Abstract:
The invention relates to a cooler arrangement for a drive train ( 21 ) in a motor vehicle ( 23 ). Said cooler arrangement comprises a first coolant circuit ( 3 ) with a first coolant cooler ( 7 ) as well as a second coolant circuit ( 5 ) with a second coolant cooler ( 9 ). The invention is characterized in that there is a connection between the first coolant circuit ( 3 ) and the second coolant circuit ( 5 ).

Description:
BACKGROUND OF THE INVENTION 
     The invention relates to a cooler arrangement for a drivetrain of a motor vehicle, having a first coolant circuit with a first coolant cooler, and having a second coolant circuit with a second coolant cooler. 
     Cooler arrangements for a drivetrain of a motor vehicle are known. Such cooler arrangements are used in particular for motor vehicles with various units whose operating temperatures differ. In hybrid vehicles, it is for example possible for the internal combustion engine and the electric motor to be assigned in each case to one of the coolant circuits. 
     It is an object of the invention to optimize the cooling of the drivetrain of a motor vehicle. 
     SUMMARY OF THE INVENTION 
     The object is achieved in a cooler arrangement for a drivetrain of a motor vehicle, having a first coolant circuit with a first coolant cooler, and having a second coolant circuit with a second coolant cooler, in that a connection is provided between the first coolant circuit and the second coolant circuit. It is advantageously possible for heat to be exchanged between the coolant circuits via the connection. This may advantageously take place as a function of the operating state of the associated motor vehicle. In a hybrid vehicle, for example, a conventional internal combustion engine and an electric motor are combined in order to provide the propulsion of the motor vehicle. In order to maintain the admissible operating temperatures, it is necessary for heat to be dissipated from both the engine and the motor and from the associated auxiliary units such as, inter alia, a transmission, power electronics and a battery. Under some circumstances, the internal combustion engine and the electric components operate at different temperature levels which may be regulated by means of the first coolant circuit and the second coolant circuit. The first coolant circuit and the second coolant circuit may be operated substantially separately from one another and consequently provide the different temperature levels. It is advantageously possible, however, for heat to be exchanged between the first and second coolant circuits via the connection in order to provide heat for components such that said components attain favorable operating temperatures more quickly, that is to say operate with optimum efficiency more quickly, and consequently contribute to a fuel saving in the motor vehicle. In particular, for thermal management during the start-up of a cold motor vehicle when the units are cold, the connection may advantageously be used to enable an exchange across the circuit boundaries of the first coolant circuit and of the second coolant circuit. This may take place in particular directly after the commencement of driving, that is to say when the engine and motor and the circuits are cold. It is advantageously possible, for example, for the waste heat from one of the two coolant circuits, which reaches a relatively high temperature level more quickly, to be supplied to the respective other coolant circuit via the connection. It is thus possible for said waste heat not to be dissipated to the environment but rather to be transferred to the respective other coolant circuit via the connection. 
     This may advantageously take place if the internal combustion engine is first set in operation at a relatively late time, that is to say if the cold motor vehicle initially starts with drive provided by the electric motor. In this case, the internal combustion engine may be pre-heated by means of the waste heat of the electric motor and of the associated auxiliary units, as a result of which the friction losses are reduced and better emissions values are also obtained. In a further operating state of the internal combustion engine, it is also conceivable to heat the transmission of the drivetrain, which transmission likewise generates relatively high friction losses, which reduce the efficiency of the drivetrain, in the cold state. The transmission is conventionally assigned to the relatively cool coolant circuit, and thus acts as a heat source in said circuit. By means of the connection, however, it is possible for the relatively high temperature level of the coolant circuit assigned to the internal combustion engine to be utilized for pre-heating the transmission. This is conceivable in particular if the motor vehicle is initially and/or predominantly operated using the internal combustion engine, that is to say if said internal combustion engine reaches its optimum operating temperature more quickly than the transmission, such that a transfer of heat via the connection to the transmission is expediently possible. 
