• 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 cooling circuit (1) comprises a first cooling loop I designed to thermoregulate a first member and at least a second cooling loop II, III designed to thermoregulate a second member; in addition, the cooling circuit (1) comprises a single degassing box (6) fluidly connected to the first loop and the at least one, second cooling loop II, III and an interposed isolation valve (70,700). between the degassing box (6) and the at least one second cooling loop II, III designed to selectively close the flow between the degassing box 6 and the at least one second cooling loop II, III.
    公开号:FR3043719A1
    申请号:FR1560868
    申请日:2015-11-13
    公开日:2017-05-19
    发明作者:Jean-Claude Quevallier；Steeve Lariviere
    申请人:Mecaplast France SAS；
    IPC主号:
    专利说明:

    The present invention relates to a cooling device and a cooling method for motor vehicles.
    New technologies implemented to reduce the consumption and polluting emissions of motor vehicles often require multiple circuits or temperature control loops.
    By thermal regulation loop is meant a circuit in which circulates a heat transfer fluid which regulates the temperature of a mechanical member by conveying the thermal energy produced by the operation of this body.
    For example, on a hybrid type vehicle, it is possible to find two, three or four control loops, each of which is dedicated to the cooling of a particular member that has a specific requirement for thermal management. By way of example, a vehicle of this type may have: a high temperature control loop for regulating the temperature of the heat engine; a low temperature control loop for regulating the temperature of the electronic components of the engine; power of the electric propulsion chain; - a very low temperature control loop for regulating the temperature of the propulsion battery.
    For reasons of compactness and cost limitation, certain equipment, such as the degassing box, may be common to several control loops.
    Degassing is an important function in which air or gas bubbles that are present in the coolant are purged.
    Degassing is an important function because the presence of air bubbles in the coolant has a deleterious effect on the quality of the cooling, and therefore does not allow the engine operation in optimal conditions, which can lead to non-thermal conditions. controlled with consequences in terms of reliability or durability of the organs and nuisance to the environment.
    In practice, it should be noted that the pooling of a degassing box with several cooling loops is not without problems.
    Indeed, the use of a single degassing box for several cooling loops that are at different temperatures, 90/110 ° C for a high temperature loop and 60 ° C and 30 ° C for low loops or very low temperature, has the direct consequence of disrupting the temperature regulation that occurs in the low temperature control loops. In fact, the high temperature control loop will make a continuous supply of liquid at high temperature in the loop (s) of lower temperatures.
    Furthermore, operating at their respective nominal temperatures, the high temperature control loop has a constant need for degassing because the coolant which is in contact with hot spots of the engine - cooling of the cylinder head - can vaporize punctually and therefore generate gas bubbles while the control loops at low or very low temperature have a need for degassing during startup but do not generate gas bubbles during operation. In other words, once the temperature rise up to the nominal operating temperature, a degassing box common to a high temperature cooling loop and to one or more cooling loops at a lower temperature is have a deleterious effect on cooling operation at lower temperature.
    Of course, document FR 2 949 509-A1 discloses degassing loop closure devices which, however, are unsuitable for the management of multiple cooling loops and their problem of degassing.
    In this technical context, an object of the invention is to provide a cooling circuit with several cooling loops pooling the degassing box without compromising the operation of each cooling loop. For this purpose, the invention relates to a cooling circuit for a motor vehicle comprising a first cooling loop designed to thermoregulate a first member and at least a second cooling loop designed to thermoregulate a second member. . According to a general definition of the invention, the cooling circuit comprises a single degassing box fluidically connected to the first loop and to at least one second cooling loop and an isolation valve interposed between the degassing box and the minus a second cooling loop designed to selectively close the flow between the degassing box and at least one second cooling loop.
    The isolation valve may include at least one thermally sensitive bimetallic member adapted to act on a shutter to move the isolation valve from a passing position to a non-conducting position when the cooling fluid passing through the isolation valve reaches a trip temperature.
    The isolation valve can be integrated into a thermostatic housing that regulates the temperature of the at least one second cooling loop.
    According to one possible embodiment, the thermostatic housing comprises a stitch in communication with the degassing box.
    The thermostatic housing may comprise a cavity in which are arranged one or more bimetallic elements, the triggering of which causes a shutter to pass, such as a ball from a position in which the shutter passes the cooling fluid to a position in which the shutter blocks the passage of coolant.
    The trip temperature of the isolation valve may be equal to or greater than the nominal operating temperature of the, at least one, second cooling loop.
    In one possible embodiment, the cooling circuit comprises a first high temperature cooling loop, a second low temperature cooling loop and a third very low temperature cooling loop.
