US20100218916A1 - Plug-in hybrid electric vehicle secondary cooling system - Google Patents

Plug-in hybrid electric vehicle secondary cooling system Download PDF

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Publication number
US20100218916A1
US20100218916A1 US12/394,689 US39468909A US2010218916A1 US 20100218916 A1 US20100218916 A1 US 20100218916A1 US 39468909 A US39468909 A US 39468909A US 2010218916 A1 US2010218916 A1 US 2010218916A1
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United States
Prior art keywords
coolant
component
heated
radiator
circulation system
Prior art date
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Abandoned
Application number
US12/394,689
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English (en)
Inventor
Kenneth James Miller
Brandon R. Masterson
Daniel Scott Colvin
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.)
Ford Global Technologies LLC
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Ford Global Technologies 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 Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to US12/394,689 priority Critical patent/US20100218916A1/en
Assigned to FORD GLOBAL TECHNOLOGIES, LLC reassignment FORD GLOBAL TECHNOLOGIES, LLC ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: COLVIN, DANIEL SCOTT, MASTERSON, BRANDON R., MILLER, KENNETH JAMES
Priority to DE102010000342A priority patent/DE102010000342A1/de
Priority to JP2010032343A priority patent/JP2010202184A/ja
Priority to CN201010120411A priority patent/CN101817302A/zh
Publication of US20100218916A1 publication Critical patent/US20100218916A1/en
Abandoned legal-status Critical Current