     One preferred exemplary embodiment of the cooler arrangement is characterized in that the cooler arrangement has a valve arrangement which controls the connection. The two coolant circuits may be coupled to one another by means of the connection and the valve arrangement so as to enable an exchange of coolant and therefore of heat. The valve arrangement can control the correspondingly required coolant flows for this purpose, that is to say shut off or enable or control and/or throttle said flows. It is therefore possible, when the internal combustion engine is cold and at a standstill, for coolant to be conducted from the coolant circuit with the relatively low temperature level, for example from the second coolant circuit, through the cold internal combustion engine which therefore acts as a heat sink. The engine is heated without running, such that when the internal combustion engine is actually started, the friction and therefore fuel consumption have already been reduced. The heat generated in the second coolant circuit is thus retained within the overall cooling system and is not dissipated to the environment. When the coolant temperature at the outlet of the internal combustion engine is higher than the temperature upstream of a transmission oil cooler of the second coolant circuit, the valve arrangement may advantageously be switched such that heated coolant from the internal combustion engine can be supplied via the connection to the transmission oil cooler of the second coolant circuit. The friction in the transmission can thereby advantageously be reduced more quickly. 
     A further preferred exemplary embodiment of the cooler arrangement is characterized in that the first coolant circuit is assigned to an internal combustion engine of the drivetrain, and the second coolant circuit is assigned to a unit arrangement, which interacts with the internal combustion engine, of the drivetrain. It is thus possible for the internal combustion engine to be operated at a different temperature level from the rest of the unit arrangement. 
     A further preferred exemplary embodiment of the cooler arrangement is characterized in that the unit arrangement has an electric motor which interacts with the internal combustion engine, power electronics which control the electric motor, and/or a transmission which interacts with the electric motor and/or with the internal combustion engine. The cooler arrangement may thus be used advantageously for a wide variety of embodiments of hybrid drives, in particular series hybrids, parallel hybrids and/or mixed hybrids. It is possible in particular for the internal combustion engine to be operated at a relatively high temperature level by means of the first coolant circuit and for the rest of the hybrid components to be operated at a comparatively low temperature level by means of the second coolant circuit. 
     A further preferred exemplary embodiment of the cooler arrangement is characterized in that the connection has a first connecting line which is connected between the first and second coolant circuits downstream of the unit arrangement and upstream of the internal combustion engine. It is thus possible, via the first connecting line, for coolant of the second coolant circuit to be supplied, proceeding from the unit arrangement, to the internal combustion engine via a partial section of the first coolant circuit. 
     A further preferred exemplary embodiment of the cooler arrangement is characterized in that the first coolant circuit has a first regulating valve, with the first regulating valve being arranged upstream of the internal combustion engine and upstream of the first connecting line. It can consequently be ensured, with the first regulating valve closed, that both a bypass circuit of the first coolant circuit and also the first coolant cooler can be supplied with coolant fluid. Said switching position of the first regulating valve is thus expedient if, with the second regulating valve open, the internal combustion engine serves as a heat sink. 
     A further preferred exemplary embodiment of the cooler arrangement is characterized in that the connection has a second connecting line which is connected between the first and second coolant circuits downstream of the internal combustion engine and upstream of the unit arrangement. It is thus possible, via the second connecting line, for coolant to be supplied, proceeding from the internal combustion engine, to the unit arrangement via a partial section of the second coolant circuit. 
     A further preferred exemplary embodiment of the cooler arrangement is characterized in that the valve arrangement has a second regulating valve which controls the second connecting line. The second connecting line can be blocked, opened or partially opened by means of the second regulating valve. It is consequently possible by means of the second regulating valve to control or regulate the exchange of heat or the exchange of coolant between the coolant circuits. This may advantageously take place as a function of the operating state of the motor vehicle, in particular as a function of the respective temperature level in the internal combustion engine and in the unit assembly. Closing the regulating valve consequently brings the coolant flow in the second connecting line to a standstill. Since the first and second coolant circuits are in each case closed systems, it is also possible by closing the second regulating valve to substantially prevent an overflow of coolant via the first connecting line, which preferably does not have a regulating valve. 