    Each cooling loop may comprise at least one element of the group comprising an exchanger, a radiator, a pump, a thermostatic housing.
    For a good understanding, the invention is described with reference to the appended figures in which: - Figure 1 shows schematically an embodiment of a cooling circuit according to the invention, - Figures 2 and 3 show schematically. the principle of an isolation valve, - Figure 4 shows an embodiment of a thermostatic housing according to the invention. The invention proposes a cooling circuit 1 for a vehicle comprising a plurality of cooling loops. In the example shown in the drawing, the cooling circuit 1 comprises three cooling loops, namely: a high temperature cooling loop I, a low temperature cooling loop II and a very low temperature cooling loop III.
    The high temperature cooling loop I comprises a high temperature exchanger 2 constituted by the engine of the vehicle, a high temperature radiator 3. A pump 4 circulates a glycol type cooling fluid. There is also the presence of a thermostatic control box 5 which controls the circuit of the cooling fluid as a function of temperature.
    A stitching is provided on the thermostatic housing 5 to make a connection with a degassing box 6.
    The low temperature cooling loop II comprises a low temperature exchanger 20 with, for example, the power electronics components (inverter, charger ...) of the electric propulsion chain, a low temperature radiator 30. A pump 40 ensures the circulation of the cooling fluid. The low temperature cooling loop II is also provided with a thermostatic control unit 50 which makes it possible to control the cooling fluid circuit as a function of the temperature.
    A stitching is provided on the thermostatic housing 50 to make a connection with the degassing box 6.
    It is noted the presence of a temperature-controlled isolation valve 70 on the return branch which ensures the return of the cooling fluid downstream of the degassing box 6. The function of this isolation valve 70 will be described in more detail. far.
    The very low temperature cooling loop III comprises a very low temperature exchanger 200 with, for example, the battery of the electric propulsion system and a very low temperature radiator. A pump 400 circulates the cooling fluid. The very low temperature cooling loop III is also provided with a thermostatic control unit 500 which makes it possible to control the cooling fluid circuit as a function of the temperature.
    A tapping is provided on the thermostatic housing very low temperature 500 to make a connection with the degassing box 6.
    Note the presence of an isolation valve 700 on the return branch which ensures the return of the cooling fluid downstream of the degassing box 6. The function of this isolation valve will be described in detail below.
    It can therefore be noted that the cooling device which comprises three cooling loops has a single degassing box 6 which is therefore common to the three degassing loops.
    The operation of the cooling device is as follows.
    When the vehicle is put into operation, the three cooling loops I, II, III come into action to regulate the temperature of each of the organs assigned to them.
    Each of the three cooling loops I, II, III has a need for degassing which is satisfied by the connection of each of the cooling loops to the degassing box 6.
    During the temperature rise to their respective nominal operating temperatures typically 90 ° C-110 ° C for the high temperature loop I, 55 ° C-65 ° C for the loop the low temperature coolant II and 30 ° C -40 ° C for the very low temperature temperature loop III, the cooling fluid of each of the high temperature, low temperature and very low temperature cooling loops is purged of its gas bubbles which contributes to optimal operation of the vehicle.
    When the temperatures of the cooling fluid of the low temperature loop II and of the very low temperature loop III reach their nominal operating values, the temperature-controlled isolation valves 70 and 700 are put in the closed position because the temperature of the triggering of the isolation valve 70 of the low temperature loop II corresponds to the nominal operating temperature of this loop and the triggering temperature of the isolation valve 700 of the very low temperature loop III corresponds to the nominal temperature of operation of this loop.
    Thus, the degassing box 6 which is unique and which is common to the three cooling loops I, II, III is isolated from the low temperature loop II and the very low temperature loop III. In this configuration the degassing box is therefore only in connection with the high temperature cooling loop I. The insulation of the very low temperature loop III with respect to the degassing box 6 is generally done before the isolation of the loop. low temperature It with respect to the degassing box 6 because the cooling fluid in the loop at very low temperature III reaches its nominal operating temperature before the cooling fluid in the low temperature loop II reaches its operating temperature nominal.
    In nominal operation, the low temperature cooling loops II and very low temperature III do not generate any gas bubble in their cooling fluid because, unlike the high temperature cooling loop I, no boiling of the liquid occurs. cooling.
    In one embodiment (not shown), the control of the isolation valves can be done by solenoid valves controlled by temperature probes.
    In another embodiment which is less expensive than the previous one, the control of the isolation valves can be done mechanically by a temperature sensitive element (wax capsule, shape memory material or bimetallic strip).
