GB2500205A - Integrated cooling circuit in a hybrid vehicle powertrain - Google Patents

Integrated cooling circuit in a hybrid vehicle powertrain Download PDF

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Publication number
GB2500205A
GB2500205A GB1204366.7A GB201204366A GB2500205A GB 2500205 A GB2500205 A GB 2500205A GB 201204366 A GB201204366 A GB 201204366A GB 2500205 A GB2500205 A GB 2500205A
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GB
United Kingdom
Prior art keywords
cooling
duct
radiator
cooling circuit
motor generator
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.)
Granted
Application number
GB1204366.7A
Other versions
GB201204366D0 (en
GB2500205B (en
Inventor
Gianmarco Brunetti
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.)
GM Global Technology Operations LLC
Original Assignee
GM Global Technology Operations LLC
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 GM Global Technology Operations LLC filed Critical GM Global Technology Operations LLC
Priority to GB1204366.7A priority Critical patent/GB2500205B/en
Publication of GB201204366D0 publication Critical patent/GB201204366D0/en
Publication of GB2500205A publication Critical patent/GB2500205A/en
Application granted granted Critical
Publication of GB2500205B publication Critical patent/GB2500205B/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • 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
    • 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
    • F01P3/00—Liquid cooling
    • F01P3/20—Cooling circuits not specific to a single part of engine or machine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • 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

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

A hybrid vehicle powertrain comprises an internal combustion engine 110 and a liquid cooled motor generator 16, e.g. a belt alternator starter, each of which share an integrated cooling circuit 1 having a radiator 15, an exhaust gas recirculation cooler 310, a heating duct 40 and a cooling duct 41. The cooling duct 41 conveys cooling fluid from the radiator 15 to the exhaust gas recirculation cooler 310 while the heating duct 40 branches from an outlet point A of the engine 11 to an inlet point B of the cooling duct 41. Motor generator 16 is directly connected to an outlet 75 of the radiator 15 and is connected to the cooling duct 41 which also has an electric pump 14 that creates flow when pump 13 is off. A temperature controllable 4-way valve 320 is at the branching point B which has a by-pass duct for by-passing the exhaust gas recirculation cooler 310. The engine 110 is connected to the radiator via duct 30, a surge tank 11 and a thermostat 12.