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    • 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
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/165—Controlling of coolant flow the coolant being liquid by thermostatic control characterised by systems with two or more loops
    • 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
    • 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
    • F01P2037/00—Controlling
    • F01P2037/02—Controlling starting
    • 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
    • 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
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/08—Cabin heater
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • Embodiments of the present invention relate to the utilization of heat generated by a first component in a plug-in hybrid electric vehicle to raise the temperature of a second component in a plug-in hybrid electric vehicle.
  • Plug-in hybrid electric vehicles are configured to run for a predetermined distance or period of time primarily using energy stored in the vehicle's rechargeable battery.
  • Plug-in hybrid electric vehicles include an internal combustion engine, an electric motor, and a rechargeable battery.
  • Plug-in hybrid electric vehicles are commonly configured in one of two distinct configurations.
  • the internal combustion engine and the electric motor are each configured to deliver torque to the drive wheels of the vehicle. This is known as a blended or parallel configuration.
  • a second configuration known as a series configuration
  • only the electric motor delivers torque to the drive wheels of the vehicle.
  • the internal combustion engine is used exclusively to recharge the rechargeable battery or to deliver energy to the electric motor.
  • Both types of plug-in hybrid electric vehicles operate during an initial period of time using primarily the energy stored in the rechargeable battery to run the electric motor and deliver torque to the vehicle's drive wheels.
  • the electric motor may lack sufficient power to meet driver demands. For instance, when accelerating on an on ramp to a freeway, the driver may demand more power from the vehicle's propulsion system than can be supplied by the electric motor powered by the battery alone.
  • the internal combustion engine may temporarily turn on to provide either additional torque to the drive wheels or additional power to the electric motor to fulfill the demand for additional power. Once the need for increased power abates, the internal combustion engine will turn off and will remain off until either the next demand for increased power or until the rechargeable battery is drained to the point where continuous operation of the internal combustion engine is needed.
  • the internal combustion engine During battery-only vehicle operations, because the internal combustion engine is operated for only brief, intermittent periods of time, the internal combustion engine remains well below its optimal operating temperature which, depending upon the engine, can vary between 180° and 220° F. or even higher. When an internal combustion engine operates at a temperature below its optimal or desirable operating temperature, the internal combustion engine is less efficient and consumes more fuel. Hence, operation of the internal combustion engine below its optimal operating temperature can have an adverse impact on the plug-in hybrid electric vehicle's fuel economy. Embodiments of the invention disclosed herein address this and other problems.
  • the system comprises a first component having a first coolant circulation system extending therethrough.
  • the first coolant circulation system includes a first radiator.
  • the system further comprises a second component having a second cooling circulation system extending therethrough.
  • the second coolant circulation system is in fluid communication with the first coolant circulation system.
  • the first coolant circulation system is configured to selectively direct heated coolant from the first component to the second component.
  • the first coolant system is further configured to selectively prevent the heated coolant from flowing between the first component and the first radiator.
  • the first coolant system further comprises a first valve that is configured to selectively direct the flow of heated coolant from the first component to one of the second component and the first radiator.
  • the first coolant system is further configured to permit the heated coolant to flow from the first component to the first radiator and to prevent the heated coolant from flowing to the second component when the second component reaches a predetermined temperature.
  • the system comprises an electric component having a first coolant circulation system extending therethrough.
  • the first coolant circulation system includes a first radiator.
  • the system further comprises an internal combustion engine (ICE) having a second coolant circulation system extending therethrough.
  • the second coolant circulation system is in fluid communication with the first coolant circulation system.
  • the first coolant circulation system is configured to selectively direct heated coolant from the electric component to the ICE.
  • the electric component comprises an ISC.
  • the first coolant system is further configured to selectively prevent the heated coolant from flowing between the electric component and the first radiator.
  • the first coolant system further comprises a first valve that is configured to selectively direct the flow of the heated coolant from the electric component to one of the ICE and the first radiator.
  • the second coolant circulation system further comprises a second radiator and a second valve configured to selectively direct the flow of coolant from the internal combustion engine to one of the electric component and the second radiator.
  • the second valve is further configured to direct the flow of coolant from the internal combustion engine to the electric component when the first valve directs the heated coolant from the electric component to the ICE.
  • the second valve is further configured to direct the flow of coolant from the internal combustion engine to the second radiator when the first valve directs the heated coolant from the electric component to the first radiator.
  • the first valve is further configured to direct the heated coolant from the electric component to the ICE when the ICE is not operating. The first valve is further configured to direct the heated coolant from the electric component to the ICE when the ICE is operating.
  • the system comprises an electric component having a first coolant circulation system extending therethrough.
  • the first coolant circulation system includes a first radiator.
  • the system further comprises a heater core having a second coolant circulation system extending therethrough.
  • the second coolant circulation system is in fluid communication with the first coolant circulation system.
  • the first coolant circulation system is configured to selectively direct heated coolant from the first component to the heater core.
  • the electric component comprises an ISC.
  • the first coolant system is further configured to selectively prevent the heated coolant from flowing between the electric component and the first radiator.
  • the system further comprises an internal combustion engine having the second coolant circulation system extending therethrough.
  • the second coolant circulation system further comprises a second radiator.
  • the first coolant system further comprises a first valve that is configured to selectively direct the flow of the heated coolant from the electric component to one of the second coolant circulation system and the first radiator.