     A further preferred exemplary embodiment of the cooler arrangement is characterized in that the connection has a third connecting line which is connected between the first and second coolant circuits downstream of the internal combustion engine, downstream of the power electronics and upstream of the transmission. It is thus advantageously possible, via the third connecting line, for in particular hot coolant to be supplied, proceeding from the internal combustion engine, to the transmission oil cooler via a partial section of the second coolant circuit. It is advantageous that the power electronics can be bypassed by means of the third connecting line. It is thereby possible to prevent the power electronics from being heated above their admissible operating temperature for example in the event of hot coolant being transported proceeding from the internal combustion engine. 
     A further preferred exemplary embodiment of the cooler arrangement is characterized in that the valve arrangement has a third regulating valve which controls the third connecting line. The third regulating valve can, similarly to the second regulating valve, control or regulate the exchange of coolant via the third connecting line. The second regulating valve is preferably closed if the third regulating valve is to be opened. The second regulating valve is preferably connected into the second coolant circuit upstream of the power electronics. It is consequently possible for a shut-off of the second regulating valve, with a simultaneous opening of the third regulating valve, to connect the third connecting line as a bypass for the power electronics, such that the latter cannot under any circumstances be acted on with the hot coolant of the internal combustion engine. 
     The object is also achieved, in a method for operating a motor vehicle having a cooler arrangement, in particular having a cooler arrangement as described in more detail above, by the following step: transferring heat between the first coolant circuit and the second coolant circuit. It is thus possible for the two coolant circuits to be connected as a heat sink or heat source for the respective other coolant circuit depending on the operating state. 
     One preferred exemplary embodiment of the method is characterized by the following step: transferring the heat from the unit arrangement as a heat source to the internal combustion engine as a heat sink. This may advantageously take place during the warm running of the vehicle when the vehicle is operated predominantly using the electric motor. Here, the temperature in the second coolant circuit rises more quickly than in the first coolant circuit, thereby enabling a transfer of heat from the second coolant circuit into the first coolant circuit. 
     A further preferred exemplary embodiment of the method is characterized by the following step: feeding heated coolant from the second coolant circuit into the first coolant circuit via the first connecting line and feeding cooled coolant from the first coolant circuit into the second coolant circuit via the second connecting line. It is thus possible for a further coolant circuit, which may be superposed on the first and second coolant circuits, to run via the first and second connecting lines. It is advantageously possible in this way for the internal combustion engine to be warmed up using the waste heat of the unit arrangement. 
     A further preferred exemplary embodiment of the method is characterized by the following step: blocking the third connecting line by means of the third regulating valve and opening up the second connecting line by means of the second regulating valve. It is thus possible by means of the regulating valves to control or regulate the desired exchange of coolant. 
     A further preferred exemplary embodiment of the method is characterized by the following step: transferring heat from the internal combustion engine as a heat source to the transmission of the unit arrangement as a heat sink. By means of this step, it is thus possible to heat the transmission up to its operating temperature as quickly as possible by means of the warm internal combustion engine. 
     A further preferred exemplary embodiment of the method is characterized by the following step: feeding heated coolant from the first coolant circuit into the second coolant circuit via the third connecting line and feeding cooled coolant from the second coolant circuit into the first coolant circuit via the first connecting line. It is thus possible for a further coolant circuit, which may be superposed on the first and second coolant circuits, to be formed via the first and third connecting lines. 
     A further preferred exemplary embodiment of the method is characterized by the following step: blocking the second connecting line by means of the second regulating valve and opening up the third connecting line by means of the third regulating valve. It is thus possible by means of the second and third regulating valves to control or regulate the corresponding exchange of coolant between the first and second coolant circuits. 
     The object is also achieved in a motor vehicle, in particular with hybrid drive, by means of a cooler arrangement designed as described above. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Further advantages, features and details of the invention can be gathered from the following description, in which an exemplary embodiment is described in detail with reference to the drawing. 
       The single  FIG. 1  shows a schematic diagram of a cooler arrangement having a first coolant circuit and a second coolant circuit. 