Description

1
5 INTEGRATED COOLING CIRCUIT IN A HYBRID POWERTRAIN
* * *
Technical Field
The present invention relates to a cooling circuit for both an internal combustion engine and an electric motor-generator in a hybrid powertrain.
10 Background
An internal combustion engine (ICE), such as a modern multi-valve, high compression engine, can create NOx (Nitrogen Oxides) during the high temperature combustion process. In order to prevent the formation of NOx the internal combustion engine is provided with Exhaust Gas Recirculation (EGR) system. Usually, an engine recirculates 15 exhaust gas by piping it from the exhaust manifold to the intake manifold and a control valve within the circuit regulates and times the gas flow.
The EGR system is provided also with an EGR cooler used for cooling the exhaust gases and with an EGR cooler bypass to avoid overcooling.
20
A hybrid powertrain requires separate cooling circuits for both the engine and the electric motor. This means that the Motor Generator Unit (MGU), i.e. the unit including an electric motor/generator and its electronics, and the internal combustion engine require separate cooling circuits, due to a different operating temperature for the MGU and the 25 ICE.
Consequently, a cooling system for a hybrid powertrain has a high number of components, thus involving an increase in terms of system complexity, space required to house all the components of separate cooling circuits, weight and costs.
30
Moreover various EGR systems are affected by the so called fouling effect, that consists in ash deposits forming an insulating layer on the gas path of the EGR cooler in case of overcooling. Said fouling or insulating layer decreases the thermal efficiency and
2
increases the pressure drop in the EGR cooler with consequent reduction in efficiency of the engine and higher NOx emissions.
An object of an embodiment of the present invention is to solve the above mentioned 5 problems and to provide a cooling circuit for a hybrid powertrain having a reduced system complexity.
Another object of an embodiment of the present invention is to prevent the EGR cooler components being subjected to fouling effect.
10
Another object of an embodiment of the present invention is to provide a cooling circuit for a hybrid powertrain which reduces the cost of hybridization.
Another object of an embodiment of the present invention is to provide a cooling circuit 15 for a hybrid powertrain which allows to reduce the packaging and the number of the components.
A further object of an embodiment of the present invention is to provide a less costly cooling circuit for a hybrid powertrain with better function and durability.
20 Summary
These objects are achieved by means of an embodiment of the present invention, which relates to a cooling circuit for a hybrid powertrain, the hybrid powertrain having an internal combustion engine and a liquid cooled motor generator, the cooling circuit being configured for cooling both the internal combustion engine and the liquid cooled motor 25 generator, the cooling circuit comprising a radiator, an exhaust gas recirculation cooler, a cooling duct connected to the exhaust gas recirculation cooler for conveying cooling fluid from the radiator thereto and a heating duct, the heating duct branching from a first branching point adjacent to a cooling fluid port of the combustion engine to a second branching point of the cooling duct.
30
A single cooling circuit allows to avoid the use of a dedicated cooling circuit (pump, radiator, expansion tank and tubes) for the electric motor and its electronics.
The cooling duct is connected to the liquid cooled motor generator in order to receive the
3
cooled fluid directly from the radiator at a low temperature. Indeed, the cooling fluid at the outlet of the radiator would be at a low temperature (below 70°C) so as to fulfill the temperature requirements specification of the electric motor. Such low temperature of the cooling fluid at the outlet of the radiator is sufficient for the electric motor cooling 5 requirements but not for the EGR cooler, for which a cooling fluid temperature above 70°C would be better to reduce or prevent the fouling effect on its components.
A temperature controllable valve is provided at the second branching point, where the heating duct brings cooling fluid at high temperature from the engine in order to mix it 10 with cooling fluid at lower temperature coming from the output of the liquid cooled motor generator.
In this perspective, the heating duct connecting an outlet point of the combustion engine to an inlet point of the cooling duct provides a path for the high temperature cooling fluid 15 (at about 90 °C) coming from the internal combustion engine to reach the temperature controllable valve. Mixing of cooling fluid at high temperature (above 70 °C) with cooling fluid at low temperature (below 70°C) coming from the liquid cooled motor generator allows to properly adjust the cooling temperature of the EGR in order to prevent fouling on its components.
20
The cooling circuit according to an embodiment of the present invention further comprises a by-bass duct which branches from the second branching point for bypassing the EGR cooler. When cooling of the EGR is not required, as for example at the warm-up pf the ICE, this component can be temporarily excluded from the circulation of 25 the cooling fluid.
According to another embodiment of the invention, the temperature controllable valve is a 4-way valve. This allows to control the flows at different temperatures of the cooling fluid at the second branching point only, thus simplifying the architecture of the circuit 30 and its operation.
Moreover, an embodiment of the cooling circuit has an inlet of the liquid cooled motor generator which is directly connected to an outlet of the radiator. This allows to cool down efficiently the liquid cooled motor generator by the cooling fluid at very low
4
temperature (about 50 °C) coming directly from the radiator.
According to a further aspect of an embodiment of the present invention, the internal combustion engine is a diesel engine and the liquid cooled motor generator is a Belt 5 Alternator Starter (BAS).
Brief Description of the Drawings
Further advantages and features of an embodiment of the present invention will be more apparent from the description below, provided with reference to the accompanying 10 drawings, purely by way of a non-limiting example, wherein:
- Figure 1 is a simplified scheme of a cooling system for of a hybrid powertrain according to an embodiment of the present invention.
Detailed Description