  • the second coolant system further comprises a second valve that is configured to selectively direct the flow of coolant from the internal combustion engine to one of the second radiator and the electric component.
  • the heater core is positioned downstream of the internal combustion engine such that when the second valve directs the flow of coolant from the internal combustion engine to the electric component, the coolant passes through the core.
  • the electric component comprises an ISC.
  • FIG. 1A is a schematic view illustrating a system for utilizing heat generated by an inverter system controller (ISC) to warm an engine block of an internal combustion engine (ICE) in a plug-in hybrid electric vehicle;
  • ISC inverter system controller
  • FIG. 1B is a schematic view illustrating the system of FIG. 1A with heated coolant flowing from the ISC to the ICE and then flowing back to the ISC;
  • FIG. 2A is a schematic view illustrating an alternate embodiment of the system of FIG. 1 wherein heated coolant from the ISC is used to heat a heater core;
  • FIG. 2B is a schematic view illustrating the system of FIG. 2A with heated coolant flowing from the ISC to the heater core and then back to the ISC;
  • FIG. 3A is a schematic view illustrating another embodiment of the system of FIGS. 1A and B wherein heated coolant from the ISC heats both the ICE and the heater core;
  • FIG. 3B is a schematic view illustrating the system of FIG. 3A with heated coolant flowing from the ISC through both the ICE and the heater core and then back to the ISC.
  • Plug-in hybrid electric vehicles include one or more electric motors and one or more internal combustion engines.
  • a rechargeable battery supplies electric power to the electric motor.
  • An inverter system controller (ISC) converts direct current from the rechargeable battery to alternating current for use by the electric motor.
  • ISC inverter system controller
  • the temperature of the ISC rises. If not cooled, the ISC will heat to a temperature beyond its optimal operating temperature and may even overheat.
  • the temperature of the internal combustion engine (ICE) will also rise during normal operations and, if not properly cooled, will exceed an optimal operating temperature for the ICE.
  • the ISC has a first coolant circulation system extending through the ISC.
  • a coolant having a temperature lower than that of the ISC enters the ISC, circulates through the ISC causing the fluid to heat up and the ISC to cool down.
  • the heated fluid is then directed to a first radiator where the heated fluid is cooled and re-circulated to the ISC.
  • a second coolant circulation system is used to cool the ICE.
  • a fluid having a temperature less than that of the ICE enters the ICE, circulates therethrough and causes the fluid to heat up and the ICE to cool down.
  • the heated fluid exits the ICE and is directed to a second radiator where the coolant is cooled down and re-circulated back to the ICE.
  • a plug-in hybrid electric vehicle is configured to operate solely on battery power for a predefined distance or period of time.
  • the internal combustion engine is not operated and an electric motor(s) propels the vehicle.
  • the rechargeable battery supplies power to the electric motor for operations.
  • the ICE will briefly turn on and operate to assist the electric motors in propelling the vehicle.
  • the ICE does not have sufficient time to warm to its optimal operating temperature (approximately 200° F.). Accordingly, during such intermittent operations, the ICE operates below its peak efficiency which can cause an elevated rate of fuel consumption.
  • the first coolant circulation system is configured to route the heated coolant from the ISC to the second coolant circulation system where the heated coolant passes through the ICE.
  • the heated coolant is at a temperature higher than the ICE and, as the heated coolant passes through the ICE, the ICE acts as a radiator taking heat out of the fluid. This causes the ICE to heat up.
  • the second coolant circulation system is configured to direct the cooled coolant exiting the ICE back to the first coolant circulation system where it is routed through the ISC and the cycle begins again. In this manner, heat is transferred from the ISC to the ICE which permits the ICE to maintain an elevated temperature above ambient so that the ICE may operate at a higher efficiency level during the brief, intermittent periods of operation.
  • the teachings of the present invention are not limited to using heated coolant from the ISC to heat the ICE. Rather, other heat sources and heat targets may be utilized as well. For instance, in another embodiment, it may be desirable to route the heated coolant from the ISC through a vehicle's heater core which is used to supply heat to a vehicle's heating and ventilation system. In this manner, the heater core, which typically relies on heated coolant routed from the ICE, may use heated coolant from the ISC to supply heat to the vehicle's HVAC system during electric only operations of the plug-in hybrid electric vehicle. In other embodiments, the heated coolant from the ISC may be routed to pass through both the ICE and the heater core.
  • one or more of the electric motors may supply the heated coolant instead of the ISC.
  • System 10 for utilizing the heat generated by a component of a plug-in hybrid electric vehicle is schematically represented.
  • System 10 may be employed in any plug-in hybrid electric vehicle including those configured to operate in both a blended and a series manner.
  • System 10 includes a first component 12 which generates heat during operations.
  • first component 12 is depicted as an ISC. It should be understood, however, that any heat generating component may serve as first component 12 of system 10 .
  • a first coolant circulation system 14 circulates a coolant through first component 12 .
  • First coolant circulation system 14 includes a first radiator 16 , conduits 18 and 20 , first radiator 16 , conduits 22 and 24 , ISC 12 , and a coolant pathway internal to ISC 12 (not shown).
  • First coolant circulation system 14 also includes a first valve 26 which is configured to route heated coolant exiting from conduit 24 towards one of two distinct paths. As illustrated in FIG. 1A , first valve 26 is positioned to direct heated coolant from conduit 24 to conduit 18 .
  • System 10 further includes a second component 28 .
  • second component 28 is an ICE. It should be understood that second component 28 may be any other component of the plug-in hybrid electric vehicle utilizing system 10 which it would be desirable to heat.
  • a second coolant circulation system 30 is configured to cool second component 28 during operations of second component 28 .
  • Second coolant circulation system 30 comprises a second radiator 32 configured to cool heated coolant as the heated coolant passes through second radiator 32 .
  • Second coolant circulation system 30 also includes conduits 34 and 36 .
  • Second coolant circulation system 30 also includes conduits 38 and 40 .
  • Second coolant circulation system 30 also includes a pathway (not shown) through second component 28 configured to carry coolant throughout second component 28 for the purpose of cooling component 28 .
  • second coolant circulation system 30 further comprises a second valve 42 configured to direct heated coolant from conduit 40 towards one of two distinct paths.
  • second valve 42 is positioned to direct heated coolant to conduit 34 towards second radiator 32 .
  • First coolant circulation system 14 and second coolant circulation system 30 are linked in fluid communication with one another through linking conduit 44 and linking conduit 46 .