     
    
    
     DETAILED DESCRIPTION 
       FIG. 1  shows a cooler arrangement  1  having a first coolant circuit  3  and a second coolant circuit  5 . The first coolant circuit  3  has a first coolant cooler  7 . The second coolant circuit  5  has a second coolant cooler  9 . For the aeration of the coolant coolers  7  and  9 , the cooler arrangement  1  may have a fan  10 , for example a fan which is preferably controlled in a temperature-dependent fashion and which is driven electrically and/or coupled, in particular in a temperature-dependent fashion, to an internal combustion engine  11 . 
     The first coolant circuit  3  is assigned to the internal combustion engine  11 . The second coolant circuit  5  is assigned to a unit arrangement  13 . The unit arrangement  13  has power electronics  15 , an electric motor  17  and a transmission  19  which, together with the internal combustion engine  11 , may be parts of a drivetrain  21  of a motor vehicle  23 . The motor vehicle  23  may be a vehicle with hybrid drive, with the internal combustion engine  11  together with the electric motor  17  serving as the drive source of the motor vehicle  23 . For this purpose, the transmission  19  may be assigned further drive units (not illustrated in  FIG. 1 ) of the motor vehicle  23 . 
     The internal combustion engine  11  can be cooled, or kept at operating temperature, by means of the first coolant circuit  3 . For this purpose, the internal combustion engine  11  is connected, downstream, to the first coolant cooler  7  via a first cooling line  25 . The first coolant cooler  7  is connected, downstream, to a first regulating valve  29  via a second coolant line  27 . The first regulating valve  29  is connected, downstream, to a first coolant pump  33  of the first coolant circuit  3  via a third coolant line  31 . The first coolant pump  33  is arranged downstream of the internal combustion engine  11  of the motor vehicle  23 . 
     A bypass line  35  is connected between the first coolant line  25  and the first regulating valve  29 . The coolant lines  25 ,  27  and  31 , the bypass line  35 , the first coolant pump  33  and the first regulating valve  29  form a high-temperature coolant circuit with a small bypass circuit for the internal combustion engine  11 . The first coolant circuit  3  can be operated independently of the second coolant circuit  5  during a start-up of the internal combustion engine, as follows. When the internal combustion engine  11  is cold, the first coolant pump  33  can be deactivated, such that no circulation of coolant takes place. In particular in the event of the first coolant pump being mechanically coupled to the internal combustion engine, it may also be provided that the pump operates against a closed circuit, as a result of which no coolant is circulated with the possible exception of a small leakage flow. When first parts of the internal combustion engine  11  reach the maximum admissible operating temperature, the first coolant pump  33  can circulate the coolant of the first coolant circuit  3 . For this purpose, the first regulating valve  29  may initially be switched so as to enable a flow of fluid from the bypass line  35  into the third coolant line  31  and block a flow of fluid from the second coolant line  27  into the third coolant line  31 . The internal combustion engine  11  is thus operated by means of a bypass circuit or small coolant circuit via the bypass line  35 , with the omission of the first coolant cooler  7 . When the coolant temperature in the small cooling circuit exceeds a maximum admissible value, the first regulating valve  29  can provide a dosed flow of cold coolant from the second coolant line  27  into the third coolant line  31 . Here, the coolant flow in the bypass line  35  may at the same time be correspondingly throttled by means of the first regulating valve  29 . 
     The second coolant cooler  9  is connected, downstream, to a second regulating valve  39  via a fourth coolant line  37 . The second regulating valve  39  is connected, downstream, to a third regulating valve via a fifth coolant line  41 . Connected into the fifth coolant line  41  is a second coolant pump  45  for circulating the coolant in the second coolant circuit  5 . Downstream of the second coolant pump  45 , the power electronics  15  are connected in parallel with the fifth coolant line  41  by means of a parallel coolant line  47 . It is thus possible by means of the parallel coolant line  47  for a part of the coolant fed by the second coolant pump  45  to be conducted past the power electronics  15  in order to cool the latter. The third regulating valve  43  is connected, downstream, to the transmission  19  of the drivetrain  21  of the motor vehicle  23  by means of a sixth coolant line  49 . The transmission  19 , or a corresponding transmission oil cooler of the transmission  19 , is connected, downstream, to the second coolant cooler  9  by means of a seventh coolant line  51 . The electric motor  17  is connected by means of an electric motor coolant line  53  to the fifth coolant line  41  and to the seventh coolant line  51 . Here, the electric motor coolant line  53  branches off to the electric motor  17  downstream of the power electronics  15  and upstream of the third regulating valve  43 , and opens out into the seventh coolant line  51  of the second coolant circuit  5  downstream of the transmission  19 . Consequently, the electric motor  17  and the transmission  19  are connected fluidically in parallel in the second coolant circuit  5 , with it being possible for the third regulating valve  43  to control the ratio of the flow rates by correspondingly shutting off or throttling the sixth coolant line  49 . 