15 Figure 1 shows a simplified scheme of a cooling system 1 for at least one exemplary embodiment of a hybrid powertrain having at least one liquid cooled motor generator unit 16 and an internal combustion engine (ICE) 110 with an exhaust gas recirculation (EGR) system. The EGR system includes an EGR cooler 310 to reduce the temperature of the exhaust gases in the EGR system.
20
In hybrid powertrains the liquid cooled motor generator 16 and its electronics, e.g. a Belt Alternator Starter, requires a specific cooling circuit due to the fact that the working temperatures at which they operate are different with respect to the internal combustion engine 110, thus involving the use of separate radiators.
25
As a matter of fact, the cooling system designed to cool down the liquid cooled motor generator 16 and its electronics must ensure a temperature below 70°C, preferably between 50° C and 70° C, in order to fulfill the specification requirements of the electric motor. This means that hybrid architectures require two separate circuits: a high 30 temperature cooling circuit (about 90° C) for the engine 110 and a low temperature cooling circuit (50°C - 70°C ) for the liquid cooled motor generator unit 16.
In the embodiments according to the invention, a less complexity of a hybrid powertrain is achieved by integrating the cooling circuit for the liquid cooled motor generator 16 with
5
the cooling circuit of the internal combustion engine 110, thus creating a single circuit for cooling both the internal combustion engine 110 and the liquid cooled motor generator 16.
5 In particular the cooling circuit for both the internal combustion 110 engine and the liquid cooled motor generator 16 includes a radiator 15, an exhaust gas recirculation cooler 310, a cooling duct 41 connected to the exhaust gas recirculation cooler 310 and a heating duct 40. The cooling duct 41 conveys cooling fluid from the radiator 15 to the exhaust gas recirculation cooler 310 while the heating duct 40 branches from an outlet 10 point A of the combustion engine 110 to an inlet point B of the cooling duct 41.
The internal combustion engine 110 is connected to the inlet of the radiator 15 through a high temperature (about 90°C) duct 20, while the outlet of the radiator 15 is connected to a surge tank 11 through a low temperature (50°C - 70°C) duct 30, indicated in dashed 15 lines. A thermostat 12 is positioned on a duct 50 connecting the surge tank 11 and the internal combustion engine 110.
The inlet 76 of the liquid cooled motor generator 16 is connected to the low temperature duct 30 branching the surge tank 11 and the outlet 75 of the radiator 15. The outlet of 20 the liquid cooled motor generator 16 is connected to the EGR cooler 310 and the cooler bypass 310a by means of the cooling duct 41.
The heating duct 40 provides a path for the high temperature cooling fluid coming from a branching point A adjacent to a cooling fluid port of the internal combustion engine 110 25 to reach the branching point B on the cooling duct 41, where a temperature controllable valve 320 is positioned, thus creating a source of cooling fluid at high temperature to be mixed with the cooling fluid at low temperature (below 70°C) coming from the radiator 15. The mixed cooling fluid, that would be then at temperature above 70°C, is then conveyed to the EGR cooler 310 when needed. As a matter of fact, the temperature 30 controllable valve 320, adjusted by means of a temperature controller 330, is placed on the cooling duct 41 in order to control the temperature of the mixed cooling fluid fed to the EGR cooler 310, the mixed cooling fluid being the mixture of the two incoming flows at different temperature (the high temperature fluid coming from the internal combustion engine 110 and the low temperature fluid coming from the front radiator 15).
6
By controlling the fluid temperature at the inlet of the EGR cooler 310 the fouling effect of the EGR cooler components can be prevented.
5 An electric pump 14 follows the EGR cooler 310 on the cooling duct 41, in order to create a fluid flow when the pump 13 of the internal combustion engine is off, as for example during warm-up of the engine.
The front radiator 15 has a heat rejection potential which is grater than that necessary to cool the ICE only. The exceeding heat rejection is used to enhance the temperature difference within the radiator from about 90° C to less than 70° C, thus increasing the efficiency and guaranteeing low temperatures (50°C - 70°C) at the radiator outlet. A low temperature fluid at its outlet is very convenient since the electric motor generator 16 and its electronics can be positioned directly in the cooling loop at low temperature.
The adoption of a heating duct 40 connecting an outlet point A adjacent to a cooling fluid port of the internal combustion engine 110 to an inlet point B, where a temperature controllable valve 320 is positioned, of the cooling duct 41 has several advantages: - easier architecture for a permanent low temperature EGR since no additional EGR cooler and dedicated radiator are needed;
control of the cooling fluid temperature at the inlet of the EGR cooler, thus preventing the components being subjected to fouling;
reduction of the engine NOx emission.
25 The single cooling circuit as disclosed above allows to avoid the use of a dedicated cooling circuit (pump, radiator, expansion tank and tubes) for the electric motor unit and electronics, avoiding at the same time fouling effects on the EGR cooler, thus lowering the costs of hybridization, enhancing the packaging and the number of components.
30 While at least one exemplary embodiment has been presented in the foregoing summary and detailed description, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration in any way. Rather, the foregoing summary and detailed description will
15
7
provide those skilled in the art with a convenient road map for implementing at least one exemplary embodiment, it being understood that various changes may be made in the function and arrangement of elements described in an exemplary embodiment without departing from the scope as set forth in the appended claims and their legal equivalents.
8
List of references into the drawings
11 surge tank
12 thermostat 14 electric pump
5 15 radiator
16 liquid cooled motor generator
20 high temperature duct
30 low temperature duct
40 heating duct
10 41 cooling duct
50 duct
75 outlet of the radiator
76 inlet of the liquid cooled motor generator 110 internal combustion engine
15 310 EGR cooler
310a cooler by-pass
320 temperature controllable valve
330 temperature controller
20
8