  • Linking conduit 44 is connected to first valve 26 and linking conduit 46 is connected to second valve 42 .
  • first valve 26 When first valve 26 is moved from the position illustrated in FIG. 1A to a linking position, first valve 26 will link conduit 24 with linking conduit 44 and thus allow heated coolant from first component 12 to flow along linking conduit 44 into conduit 38 and from there to second component 28 .
  • second valve 42 is moved from the position illustrated in FIG. 1A , to a linking position connecting conduit 40 with linking conduit 46 , cooled coolant exiting second component 28 may be directed along linking conduit 46 to conduit 22 and on to first component 12 where the coolant is heated.
  • first and second valve 26 , 42 moved into the linking position.
  • first and second valve 26 , 42 in the linking position, a third coolant circulation system 48 is formed.
  • coolant enters first component 12 where it is heated and then exits along conduit 24 , passes through first valve 26 where the heated coolant is directed along linking conduit 44 into conduit 38 and then into second component 28 .
  • the coolant cools down as it delivers heat to second component 28 .
  • second component 28 serves as a radiator to cool the coolant passing through first component 12 .
  • first and second radiators 16 , 32 are bypassed.
  • First and second valves 26 , 42 may be connected to a controller (not shown) which can selectively move first and second valve 26 , 42 from their respective independent operation positions to their respective linking positions.
  • the controller may be a microprocessor, computer or mechanical device or any other mechanism suitable for controlling the positions of first and second valve 26 , 42 and the timing of their respective movement between the independent and linked position.
  • the controller may be configured to control first and second valves 26 , 42 based on the temperature of ICE 28 , or based on whether ICE 28 is on or off, or based on any other desirable triggering criterion. In other embodiments, additional valves may be utilized to control the path of coolant flow.
  • the controller controlling the positioning of first and second valve 26 , 42 may be configured to move first and second valves 26 and 42 to the linked position while the plug-in hybrid electric vehicle is operating in an electric only mode wherein the internal combustion engine is not operated.
  • the internal combustion engine Once the internal combustion engine begins to operate, it will quickly reach a temperature wherein it can no longer serve as a radiator for cooling the coolant flowing through ISC 12 .
  • internal combustion engines In normal conventional operations, internal combustion engines are operated between approximately 180° and approximately 220° F. while conventional ISC's operate at a maximum temperature of roughly 160° F. Therefore, once the ICE kicks on at the conclusion of electric-only operations and stays on, the controller will move first and second valves 26 , 42 from their respective linked positions to their independent operation positions which closes off ISC 12 from ICE 28 and permits independent operation of the first and second coolant circulation systems 14 , 30 .
  • ICE 28 may heat slowly and may, for some period of time, continue to serve effectively as a radiator for ISC 12 . In such embodiments, the controller may not move first and second valves 26 , 42 to their respective independent positions until ICE 28 reaches a predetermined temperature.
  • FIG. 2A an alternate embodiment of system 10 , here system 10 ′ for utilizing heat generated by a component of a plug-in hybrid electric vehicle is illustrated.
  • a third component 50 here illustrated as a heat core, serves as a radiator to cool the heated coolant exiting ISC 12 .
  • first valve 26 is illustrated in the independent position wherein first coolant circulation system 14 cools ISC 12 .
  • System 10 ′ does not include a second valve 42 or a second coolant circulation system 30 .
  • first valve 26 moved to the linking position to direct coolant from ISC 12 to heater core 50 .
  • ISC 12 may be the sole source of heat for heater core 50 and the controller controlling first valve 26 may maintain first valve 26 in the linked position until such time as the temperature of heater core 50 rises to a level where it can no longer effectively serve as a radiator for ISC 12 . In such event, the controller would move first valve 26 to the independent position wherein the coolant passing through ISC 12 would be cooled by first radiator 16 . When the temperature of heater core 50 falls below a predetermined temperature, the controller may return first valve 26 to the linked position to allow coolant to flow from ISC 12 to heater core 50 .
  • first coolant circulation system 14 is the same as that illustrated in FIG. 1A for system 10 .
  • second coolant circulation system 30 circulates coolant through ICE 28 and heater core 50 . Coolant enters ICE 28 from conduit 38 , passes through ICE 28 , cooling ICE 28 in the process and exits ICE 28 through conduit 40 where it is directed into heater core 50 . The heated coolant entering heater core 50 warms heater core 50 as it passes through heater core 50 , then exits heater core 50 and travels along conduit 41 to second valve 42 . With second valve 42 in the independent position, the heated coolant is directed to conduit 34 and then into second radiator 32 where it is cooled and then passes into conduit 36 and then directed into conduit 38 where it enters ICE 28 to begin another heating and cooling cycle.
  • first coolant circulation system 14 and second coolant circulation 28 may occur subsequent to an electric only operation of the plug-in hybrid electric vehicle when the internal combustion engine is operated to aid electric motors in propelling the vehicle.
  • system 10 ′ Prior to operation of the internal combustion engine, system 10 ′ operates in the manner depicted in FIG. 3B .
  • a controller (not shown) moves first and second valves 26 , 42 to their respective linked position effectively bypassing first and second radiators 16 and 32 .
  • coolant enters ISC 12 and circulates therethrough, cooling ISC 12 as it is heated.
  • the coolant exits ISC 12 and enters conduit 24 where it is directed to first valve 26 .
  • First valve 26 illustrated in the linked position, directs the coolant along linking conduit 44 to conduit 38 where it is directed into ICE 28 .
  • the heated coolant passes through ICE 28 , warming ICE 28 as it passes through and then exits ICE 28 in conduit 40 where it is directed into heater core 50 where the coolant is further cooled, heating heater core 50 in the process.
  • the cooled coolant leaves heater core 50 along conduit 41 and enters second valve 42 which, when in the linked position, directs the coolant into linking conduit 46 where it is directed to conduit 22 and on into ISC 12 where a new heating and cooling cycle begins.
  • the system 10 ′′ illustrated in FIG. 3B may be utilized during electric-only operations of the plug-in hybrid electric vehicle when ICE 28 is not operated for any substantial length of time.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
US12/394,689 2009-02-27 2009-02-27 Plug-in hybrid electric vehicle secondary cooling system Abandoned US20100218916A1 (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
US12/394,689 US20100218916A1 (en) 2009-02-27 2009-02-27 Plug-in hybrid electric vehicle secondary cooling system
DE102010000342A DE102010000342A1 (de) 2009-02-27 2010-02-08 Vorrichtung zur Nutzung der von einer Komponente eines Plug-In-Hybridelektrofahrzeuges erzeugten Wärme
JP2010032343A JP2010202184A (ja) 2009-02-27 2010-02-17 プラグインハイブリッド車両の２次冷却システム
CN201010120411A CN101817302A (zh) 2009-02-27 2010-02-21 插电式混合动力电动车辆的热量利用***