    In practice, the isolation valve 70, 700 can be incorporated in the thermostatic box 50,500 as shown in FIG.
    The thermostatic housing has, conventionally, an inlet and an outlet for the circulation of the fluid to be regulated.
    In addition and in a manner peculiar to the invention, the thermostatic box 50, 500 is then equipped with a flow and a return 51 from the degassing box 6.
    Control of the return flow of the water box is done by a shutter such as a valve or a ball 52 which rests on one or more bimetallic elements 53 as can be seen in Figure 2. The ball 52 is optionally maintained against the bimetallic member (s) 53 by a spring. The stack of bimetallic elements 53 and possibly the spring are calibrated for tripping at a tripping temperature which corresponds to the nominal temperature of the cooling loop in question. The valve, the bimetallic elements and the eventual return spring are housed in a cavity formed in the thermostatic housing.
    In other words, the isolation valve 50, 500 is conducting when the temperature is below the nominal operating temperature of the coolant and becomes non-conducting when the temperature of the coolant reaches a trigger value corresponding to a temperature determined according to the nominal operating temperature of the low temperature cooling loop II or the very low temperature loop III.
    In the temperature rise phase, as shown in FIG. 2, the isolation valve passes the cooling fluid back from the degassing box 6 which joins the cooling fluid of the low loop II or very low temperature III.
    Indeed, during this phase, the cooling fluid of the low temperature cooling loop II and / or the very low temperature cooling loop III can be loaded with gas bubbles which must be discarded for optimal operation. different parts of the vehicle.
    Given the thermal energy releases by the various components such as inverter, battery etc., the temperature of the coolant has reached its nominal temperature after a variable operating time.
    FIG. 3 thus shows the isolation valve 50 in a configuration in which the valve blocks the return of the degassing box 6.
    With the coolant having reached a nominal operating temperature, the ball 52 is pushed against its seat 54 under the action of the bimetallic elements and blocks the flow coming from the degassing box 6. The cooling fluid is thus used as pilot of the isolation valve.
    The valve is reset when the coolant temperature drops.
    Another advantage of the bimetal element arises from the hysteresis of these elements. Indeed, the hysteresis of the bimetallic elements is, according to the conditions of assembly and pre-charge, about 20 ° C. If the difference between the nominal trip temperatures and the control temperature of the cold coolant is less than 20 ° C, the cold coolant temperature can be used as the reset condition.
    This can be advantageous in the case of devices operating at low temperature (example below 40 ° C) whose operation may be disturbed by the ambient temperature which may be higher. In fact, if the bimetallic elements are no longer irrigated by the "pilot" fluid, an increase in the ambient temperature may prevent the valve from resetting. This may be the case for example if the vehicle is parked in summer in the sun. In addition, the temperature under the hood usually rises up to 80 ° C in current use, in this case during a hot start degassing will not take place, even if the low temperature loop is below its control temperature
    Depending on the vehicle architecture, the low or very low temperature isolation valve can be integrated into the thermostatic housing or can be an independent element that is placed on the cooling loop.
    Of course, the invention is not limited to the embodiments described above by way of non-limiting example but encompasses all the variants of execution. Thus, the triggering of the isolation valve could be achieved by a thermosensitive wax element or shape memory alloy.
    权利要求:
    Claims (8)
    [1" id="c-fr-0001]
    1. Cooling circuit (1) for a motor vehicle comprising a first cooling loop I designed to thermoregulate a first member and at least a second cooling loop II, III designed to thermoregulate a second member characterized in that the cooling circuit (1) comprises a single degassing boot (6) fluidly connected to the first loop and to at least one second cooling loop II, III and an isolation valve (70,700). interposed between the degassing box (6) and at least a second cooling loop II, III designed to selectively close the flow between the degassing box 6 and at least a second cooling loop II, III.
    [2" id="c-fr-0002]
    2. Cooling circuit (1) according to claim 1, characterized in that the isolation valve (70, 700) comprises at least one thermally sensitive bimetallic element designed to act on a shutter to pass the isolation valve (70). , 700) from a passing position to a non-conducting position when the cooling fluid passing through the isolation valve reaches a trip temperature.
    [3" id="c-fr-0003]
    Cooling circuit (1) according to claim 1 or claim 2, characterized in that the isolation valve (70,700) is integrated in a thermostatic housing (50,500) which regulates the temperature of the at least one second cooling loop II, III.
    [4" id="c-fr-0004]
    4. Cooling circuit (1) according to claim 3, characterized in that the thermostatic housing comprises a stitching (51) in communication with the degassing box (5).
