TEMPERATURE CONTROL SYSTEM FOR HYBRID POWERTRAIN AND METHOD OF OPERATING A TEMPERATURE CONTROL SYSTEM

Abstract

A temperature control system for a hybrid powertrain includes a first coolant circuit for temperature control of a first drive device of the hybrid powertrain and a second coolant circuit for temperature control of a second drive device. The second coolant circuit has a first subcircuit, connected for heat transfer to the second drive device, and a second subcircuit, connected at least temporarily for heat transfer to an energy store of the second drive device. The first and second subcircuits are operable separately from one another. A coolant duct is connected to the first drive device for heat transfer and is fluidly connected in a first operating mode with the first coolant circuit in the absence of a fluid communication with the second coolant circuit, and fluidly connected in a second operating mode with the second coolant circuit in the absence of a fluid communication with the first coolant circuit.

Claims

1. A temperature control system for a hybrid powertrain, comprising: a first coolant circuit for controlling a temperature of a first drive device of the hybrid powertrain; a second coolant circuit for controlling a temperature of a second drive device of the hybrid powertrain, said second coolant circuit having a first subcircuit, connected in a heat-transmitting manner to a drive unit of the second drive device, and a second subcircuit, connected at least temporarily in a heat-transmitting manner to an energy store for the drive unit of the second drive device, said first and second subcircuits being operable separately from one another; and a coolant duct connected to the first drive device in a heat-transmitting manner, said coolant duct being fluidly connected in a first operating mode with the first coolant circuit in the absence of a fluid communication with the second coolant circuit, and fluidly connected in a second operating mode with the second coolant circuit in the absence of a fluid communication with the first coolant circuit.

2. The temperature control system of claim 1, further comprising a first valve device operably connected to the second coolant circuit and configured to connect the second coolant circuit in a first switching mode with a coolant cooler and to connect the second coolant circuit in a second switching mode to the coolant duct.

3. The temperature control system of claim 1, wherein the first coolant circuit includes an air conditioning circuit and a cooling circuit configured for operation independently from the air conditioning circuit, said coolant duct being part of the cooling circuit at least temporarily.

4. The temperature control system of claim 1, further comprising a heat source disposed in the first coolant circuit.

5. The temperature control system of claim 4, wherein the heat source is an electric heat source.

6. The temperature control system of claim 3, further comprising a heat source disposed in the air conditioning circuit.

7. The temperature control system of claim 6, wherein the heat source is an electric heat source.

8. The temperature control system of claim 1, wherein the second coolant circuit includes a bypass line to bypass the energy store.

9. The temperature control system of claim 1, further comprising a heat exchanger disposed in the second coolant circuit and connected to a refrigerant circuit.

10. The temperature control system of claim 9, wherein the heat exchanger is disposed in the second subcircuit of the second coolant circuit.

11. The temperature control system of claim 1, further comprising a second valve device configured to fluidly connect the first and second subcircuits with one another in a first switching mode and to fluidly disconnect the first and second subcircuits from one another in a second switching mode.

12. A hybrid powertrain, comprising: a first drive device; a second drive device; and a temperature control system which includes a first coolant circuit for controlling a temperature of the first drive device, a second coolant circuit for controlling a temperature of the second drive device of the hybrid powertrain, said second coolant circuit having a first subcircuit, connected in a heat-transmitting manner to a drive unit of the second drive device, and a second subcircuit, connected at least temporarily in a heat-transmitting manner to an energy store for the drive unit of the second drive device, said first and second subcircuits being operable separately from one another, and a coolant duct connected to the first drive device in a heat-transmitting manner, said coolant duct being fluidly connected in a first operating mode with the first coolant circuit in the absence of a fluid communication with the second coolant circuit, and fluidly connected in a second operating mode with the second coolant circuit in the absence of a fluid communication with the first coolant circuit.

13. A method of operating a temperature. control system, comprising: controlling a temperature of a first drive device of the hybrid powertrain via a first coolant circuit; controlling a temperature of a second drive device of the hybrid powertrain via a second coolant circuit by connecting a first subcircuit of the second coolant circuit in a heat-transmitting manner to a drive unit of the second drive device, and by connecting a second subcircuit of the second coolant circuit, at least temporarily, in a heat-transmitting manner to an energy store for the drive unit of the second drive device, with the first and second subcircuits being operable separately from one another; and connecting a coolant duct to the first drive device in a heat-transmitting manner such that the coolant duct is fluidly connected in a first operating mode with the first coolant circuit in the absence of a fluid communication with the second coolant circuit, and fluidly connected in a second operating mode with the second coolant circuit in the absence of a fluid communication with the first coolant circuit.

14. The method of claim 13, further comprising operably connecting a first valve device to the second coolant circuit such as to connect the second coolant circuit in a first switching mode with a coolant cooler and to connect the second coolant circuit in a second switching mode to the coolant duct.

