3042658B1|2015-10-15|2017-10-27|Renault Sas|THERMAL MANAGEMENT DEVICE OF AN ELECTRIC MOTOR POWERTRAIN.|MX2016013156A|2014-04-10|2017-02-14|10X Genomics Inc|Fluidic devices, systems, and methods for encapsulating and partitioning reagents, and applications of same.|
    FR3042658B1|2015-10-15|2017-10-27|Renault Sas|THERMAL MANAGEMENT DEVICE OF AN ELECTRIC MOTOR POWERTRAIN.|
    FR3095092B1|2019-04-11|2021-03-12|Renault Sas|Device for cooling and lubricating an electric powertrain of an electric or hybrid motor vehicle|
    CN110071602B|2019-04-25|2020-10-16|陕西法士特齿轮有限责任公司|Integrated electric drive system oil-cooled motor|
    FR3098041B1|2019-06-26|2021-11-05|Valeo Equip Electr Moteur|OIL COOLED ROTATING ELECTRIC MACHINE|
    CN110224535B|2019-07-06|2021-08-06|万秀芬|Composite motor|
    CN111042891B|2019-12-31|2021-08-03|宁波吉利罗佑发动机零部件有限公司|Extended-range lubrication management system, lubrication management method and vehicle|
    CN112211993A|2020-09-15|2021-01-12|华人运通技术有限公司|Cooling control system and method for electric drive bridge|
    CN112421889A|2020-12-11|2021-02-26|合肥巨一动力系统有限公司|Three-in-one oil cold and hot driving structure|
    法律状态:
    2016-10-20| PLFP| Fee payment|Year of fee payment: 2 |
    2017-04-21| PLSC| Publication of the preliminary search report|Effective date: 20170421 |
    2017-10-24| PLFP| Fee payment|Year of fee payment: 3 |
    2018-10-22| PLFP| Fee payment|Year of fee payment: 4 |
    2019-10-28| PLFP| Fee payment|Year of fee payment: 5 |
    2020-10-21| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1559797A|FR3042658B1|2015-10-15|2015-10-15|THERMAL MANAGEMENT DEVICE OF AN ELECTRIC MOTOR POWERTRAIN.|FR1559797A| FR3042658B1|2015-10-15|2015-10-15|THERMAL MANAGEMENT DEVICE OF AN ELECTRIC MOTOR POWERTRAIN.|
    KR1020187010895A| KR102026036B1|2015-10-15|2016-10-03|Devices for Thermal Management of Electrical Power Trains|
    MX2018004410A| MX2018004410A|2015-10-15|2016-10-03|Device for the thermal management of an electric power train.|
    BR112018007586-8A| BR112018007586A2|2015-10-15|2016-10-03|thermal management device of an electric traction group|
    PCT/FR2016/052521| WO2017064390A1|2015-10-15|2016-10-03|Device for the thermal management of an electric power train|
    JP2018517591A| JP6551603B2|2015-10-15|2016-10-03|Thermal management device for electric power train|
    CN201680066752.5A| CN108292881B|2015-10-15|2016-10-03|Device for thermal management of an electric drive train|
    US15/767,412| US10511210B2|2015-10-15|2016-10-03|Device for the thermal management of an electric power train|
    RU2018117643A| RU2713405C2|2015-10-15|2016-10-03|Electric power plant thermal control device|
    EP16790645.2A| EP3363103B1|2015-10-15|2016-10-03|Device for the thermal management of an electric power train|
    CA3001665A| CA3001665A1|2015-10-15|2016-10-03|Device for the thermal management of an electric power train|
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