    [5" id="c-fr-0005]
    5. Cooling circuit (1) according to claim 4, characterized in that the thermostatic housing (50) comprises a cavity in which are arranged one or more bimetallic elements (53) whose triggering passes a shutter such as a ball (52) a position in which the shutter passes the cooling fluid to a position in which the shutter blocks the passage of the cooling fluid.
    [6" id="c-fr-0006]
    Cooling circuit (1) according to one of claims 3 to 5 in combination with claim 2, characterized in that the tripping temperature of the isolation valve (70, 700) is equal to or greater than the temperature nominal operation of the, at least one, second cooling loop.
    [7" id="c-fr-0007]
    Cooling circuit (1) according to one of claims 1 to 6, characterized in that the cooling circuit (1) comprises a first high temperature cooling loop I, a second low temperature cooling loop II and a third very low temperature cooling loop III.
    [8" id="c-fr-0008]
    8. Cooling circuit (1) according to one of claims 1 to 7, characterized in that each cooling loop I, II, III comprises at least one element of the group comprising an exchanger42, 20, 200), a radiator ( 3, 30, 300), a pump (4,40,400), a thermostatic housing (5,50,500).
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    同族专利:
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    CN108474287B|2020-08-21|
    ES2886481T3|2021-12-20|
    EP3374613A1|2018-09-19|
    US10385760B2|2019-08-20|
    WO2017081407A1|2017-05-18|
    US20190120120A1|2019-04-25|
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    引用文献:
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    DE102011056282A1|2011-12-05|2013-06-06|Still Gmbh|Cooling system for e.g. counterbalance forklift, has throttling device arranged in engine cooling circuit vent line or electronics cooling circuit suction line or electronics cooling circuit vent line for limiting coolant volumetric flow|
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    DE3716555C2|1987-05-18|1989-05-11|Bayerische Motoren Werke Ag, 8000 Muenchen, De|
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    US10035404B2|2012-10-15|2018-07-31|Ford Global Technologies, Llc|Thermostatically-controlled multi-mode coolant loops|
    US10207567B2|2012-10-19|2019-02-19|Ford Global Technologies, Llc|Heater core isolation valve position detection|
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    US10336180B2|2016-06-17|2019-07-02|Ford Global Technologies, Llc|Method and system for a vehicle cooling system|
    KR20180019410A|2016-08-16|2018-02-26|현대자동차주식회사|Engine system having coolant control valve|
    US10222134B2|2016-10-06|2019-03-05|Ford Global Technologies, Llc|Dual loop cooling system energy storage and reuse|EP3781798A4|2018-04-17|2021-09-15|Scania CV AB|A cooling system comprising at least two cooling circuits connected to a common expansion tank|
    DE102018116440A1|2018-07-06|2020-01-09|Volkswagen Aktiengesellschaft|Cooling circuit for a motor vehicle and component of the cooling circuit and a vent valve|
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    法律状态:
    2016-09-22| PLFP| Fee payment|Year of fee payment: 2 |
    2017-05-19| PLSC| Publication of the preliminary search report|Effective date: 20170519 |
    2017-10-06| PLFP| Fee payment|Year of fee payment: 3 |
    2018-05-18| CD| Change of name or company name|Owner name: NOVARES FRANCE, FR Effective date: 20180412 |
    2018-08-30| PLFP| Fee payment|Year of fee payment: 4 |
    2019-10-24| PLFP| Fee payment|Year of fee payment: 5 |
    2020-09-17| PLFP| Fee payment|Year of fee payment: 6 |
    2021-10-29| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1560868|2015-11-13|
    FR1560868A|FR3043719B1|2015-11-13|2015-11-13|COOLING CIRCUIT FOR A MOTOR VEHICLE|FR1560868A| FR3043719B1|2015-11-13|2015-11-13|COOLING CIRCUIT FOR A MOTOR VEHICLE|
    US15/775,989| US10385760B2|2015-11-13|2016-11-09|Cooling circuit for a motor vehicle|
    ES16809971T| ES2886481T3|2015-11-13|2016-11-09|Cooling circuit for a motor vehicle|
    PCT/FR2016/052905| WO2017081407A1|2015-11-13|2016-11-09|Cooling circuit for a motor vehicle|
    EP16809971.1A| EP3374613B1|2015-11-13|2016-11-09|Cooling circuit for a motor vehicle|
    CN201680077855.1A| CN108474287B|2015-11-13|2016-11-09|Cooling circuit for a motor vehicle|
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