15. The method of claim 13, further comprising operating a cooling circuit of the first coolant circuit independently from an air conditioning circuit of the first coolant circuit, with the coolant duct being part of the cooling circuit at least temporarily.

16. The method of claim 13, further comprising disposing a heat source in the first coolant circuit.

17. The method of claim 13, further comprising providing a bypass line in the second coolant circuit to bypass the energy store.

18. The method of claim 13, further comprising disposing a heat exchanger in the second coolant circuit, and connecting the heat exchanger to a refrigerant circuit.

19. The method of claim 18, wherein the heat exchanger is disposed in the second subcircuit of the second coolant circuit.

20. The method of claim 13, further comprising fluidly connecting the first and second subcircuits with one another in a first switching mode of a second valve device, and fluidly disconnecting the first and second subcircuits from one another in a second switching mode of the second valve device.

Description

BRIEF DESCRIPTION OF THE DRAWING

[0029] Other features and advantages of the present invention will be more readily apparent upon reading the following description of currently preferred exemplified embodiments of the invention with reference to the accompanying drawing, in which the sole FIG. 1 is a schematic illustration of a hybrid powertrain with a temperature control system in accordance with the present invention.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

[0030] The depicted embodiment is to be understood as illustrative of the invention and not as limiting in any way. It should also be understood that the FIGURE may not necessarily be to scale. In certain instances, details which are not necessary for an understanding of the present invention or which render other details difficult to perceive may have been omitted.

[0031] Turning now to FIG. 1, there is shown a schematic illustration of a hybrid powertrain in accordance with the present invention, generally designated by reference numeral 1, for powering a motor vehicle which is represented in FIG. 1 solely by the depiction of a wheel 2 of a front axle and a wheel 3 of the rear axle. At least the wheel 3 can be powered by the hybrid powertrain 1. The hybrid powertrain 1 includes a transmission 4, e.g. a multi-speed transmission, via which the wheel 3 is operably connected to a first drive device 5 and a second drive device 6. The first drive device 5 is an internal combustion engine, while the second drive device 6 includes an electric machine 7, a power electronics 8 which is operably connected to the electric machine 7, and an energy store 9 which includes a power electronics 10.

[0032] The hybrid powertrain 1 further includes a temperature control system, generally designated by reference numeral 11. The temperature control system 11 includes a first coolant circuit 12 and a second coolant circuit 13. The first coolant circuit 12 is provided to control a temperature of the first drive device 5, and the second coolant circuit 13 is provided to control a temperature of the second drive device 6. The temperature control system 11 further includes a coolant duct 14 which can be fluidly connected with the first coolant circuit 12 in a first operating mode and with the second coolant circuit 13 in a second operating mode. In either one of the first and second operating modes, the coolant duct 14 is disconnected from the respectively other one of the first and second coolant circuits 12, 13. The coolant duct 14 extends, for example, through the first drive device 5, i.e. internal combustion engine, e.g. through a casing or through a cylinder crankcase of the internal combustion engine.

[0033] One of the coolant circuits 12, 13, for example the first coolant circuit 12, may be embodied as a high-temperature coolant circuit, whereas the other one of the coolant circuits 12, 13, in this case the second coolant circuit 13, may be embodied as a low-temperature coolant circuit. Thus, during normal operation of the temperature control system 1, involving a virtually stationary operation at substantially constant coolant temperature, the temperature of coolant in the first coolant circuit 12 is higher than the temperature of coolant in the second coolant circuit 13. Advantageously, both coolant circuits 12, 13 contain a same coolant.

[0034] A first valve device 15 is provided to set the first operating mode or the second operating mode. For sake of simplicity, only one valve 16 of the valve device 15 is shown. The valve device 15 controls whether a coolant cooler 17, e.g. a low-temperature coolant cooler, or the coolant duct 14 is connected to the second coolant circuit 13, i.e. in a first switching state, the valve device 15 connects the coolant cooler 17 with the second coolant circuit 13, and in a second switching state, the valve device 15 connects the coolant duct 14 with the second coolant circuit 13.

[0035] The first coolant circuit 12 includes an air conditioning circuit 18 and a cooling circuit 19. The air conditioning circuit 18 is provided to control the temperature inside the motor vehicle, i.e. passenger cell of the motor vehicle, and includes an air-conditioning heat exchanger 20, a heat source 21 and a coolant pump 22. The coolant duct 14 forms at least temporarily part of the cooling circuit 19 in the first operating mode. In the second operating mode, in which the coolant duct 14 is fluidly connected to the second coolant circuit 13, the coolant circuit 19 is disconnected. The cooling circuit 19 includes a cooler 23, in particular a primary cooler, which can be designated as high-temperature cooler, and a coolant pump 24.