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Application Number Priority Date Filing Date Title
US12/394,689 US20100218916A1 (en) 2009-02-27 2009-02-27 Plug-in hybrid electric vehicle secondary cooling system

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US20100218916A1 true US20100218916A1 (en) 2010-09-02

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US12/394,689 Abandoned US20100218916A1 (en) 2009-02-27 2009-02-27 Plug-in hybrid electric vehicle secondary cooling system

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US (1) US20100218916A1 (de)
JP (1) JP2010202184A (de)
CN (1) CN101817302A (de)
DE (1) DE102010000342A1 (de)

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GB2552199A (en) * 2016-07-13 2018-01-17 Arrival Ltd Thermal management in a vehicle
US9927776B2 (en) 2014-05-28 2018-03-27 Ford Global Technologies, Llc Intentionally increasing a non-torque output of an electric machine in an electric vehicle
US10396631B2 (en) 2017-10-31 2019-08-27 Nio Usa, Inc. Dual inverter and electric motor split-flow cooling system
US11338665B1 (en) 2021-03-26 2022-05-24 Ford Global Technologies, Llc Electrified vehicle thermal management system and thermal management method
US11413951B2 (en) * 2019-06-05 2022-08-16 Ford Global Technologies, Llc Method for detecting heater core isolation valve status

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FR2995012B1 (fr) * 2012-09-06 2014-09-12 Peugeot Citroen Automobiles Sa Dispositif de thermomanagement d'un groupe motopropulseur d'un vehicule automobile hybride hydraulique
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KR101551097B1 (ko) * 2014-06-11 2015-09-08 현대자동차주식회사 하이브리드 차량의 난방 시스템
DE102014220103A1 (de) * 2014-10-02 2016-04-07 Robert Bosch Gmbh Bedarfsgerechtes Kühlen eines Stromrichters eines Kraftfahrzeugs
KR101592789B1 (ko) * 2014-11-26 2016-02-05 현대자동차주식회사 Hev차량의 냉각시스템 및 그 제어방법
CN105774528B (zh) * 2014-12-19 2018-12-11 北京宝沃汽车有限公司 混合动力车辆的冷却装置及其控制方法和***
KR101936474B1 (ko) 2016-11-14 2019-01-08 현대자동차주식회사 엔진 냉각수 예열 방식 이원 냉각시스템과 제어 방법 및 환경차량
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