     A first connecting line  55  branches off downstream of the electric motor  17  and the transmission  19 , which first connecting line  55  opens out, downstream, into the third coolant line  31  of the first coolant circuit  3 . The first coolant circuit  3  and second coolant circuit  5  are thus fluidically connected to one another by means of the first connecting line  55 . The second regulating valve  39  of the second coolant circuit  5  is connected, upstream, to the first coolant line  25  of the first coolant circuit  3  by means of a second connecting line  57 . Furthermore, the third regulating valve  43  is likewise connected, upstream, to the first coolant line  25  of the first coolant circuit  3  by means of a third connecting line  59 . 
     Below, a description is given of different thermal management strategies with reference to  FIG. 1 , wherein in each case, heat is transferred between the first coolant circuit  3  and the second coolant circuit  5 . 
     In a first operating state of the vehicle  23 , in particular after a start when the units are cold, the motor vehicle may be driven predominantly by means of the electric motor  17 . In this operating state, the unit arrangement  13 , that is to say the power electronics  15 , the electric motor  17  and the transmission  19 , acts as a heat source. The heat generated by the unit arrangement  13  is transmitted to the coolant of the second coolant circuit  5 . In this operating state, the internal combustion engine  11  is not in operation, and is consequently relatively cool. It is however desirable for the internal combustion engine  11  to be pre-heated as far as possible before being started up, in order to reduce undesired emissions and high friction values to a minimum. To achieve this, the second regulating valve  39  may be switched such that the second connecting line  57  is connected via the second regulating valve  39  and the fifth coolant line  41  to the second coolant pump  45  of the second coolant circuit  5 . Furthermore, the second regulating valve  39  may be switched such that the fourth coolant line  37  is not connected to the fifth coolant line  41  of the second coolant circuit  5 . Consequently, the coolant situated in the second coolant cooler  9  of the second coolant circuit  5  is at a standstill, that is to say said coolant is not circulated. 
     Driven by the second coolant pump  45  and the first coolant pump  33 , if the internal combustion engine is running, a circuit is thus generated proceeding from the second coolant pump  45  via the fifth coolant line  41 , via the parallel coolant line  47  which is connected parallel thereto and the power electronics  15  connected to said parallel coolant line  47 , via the electric motor coolant line  53  and the electric motor  17  which is connected thereto, via the seventh coolant line  51 , via the first connecting line  55 , via the third coolant line  31  and the first coolant pump  33  which is connected thereto and the internal combustion engine  11  which is connected to said first coolant pump  33 , via the first coolant line  25  of the first coolant circuit  3  and finally via the second connecting line  57 , via the second regulating valve  39  and via the fifth coolant line  41  back to the second coolant pump  45  of the second coolant circuit  5 . Furthermore, depending on the opening position of the third regulating valve  43 , a branched flow parallel to the electric motor coolant line  53  takes place from the third regulating valve  43  via the sixth coolant line  49 , via the transmission  19  and finally via the seventh coolant line  51  into the first connecting line  55 . 
     It is thus possible for coolant which is heated by the unit arrangement  13  to be supplied from the first coolant circuit  3  via the first connecting line  55  to the internal combustion engine  11  which, in this operating state, serves as a heat sink. It can be seen that, by correspondingly regulating the second regulating valve  39 , all of the waste heat of the unit arrangement  13  can be kept within the drivetrain  21  of the motor vehicle  23 . In this operating state, therefore, neither the first coolant cooler  7  nor the second coolant cooler  9  is traversed by flow, thereby effectively preventing any heat from being dissipated to the environment. 
     In a further operating state of the motor vehicle  23 , the coolant temperature of the coolant in the first coolant line  25  may exceed the coolant temperature downstream of the transmission  19  in the seventh coolant line  51 . In this operating state, therefore, it may be desirable to heat the transmission by means of the waste heat of the internal combustion engine  11 , that is to say to use the internal combustion engine  11  as a heat source and the transmission  19  as a heat sink. This operating state may occur for example when the internal combustion engine  11  has already reached its full operating temperature, that is to say for example when the first regulating valve  29  has already been switched such that the coolant flow of the first coolant circuit  3  is conducted at least partially via the first coolant cooler  7 . 
     Here, it is possible for a part of the coolant flow or for the entire coolant flow emerging from the internal combustion engine  11  to be branched out of the first coolant line  25  into the third connecting line  59 , that is to say to supply said coolant flow to the third regulating valve  43 . 
     In this operating state, the third regulating valve  43  may be switched so as to connect the third connecting line  59  to the sixth coolant line  49  and to fully or partially block the fifth coolant line  41 . The internal combustion engine  11  is thus connected, downstream, to the transmission  19  via the first coolant line  25 , the third connecting line  59 , the third regulating valve  43  and finally the sixth coolant line  49 . The seventh coolant line  51  is in turn connected, downstream, to the internal combustion engine  11  via the first connecting line  55 , the third coolant line  31  and the first coolant pump  33 . 
     By means of this connection, it is thus possible for the coolant quantity extracted via the third connecting line  59  to be correspondingly returned from the second coolant circuit  5  back to the first coolant circuit  3 . 
     A third coolant circuit is thereby generated which is partially superposed on the first coolant circuit  3 . Furthermore, in this operating state, depending on the switching position of the third regulating valve  43 , the described third coolant circuit is separated from the second coolant circuit  5  or is superposed on the latter only in the seventh coolant line  51  downstream of the point at which the electric motor coolant line  53  opens in. 
     This is necessary because cooling of the power electronics  15  is required at all times. For this purpose, coolant is circulated within the second coolant circuit  5  by the second coolant pump  45 , with the transmission  19  however being disconnected from said circulation by means of the third regulating valve  43 . To enable said circulation, the second regulating valve  39  is switched such that the second connecting line  57  is blocked and the fourth coolant line  37  is entirely or partially connected to the fifth coolant line  41  according to the required coolant quantity. A coolant flow which corresponds precisely to the coolant quantity extracted from the first coolant circuit  3  is thus generated downstream of the third regulating valve  43  and upstream of the branch of the first connecting line  55  from the seventh coolant line  51 . It is however also conceivable for the third regulating valve to be at least partially opened between the fifth coolant line  41  and the sixth coolant line  49 , with an increased coolant flow, which is increased by precisely the coolant quantity extracted from the first coolant circuit  3 , being generated in the described section of the second coolant circuit  5 . 
     It can be seen that, in this operating state, cooling of the power electronics  15  is ensured at all times and, as a result of the fact that the third connecting line  59  opens in downstream of the power electronics  15  and upstream of the transmission  19 , it is nevertheless ensured that the transmission  19  can be used as a heat sink for the internal combustion engine  11 , that is to say the transmission  19  can be brought up to its operating temperature as quickly as possible. In addition to the transmission  19  as a heat sink, the first coolant cooler  7  of the first coolant circuit  3  also functions as a heat sink for the internal combustion engine  11  in said switching position of the valves  29 ,  39  and  43 , such that overheating of the internal combustion engine  11  is prevented. 
     As a result of the described thermal management, it is possible to ensure an optimized warm running strategy for the internal combustion engine  11  and for the unit arrangement  13 . For this purpose, the regulating valves  29 ,  39  and  43  must monitor the corresponding temperature profiles of the internal combustion engine  11  and of the unit arrangement  13  and assume corresponding closed and/or open positions. For the activation of the valves  29 ,  39  and  43 , it is also possible to use a central regulating unit which is coupled to corresponding temperature sensors and/or further sensors and which is designed for regulating the temperature of the internal combustion engine  11  and of the unit arrangement  13  which interacts with said internal combustion engine  11 .