Claims (9)

1. A cooling circuit (1) for a hybrid powertrain, said hybrid powertrain having an internal combustion engine (110) and a liquid cooled motor generator (16), the cooling circuit (1) being configured for cooling both the internal combustion engine
5 (110) and the liquid cooled motor generator (16), the cooling circuit comprising a radiator (15), an exhaust gas recirculation cooler (310), a cooling duct (41) connected to the exhaust gas recirculation cooler (310) for conveying cooling fluid from the radiator (15) thereto and a heating duct (40), the heating duct (40) branching from a first branching point (A) adjacent to a cooling fluid port of the
10 combustion engine (110) to a second branching point (B) of the cooling duct (41).
2. The cooling circuit according to claim 1, wherein the cooling duct (41) is connected to the liquid cooled motor generator (16).
15
3. The cooling circuit according to claim 1 or 2, wherein there is a temperature controllable valve (320) at the second branching point (B).
4. The cooling circuit according to any of the preceding claims, further comprising a by-bass duct (310a) for by-passing the exhaust gas recirculation cooler (310)
20 which branches from the second branching point (B).
5. The cooling circuit according to claim 3, wherein said temperature controllable valve (320) is a 4-way valve.
25
6. The cooling circuit according to any of the preceding claims, wherein an inlet (76) of the liquid cooled motor generator (16) is directly connected to an outlet (75) of the radiator.
7. A vehicle comprising a cooling circuit according to any of the preceding claims.
30
8. The vehicle according to claim 7, wherein said internal combustion engine (110) is a diesel engine.
9. The vehicle according to claim 7 or 8, wherein said liquid cooled motor generator
9
unit (16) is a Belt Alternator Starter (BAS).
10
GB1204366.7A 2012-03-12 2012-03-12 Integrated cooling circuit in a hybrid powertrain Expired - Fee Related GB2500205B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
GB1204366.7A GB2500205B (en) 2012-03-12 2012-03-12 Integrated cooling circuit in a hybrid powertrain

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB1204366.7A GB2500205B (en) 2012-03-12 2012-03-12 Integrated cooling circuit in a hybrid powertrain

Publications (3)

Publication Number Publication Date
GB201204366D0 GB201204366D0 (en) 2012-04-25
GB2500205A true GB2500205A (en) 2013-09-18
GB2500205B GB2500205B (en) 2018-07-11

Family

ID=46026421

Family Applications (1)

Application Number Title Priority Date Filing Date
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Country Status (1)

Country Link
GB (1) GB2500205B (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3214285A1 (en) 2016-03-02 2017-09-06 Audi AG Method for operating a motor vehicle

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2011098628A (en) * 2009-11-05 2011-05-19 Toyota Motor Corp Cooling system of hybrid vehicle
US20110132291A1 (en) * 2009-12-04 2011-06-09 Ford Global Technologies, Llc Auxiliary pump scheme for a cooling system in a hybrid-electric vehicle

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2011098628A (en) * 2009-11-05 2011-05-19 Toyota Motor Corp Cooling system of hybrid vehicle
US20110132291A1 (en) * 2009-12-04 2011-06-09 Ford Global Technologies, Llc Auxiliary pump scheme for a cooling system in a hybrid-electric vehicle

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3214285A1 (en) 2016-03-02 2017-09-06 Audi AG Method for operating a motor vehicle
DE102016002518A1 (en) 2016-03-02 2017-09-07 Audi Ag Method for operating a motor vehicle
US10184385B2 (en) 2016-03-02 2019-01-22 Audi Ag Method and system for operating a motor vehicle

Also Published As

Publication number Publication date
GB201204366D0 (en) 2012-04-25
GB2500205B (en) 2018-07-11

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PCNP Patent ceased through non-payment of renewal fee

Effective date: 20181011