[0036] The first coolant circuit 12 includes at least two valves 25 and 26 by which the air conditioning circuit 18 and the cooling circuit 19 can be fluidly disconnected from one another. The valve 25 can be embodied as a 3/2 directional control valve and the valve 26 can be embodied as a 2/2 directional control valve. In a first switching position of the valve 25, the air-conditioning heat exchanger 20 is fluidly connected to the first drive device 5 for example, in particular fluidly connected via the first drive device 5 to the cooler 23. The coolant pump 24 conveys coolant of the first coolant circuit 12 from the cooler 23 in the direction of the air-conditioning heat exchanger 20. Coolant flows hereby through the coolant pump 22 and/or the heat source 21 for example.

[0037] In a second switching position of the valve 25, the air-conditioning heat exchanger 20 is advantageously fluidly disconnected from the first drive device 5 and coolant exiting the air-conditioning heat exchanger 20 is conveyed by the coolant pump 22 back to the air-conditioning heat exchanger 20 via a bypass line 27 and advantageously via the heat source 21. As a result, the air conditioning circuit 18 can be operated in the second switching position of the valve 24 independently from the cooling circuit 19.

[0038] When the valve 25 assumes the first switching position, the valve 26 assumes a first switching position, in which a coolant flow through a bypass line 28 is blocked. The valve 26 assumes a second switching position, when the valve 25 also assumes its second switching position, to clear the bypass line 28. Coolant can now be conveyed by the coolant pump 24 via the bypass line 28 to the coolant duct 14 and from there to the cooler 23. Coolant can then flow from the cooler 23 to the coolant pump 24. The cooling circuit 19 can also be operated independently, in particular independently from the air conditioning circuit 18. This, however, is possible only in the first operating mode in which the coolant duct 14 is coupled to the first coolant circuit 12.

[0039] The second coolant circuit 13 includes a coolant subcircuit 29 and a second coolant subcircuit 30. The first coolant subcircuit 29 is connected in a heat-transmitting manner with the second drive device 6, i.e. the electric machine and/or the power electronics 8 thereof. The valve device 15 controls hereby whether the coolant cooler 17 or the coolant duct 14 is coupled to the first coolant subcircuit 29. In the first operating mode, it is the coolant cooler 17 that is fluidly connected to the first coolant subcircuit 29, whereas in the second operating mode, it is the coolant duct 14 that is fluidly connected to the first coolant subcircuit 29. A coolant pump 31 is disposed in the first coolant subcircuit 29 in addition to the electric machine 7 and/or the power electronics 8.

[0040] The second coolant subcircuit 30 is connected in a heat-transmitting manner, at least temporarily, with the energy store 9, and may also be connected in a heat-transmitting manner to the power electronics 10, e.g. a charger of the energy store 9. A coolant pump 32 is disposed in the second coolant subcircuit 30. Coolant in the second coolant subcircuit 30 can bypass the energy store 9 via a bypass line 33. A valve 34, e.g. a 3/2 directional control valve, selectively closes or clears a coolant flow through the bypass line 33. In a first switching position of the valve 34, coolant of the second coolant subcircuit 30 flows through the energy store 9, while the bypass line 33 is closed. In a second switching position, coolant flows through the bypass line 33, but not through the energy store 9.

[0041] A second valve device 35 is operably connected to the second coolant circuit 13 and includes valves 36 and 37 to selectively connect the coolant subcircuits 29, 30 with one another or fluidly disconnect the coolant subcircuits 29, 30 from one another. For example, in a first switching position of the valve 36, coolant of the first coolant subcircuit 29 is conveyed by the coolant pump 31 directly to the power electronics 8 and/or the electric machine 7. In a second switching position, coolant flows from the coolant pump 31 in the direction of the coolant pump 32, e.g. via a heat exchanger 38 which is connected to a not shown refrigerant circuit.

[0042] In a first switching position of the valve 37, a flow communication is established between a downstream side of the coolant pump 32 and the heat exchanger 38, in particular via the energy store 9 (in the first switching position of the valve 34) and/or the power electronics 10. In the second switching position of the valve 37, the flow communication is blocked, so that instead a fluid communication is established between the downstream side of the coolant pump 32 and the power electronics 8 and/or the electric machine 7, also advantageously via the energy store 9 and/or the power electronics 10.

[0043] With the assistance of the valve devices 15, 35 and the valves 25, 26, 34, the first drive device 5 and the second drive device 6 can be appropriately cooled and an appropriate heat transport between the first and second drive devices 5, 6 is rendered possible. For example, heat, generated by one of the drive devices 5, 6 can be used to warm up the other one of the drive devices 5, 6 and/or energy store 9.

[0044] While the invention has been illustrated and described in connection with currently preferred embodiments shown and described in detail, it is not intended to be limited to the details shown since various modifications and structural changes may be made without departing in any way from the spirit and scope of the present invention. The embodiments were chosen and described in order to explain the principles of the invention and practical application to thereby enable a person skilled in the art to best utilize the invention and various embodiments with various modifications as are suited to the particular use contemplated.

[0045] What is claimed as new and desired to be protected by Letters Patent is set forth in the appended claims and includes equivalents of the elements recited therein: