DE102019008256A1 - Radiator assembly, drive train and vehicle - Google Patents

Abstract

A cooler assembly (4) for a vehicle (3) is described. The cooler assembly (4) has an engine cooler (46), a charge air cooler (72) and one or more low temperature coolers (70, 70 ', 74). The cooler assembly (4) is designed to be exposed to an air flow which has a flow direction (d). The charge air cooler (72) is arranged in front of the engine cooler (46) as seen in the flow direction (d). The charge air cooler (72) has an inlet half (72 ') and an outlet half (72 "), the inlet half (72') being at a higher temperature than the outlet half (72") when the charge air cooler (72) is in operation. At least one of the radiators (70 ', 74) of the one or more low-temperature radiators (70, 70', 74) covers a larger proportion of the inlet half (72 ') than the outlet half (72 "), viewed in the direction of flow (d). A drive train (1) and a vehicle (3) are also disclosed.

Description

TECHNICAL AREA

The present description relates to a radiator assembly for a vehicle. Furthermore, the description relates to a drive train and a vehicle.

BACKGROUND

Contemporary vehicles typically have multiple cooling systems, each configured to cool a vehicle system such as an internal combustion engine, an electric drive system, a retarder, a heat recovery system, and the like. Such cooling systems generally have one or more radiators that are set up to transfer heat from the cooling system to the surrounding air. In this description and in the claims, the term “radiator” includes not only heat transfer by radiation, but in particular also heat transfer by heat conduction.

Hybrid electric drive trains use two or more different types of drive, such as an internal combustion engine and an electric drive system. Generally, an internal combustion engine has low energy efficiency at lower power levels and better energy efficiency at higher power levels. An electric drive system usually has a high energy efficiency at lower power levels and at high power levels, but the storage of electrical energy in the vehicle is generally not sufficient to enable operation at higher power levels over longer periods of time.

Therefore, hybrid electric drive trains are usually set up to switch between an electric drive and a drive by means of an internal combustion engine as a function of the load in such a way that the electric drive system is operated at low loads and the internal combustion engine is started and operated at higher loads. Some hybrid electric drive trains are set up to enable simultaneous operation of the electric drive system and the internal combustion engine.

Most contemporary hybrid electric drivetrains are capable of performing regenerative braking, in which at least part of the kinetic energy of the vehicle is converted into electrical energy when the vehicle is braking. The electrical energy can be stored in batteries and / or capacitors for subsequent use to drive the vehicle. In this way, the overall energy efficiency of the vehicle can be improved, especially when driving in areas with a large number of starting and braking processes, such as in urban areas. However, the possibility of saving energy with a hybrid electric drive train is limited and even goes to zero when driving at a constant high speed, such as on motorways.

Another advantage of hybrid electric drivetrains is that they allow a purely electric drive in certain areas, such as in urban areas, and this also applies to areas in which the emission of exhaust gases and / or the emission of sound is important. That is why hybrid electric drive trains are often set up to switch between a pure electric drive and a pure drive with an internal combustion engine. This brings an advantage, particularly for heavy-duty vehicles, that the vehicle can be operated purely electrically in certain areas, such as in urban areas, and the operation can be switched to pure internal combustion engine operation when driving at a constant high speed, such as on motorways. In this way, the powertrain can produce low levels of emissions in terms of exhaust gases and noise in critical areas and the internal combustion engine is operated at loads in which it is highly efficient, i.e. at high loads. The vehicle can also be provided with batteries that are adequately dimensioned.

In general, diesel engines have an energy efficiency of up to 45%, typically around 30%, gasoline engines up to 40%, but typically only 20%. If the engines are operated at maximum efficiency, the majority of the thermal energy released by the fuel consumed is given off in the form of heat without having been converted into useful work, i.e. in work to rotate a drive shaft. A large part of the heat loss is given off by the hot exhaust gases. That is why vehicles are equipped with a heat recovery system that converts heat loss into useful work. Most heat recovery systems work on the basis of the so-called Rankine cycle and have a cooler (condenser), an exhaust gas heat exchanger and an expander, whereby steam generated in the exhaust gas heat exchanger is converted into useful work with the expander. The expander can, for example, have a turbine or one or more pistons and be connected to the drive shaft of the drive train in order to transfer useful work thereon. On the other hand, the expander can also be connected to a generator for generating electrical energy. To ensure good thermal efficiency of the waste heat To achieve the recovery system, the cooler (condenser) must be cooled.

The vehicle systems described above are able to improve the energy efficiency of vehicles. However, they also have some disadvantages as they increase costs and also increase the complexity of the vehicle. For example, all vehicle systems described above require cooling. That is, an internal combustion engine needs an internal combustion engine cooling system to cool the internal combustion engine, the electric drive system needs a cooling system to cool its electrical components, and the heat recovery system needs a cooling system to cool the cooler (condenser). All these cooling systems have to be designed in terms of size and capacity in such a way that they provide sufficient cooling at the highest power levels of the respective system. This means that under most operating conditions the size and capacity of the respective cooling system are larger than would be required for the given power level of the vehicle system. All of these cooling systems also require lines and one or more radiators which are designed to emit heat, which has disadvantages with regard to the space available in the vehicle.

Radiators (radiators) are usually located in the front of a vehicle in order to be exposed to the air flow generated while driving. Radiators (coolers) can also be provided with one or more cooling fans which are set up to blow air into the radiators. In this way, air flow through the radiator can be generated even when the vehicle is running or standing at low speed.

Supercharged internal combustion engines are generally provided with a charge air cooler which is set up to cool air which is compressed with a compressor of the internal combustion engine before the air is led to the inlet of the internal combustion engine. When the compressor compresses the air, the temperature of the air rises. By cooling the compressed air, the density of the air increases and more air can be led into the cylinders of the engine. In this way, the fuel efficiency and the performance of the internal combustion engine can be improved by cooling the air, and a higher degree of cooling of the air results in a higher efficiency of the internal combustion engine. Charge air coolers are usually also arranged in the front of a vehicle.

As can be seen from the above, the limited space in the area of the front of a vehicle means a problem with contemporary vehicles with different systems and subsystems, each of which requires cooling. Due to the limited space, one radiator can be positioned in front of another radiator. However, this can reduce the cooling efficiency of the downstream radiator, because initially heat given off by the upstream radiator is partially transferred to the downstream radiator and the upstream radiator can also have an unfavorable influence on the air flow, i.e. can partially obstruct the air flow to the downstream radiator.

SHORT DESCRIPTION

It is an object of the present invention to overcome or at least alleviate at least some of the problems and disadvantages mentioned above.

According to a first variant of the invention, the aim is achieved by a radiator assembly for a vehicle. The radiator assembly has an engine cooler, an intercooler and one or more low temperature radiators. The cooler assembly is configured to be exposed to an air flow with a specific flow direction. The charge air cooler is arranged in front of the engine cooler, viewed in the direction of flow. The charge air cooler has an inlet half and an outlet half, the inlet half being at a higher temperature than the outlet half when the charge air cooler is operating. At least one cooler of the one or more low-temperature coolers covers a larger proportion of the inlet half than the outlet half, viewed in the direction of flow.

This provides a cooler assembly with which the at least one cooler of the one or more low-temperature coolers can be used for efficient cooling of a vehicle system. This is because the at least one cooler of the one or more low-temperature coolers is arranged upstream of the charge air cooler, with respect to the air flow direction. Since the at least one cooler covers a larger proportion of the inlet half than it covers the outlet half of the charge air cooler, this at least one cooler has a minor influence on the cooling efficiency of the charge air cooler. This is because the at least one cooler covers the inlet half, which has a higher temperature than the outlet half during operation of the charge air cooler, and because a larger proportion of the outlet half, which is colder than the inlet half, is not opposite a cooler that covers parts of it.

This provides a cooler assembly that is capable of efficiently cooling an engine, at least one vehicle system, and compressed air, with the space available in the vehicle having the cooler assembly being very efficient is being used. Another result is that the radiator assembly enables conditions for improved energy efficiency of a vehicle.

Thus, a cooler assembly is provided which overcomes or at least mitigates at least some of the above problems and disadvantages.

The second low-temperature cooler may cover the charge air cooler in the direction of flow. The second low-temperature cooler can thus be used for efficient cooling of a second vehicle system, the second low-temperature cooler having only a minor influence on the cooling efficiency of the charge air cooler.

The first low-temperature cooler arrangement may have a first cooler unit and a second cooler unit. The first low-temperature cooler unit can thus be used for efficient cooling of a first vehicle system.

The first cooler unit may have a coolant outlet that is in fluid communication with a coolant inlet of the second cooler unit. The first low-temperature cooler unit can thus be used for efficient cooling of a first vehicle system. Since the first cooler unit has a coolant outlet that is in fluid communication with the coolant inlet of the second cooler unit, the second cooler unit has a lower temperature than the first cooler unit when cooling a vehicle system.

If necessary, the second cooler unit covers a larger proportion of the inlet half than it covers the outlet half, viewed in the direction of flow. The first low-temperature cooler arrangement can thus be used for efficient cooling of a first vehicle system, wherein it has little influence on the cooling efficiency of the charge air cooler. This is because the second cooler unit, which is colder than the first cooler unit, covers the inlet half of the charge air cooler, which has a higher temperature than the outlet half during operation of the charge air cooler. In this way, only a small amount of heat is transferred from the second cooler unit to the charge air cooler when the cooler assembly is operating.

The low-temperature cooler arrangement is optionally arranged between the charge air cooler and the engine cooler, as seen in the direction of flow. This further improves the cooling efficiency of the charge air cooler.

According to a second variant of the invention, the goal is achieved by a drive train for a vehicle. The powertrain has an internal combustion engine, a compressor, an electric drive system, and a cooler assembly according to some embodiments of the present description, wherein the engine cooler is configured to cool the internal combustion engine, the charge air cooler is configured to cool air compressed by the compressor, and the one or more Low-temperature coolers are set up to cool at least part of the electrical drive system.

Since the drive train has a cooler assembly according to some of the exemplary embodiments, it is able to efficiently cool the internal combustion engine, compressed air and also at least part of the electrical drive system, the space available in the vehicle with the drive train being used efficiently.

This provides a powertrain that overcomes or at least mitigates at least some of the above problems and disadvantages.

If necessary, the drive train is set up to operate the internal combustion engine and the electric drive system separately. The at least one cooler which covers the charge air cooler thus has an even further reduced influence on the cooling efficiency of the charge air cooler. This is because essentially no heat is transferred from the at least one cooler to the charge air cooler during operation of the internal combustion engine. Thus, a powertrain is provided in which at least a portion of the electrical drive system can be efficiently cooled using the one or more low temperature coolers when the electrical drive system is operating, and compressed air can be efficiently cooled using the charge air cooler when the internal combustion engine is operating.

If appropriate, the first low-temperature cooler arrangement is set up to cool a first area of the electric drive system and the second low-temperature cooler is set up to cool a second area of the electric drive system. This results in a drive train which is capable of efficiently cooling first and second areas of the electric drive system, the space available in the vehicle for the drive train being used efficiently.

The first area of the electric drive system may have an electric motor and power electronics, the first low-temperature cooler arrangement being set up to cool the electric motor and / or the power electronics. This results in a drive train that is able to efficiently cool the electric motor and / or the power electronics, the in the vehicle Space available for the powertrain is used efficiently.

The second area of the electric drive system may have a battery. This results in a drive train which is able to efficiently cool the battery of the electric drive system, the space available in the vehicle for the drive train being used efficiently.

Optionally, the powertrain has a waste heat recovery system with an expander and a cooler (condenser), the condenser being configured to be cooled by one or more of the following devices: the engine cooler, the first low-temperature cooler arrangement and the second low-temperature cooler. This results in a drive train that is able to efficiently cool the cooler (condenser) of the waste heat recovery system, making efficient use of the space available for the drive train in the vehicle.

The drive train may have a set of valves which are set up to selectively use at least one of the following devices as coolant for the cooler (condenser): the engine cooler, the first low-temperature cooler arrangement and the second low-temperature cooler. This results in a drive train which is able to use one or more of the devices engine cooler, first low-temperature cooler arrangement and second low-temperature cooler for cooling the cooler (condenser) of the waste heat recovery system. This can improve the energy efficiency of the drive train.

The internal combustion engine and the electric drive system of a hybrid electric drive train rarely work together at high power levels. On the contrary: a number of drive trains are set up to operate the internal combustion engine and the electric drive system separately, which applies to some exemplary embodiments of the present description. If the drive train operates the internal combustion engine at high power levels and the electrical drive system is inactive, the cooling requirements with regard to the internal combustion engine and the cooler (condenser) of the waste heat recovery system are high.

Under these operating conditions, the cooling system of the electric drive system is not required to cool the electric drive system because it does not work. Instead, under these operating conditions, the cooler (condenser) of the waste heat recovery system can be cooled using the first low-temperature cooler arrangement and / or the second low-temperature cooler as a cooling source for the cooler (condenser).

In operating conditions in which the powertrain operates the electric drive system and the internal combustion engine is inactive, there is no need to cool the cooler (condenser) of the waste heat recovery system because the internal combustion engine and the heat loss recovery system are inactive. Accordingly, the cooling system of the electric drive system can be used to cool the electric drive system under some operating conditions, and it can be used to cool the cooler (condenser) of the waste heat recovery system under other operating conditions. In this way, the need for an additional cooler in the cooler (condenser) cooling circuit can be avoided and the available coolers of the drive train can be used efficiently. The space available in the front of the vehicle is also used efficiently.

With these features, the cooler (condenser) of the waste heat recovery system can be cooled sufficiently over a wide operating range of the internal combustion engine, regardless of the temperature of the coolant in the engine cooling circuit, which in turn can improve the energy efficiency of the drive train.

Optionally, the drive train has a set of valves that are set up to select the engine cooler and / or the first low-temperature cooler arrangement and / or the second low-temperature cooler as a cooling source for the cooler (condenser). This allows the cooler (condenser) of the waste heat recovery system to be cooled even more efficiently, over a wide operating range of the internal combustion engine, which in turn improves the energy efficiency of the drive train.

According to a third variant of the invention, the goal is achieved by a vehicle with a drive train according to some exemplary embodiments of this description.

Since the vehicle has a drive train according to some of the present exemplary embodiments, it is used to efficiently cool the internal combustion engine, compressed air and also at least a portion of the electrical drive system, the space available in the vehicle being used efficiently.

There is thus provided a vehicle with which at least some of the problems and Disadvantages are overcome or at least reduced.

Further features and advantages of the present invention will become more apparent from the appended claims and the following description of details.

Figure list

• 1 zeigt schematisch eine Seitenansicht einer Kühlerbaugruppe eines Fahrzeuges gemäß einigen Ausführungsbeispielen,
• 2 zeigt eine Draufsicht von vorne auf die Kühleranordnung gemäß 1,
• 3 zeigt schematisch eine Seitenansicht einer Kühlerbaugruppe eines Fahrzeuges gemäß einigen weiteren Ausführungsbeispielen,
• 4 zeigt eine Draufsicht von vorne auf die Kühlerbaugruppe gemäß 3,
• 5 zeigt schematisch einen Antriebsstrang für ein Fahrzeug gemäß einigen Ausführungsbeispielen, und
• 6 zeigt ein Fahrzeug gemäß einigen Ausführungsbeispielen.

Various variants of the invention, including special features and advantages, can be easily understood from the exemplary embodiments as are explained in the following description of details and in the accompanying figures:

• 1 schematically shows a side view of a radiator assembly of a vehicle according to some exemplary embodiments,
• 2nd shows a plan view from the front of the cooler arrangement according to 1 ,
• 3rd schematically shows a side view of a radiator assembly of a vehicle according to some further exemplary embodiments,
• 4th shows a plan view from the front of the cooler assembly according to 3rd ,
• 5 schematically shows a drive train for a vehicle according to some embodiments, and
• 6 10 shows a vehicle according to some embodiments.

DESCRIPTION OF DETAILS

Variants of the present invention will now be described in detail. The same reference numbers consist of corresponding components. Well-known functions or constructions are not necessarily described in more detail in terms of concentration and / or clarity.

1 shows schematically a side view of a cooler assembly 4th for a vehicle according to some embodiments. The radiator assembly 4th has an engine cooler 46 for cooling an internal combustion engine and an intercooler 72 for cooling air compressed with a compressor of the internal combustion engine. The intercooler 72 can also be referred to as an "intercooler". The radiator assembly 4th still has a set of low temperature coolers 70 , 70 ' , 74 . As will be explained further, the low temperature coolers can 70 , 70 ' , 74 be set up for cooling parts of an electric drive system. The radiator assembly 4th is designed to be exposed to an air flow that is a flow direction d Has. As will be explained further, the cooler assembly 4th be arranged to be arranged in the front area of a vehicle which is exposed to an air flow when the vehicle is traveling. In such embodiments, the direction of flow is d opposite to the direction of travel of the vehicle. On the other hand or in addition, the cooler assembly 4th also have one or more cooling fans, which are set up, selectively air through the cooler assembly 4th in the direction of flow d to flow.

According to 1 is the intercooler 72 in the direction of flow d seen in front of the engine radiator 46 arranged, ie upstream of the engine cooler 46 in relation to the flow direction d . According to the in 1 The exemplary embodiments shown are two coolers 70 ' , 74 of the set of low temperature coolers 70 , 70 ' , 74 in the direction of flow d seen in front of the intercooler 72 arranged, ie upstream of the charge air cooler 72 in relation to the flow direction d .

In accordance with the illustrated embodiments, the set of low temperature coolers 70 , 70 ' , 74 a first low temperature cooler arrangement 70 , 70 ' and a second low temperature cooler 74 . The first low temperature cooler arrangement 70 , 70 ' has a first cooler unit 70 and a second cooler unit 70 ' . The first cooler unit 70 has a coolant outlet 77 that is in fluid communication with a coolant inlet 77 ' the second cooler unit 70 ' . Because the second cooler unit 70 ' downstream of the first cooler unit 70 is arranged, has the second cooler unit 70 ' a lower temperature than the first cooling unit 70 when operating the cooler assembly 4th .

2nd shows a front plan view of the cooler assembly according to 1 . In 2nd is the cooler assembly 4th represented from a perspective in the flow direction d , as in 1 is marked. Corresponding 2nd has the intercooler 72 an inlet half 72 ' and a drain half 72 " . The inlet half 72 ' has an inlet and a half drain 72 " has an outlet. When operating the intercooler 72 compressed gas flows through the inlet into the charge air cooler 72 and out of it through the outlet. In the intercooler 72 compressed air flows out of the inlet half 72 ' in the drain half 72 " . When flowing through the charge air cooler 72 the compressed air is cooled. That's why the inlet half 72 ' a higher temperature than the drain half 72 " when operating the intercooler 72 .

Corresponding 2nd cover both the second low temperature cooler 74 as well as the second cooler unit 70 ' a larger proportion of the inlet half 72 ' than the half of the drain 72 " cover in the direction of flow d seen. In other words: both the second low temperature cooler 74 as also the second cooler unit 70 ' cover a larger part of the inlet half 72 ' than being a part of the expiration half 72 ' cover, each in the direction of flow d seen. This way the cooler 74 , 70 ' are used efficiently to cool a vehicle system, with an impact on the cooling efficiency of the charge air cooler 72 is kept low. This is because both the second low temperature cooler 74 as well as the second cooler unit 70 ' a larger proportion of the inlet half 72 ' cover, which has a higher temperature than the drain half 72 " and because a larger portion of the drain half 72 " , which is cooler than the inlet half 72 ' , not one of the coolers 74 , 70 ' opposite, which cover parts of it.

The intercooler 72 has a total surface that is essentially perpendicular to the direction of flow. The term "half" as used here also includes an area of the intercooler 72 , which has a surface area that is half of the total surface area of the intercooler 72 corresponds. According to the embodiment according to 2nd thus have the inlet half 72 ' and the drain half 72 " of the intercooler 72 together a surface that is equal to the total surface of the charge air cooler 72 .

3rd shows schematically a side view of a cooler assembly 4th for a vehicle according to further exemplary embodiments. The radiator assembly 4th according to these embodiments 3rd has the same features, functions and advantages as the cooler assembly 4th according to the embodiments according to the 1 and 2nd with some exceptions described in more detail below.

In the embodiments according to 3rd is the first low-temperature cooler arrangement 70 , 70 ' between the charge air cooler 72 and the engine cooler 76 arranged, seen in the direction of flow d . In these embodiments, however, is the second low-temperature cooler 74 also in front of the charge air cooler 72 arranged, again seen in the direction of flow d , ie it is upstream of the charge air cooler in relation to the direction of flow d arranged.

The cooler assembly is in accordance with the illustrated exemplary embodiments 4th set up to be exposed to an air flow that is a flow direction d has that directly against the extension planes of the cooler 46 , 70 , 70 ' , 72 , 74 the cooler assembly 4th is directed. This means: according to the illustrated exemplary embodiments, the main direction of extension of each cooler is 46 , 70 , 70 ' , 72 , 74 the cooler assembly 4th perpendicular to the direction of flow d . According to other embodiments, one or more of the coolers 46 , 70 , 70 ' , 72 , 74 be arranged so that the main extension plane of the cooler is at an angle relative to the flow direction d extends, the angle being in the range of 40-90 degrees.

4th shows a top view of the cooler assembly 4th corresponding 3rd . In 4th is the cooler assembly 4th from the direction of the flow d according to 3rd shown. How out 4th results, the second low-temperature cooler covers 74 a larger proportion of the inlet half 72 ' of the intercooler 72 than that he's the expiration half 72 " covered, again seen in the direction of flow d . In this way, the second low-temperature cooler 74 are used for efficient cooling of a vehicle system, while influencing the cooling efficiency of the charge air cooler 72 is kept low. This is because the second low temperature cooler 74 ' a larger proportion of the inlet half 72 ' , which has a higher temperature than the drain half 72 " , covers and because a larger part of the drain half 72 ' , which is cooler than the inlet half 72 ' , not a radiator 74 opposite, which covers parts of this half.

When comparing with the embodiments shown in the 1 and 2nd are shown, it follows that the cooling efficiency of the charge air cooler 72 is improved because none of the coolers 70 , 70 ' the first low-temperature cooler arrangement 70 , 70 ' in the direction of flow d seen the intercooler 72 covered.

According to the in the 3rd and 4th The exemplary embodiments shown do not cover the low-temperature cooler 74 still the intercooler 72 the first cooler unit 70 the first low-temperature cooler arrangement 70 , 70 ' , again seen in the direction of flow d . As a result, the first low temperature cooler arrangement 70 , 70 ' are used for efficient cooling of a vehicle system, with the cooling efficiency of the intercooler 72 is improved.

5 schematically shows a drive train 1 for a vehicle according to some embodiments. According to the exemplary embodiments shown, the drive train is concerned 1 a hybrid electric powertrain 1 that is set up driving force on the powertrain 1 having the vehicle to transmit. The drivetrain 1 has an internal combustion engine 5 . With the internal combustion engine mentioned here 5 it can be an internal combustion engine, such as a compression ignition engine, such as a diesel engine, or an Otto engine with a spark plug, the Otto engine being set up can work with gas, petrol, alcohol or similar fuels as well as combinations thereof.

The drivetrain 1 has a cooler assembly 4th . The radiator assembly 4th has an engine cooler 46 , an intercooler 72 , a first low-temperature cooler arrangement 70 , 70 ' and a second low temperature cooler 74 . The radiator assembly 4th is designed to be exposed to an air flow that is a flow direction d Has. In this description the wording "flow direction d" can be replaced by the wording "air flow direction d". According to the in 5 The exemplary embodiments shown is the first low-temperature cooler arrangement 70 , 70 ' between the charge air cooler 72 and the engine cooler 46 arranged, seen in the flow direction d . The second low temperature cooler 74 is in front of the charge air cooler 72 arranged, again seen in the direction of flow d , i.e. upstream of the charge air cooler 72 in relation to the flow direction d . The radiator assembly 4th can the embodiments according to the 3rd and 4th correspond. According to other exemplary embodiments, the drive train 1 a cooler assembly 4th according to the embodiments according to the 1 and 2nd exhibit.

The drivetrain 1 has an engine coolant circuit 6 , which is set up to cool the internal combustion engine 5 . The engine coolant circuit 6 includes the engine cooler 46 and a coolant pump 49 that is configured to pump coolant through the engine coolant circuit 6 . The engine cooler 46 is thus able to the internal combustion engine 5 to cool.

The drivetrain 1 has a compressor 73 , which is configured to compress air that is supplied to the internal combustion engine. The compressor 73 may have one or more turbochargers and / or one or more compressors that can be operated by a torque generated by the drive shaft of the internal combustion engine 5 is tapped. The intercooler 72 is set up to cool air that flows through the compressor 73 is compressed.

The drivetrain 1 has a heat recovery system 7 on. According to the exemplary embodiments shown, the waste heat recovery system has an expander 15 , a cooler (condenser) 17th , an expansion tank 83 , a pump 85 for the working medium and a heat collector 81 . The heat collector 81 can also be called a heater or an evaporator. The pump 85 for the working medium is set up for pumping it through the heat recovery system 7 . The heat collector 81 can for example be arranged on or in an exhaust pipe of the internal combustion engine 5 and thereby heat from the exhaust gases of the internal combustion engine 5 into the working medium of the heat recovery system 7 transfer. In the heat collector 81 the working medium is heated to a temperature at which it evaporates from the liquid phase into the gas phase. The gaseous working medium becomes an expander 15 transferred. In the expander 15 the temperature and pressure of the working medium are partially converted into useful work. In the exemplary embodiments shown is a rotor of the expander 15 mechanically with the drive shaft of the internal combustion engine 5 via a transmission 87 connected. According to other embodiments, the expander 15 generate useful work in other ways, such as by driving a generator to generate electrical energy.

The working medium of the waste heat recovery system flows out of the expander 15 in the cooler (condenser) 17th . In the cooler 17th the temperature of the working medium is further reduced and gaseous working medium condenses back into the liquid phase. From the cooler 17th the working medium becomes a heat collector 81 by means of the pump 85 pumped. The expansion tank 83 acts as a reservoir for holding working medium and also acts as a pressure reservoir for the working medium in the waste heat recovery system 7 , whereby the condensation of the working medium is promoted even under operating conditions in which it is more difficult to lower the temperature of the working medium sufficiently.

According to the illustrated embodiments, the drive train 1 an electric drive system 9 , 11 , 13 , which is set up to at least selectively drive force on the drive train 1 having the vehicle to transmit. The first low temperature cooler arrangement 70 , 70 ' is designed to cool a first area 9 , 13 of the electric drive system 9 , 11 , 13 via a first coolant circuit 23 . According to the exemplary embodiments shown, the first area 9 , 13 of the electric drive system 9 , 11 , 13 an electric motor 9 and power electronics 13 . The first low-temperature cooler arrangement is thus in accordance with the exemplary embodiments shown 70 , 70 ' set up to cool the electric motor 9 and power electronics 13 via the first coolant circuit 23 .

The second low-temperature cooler is in accordance with the illustrated exemplary embodiments 74 set up to cool a second area 11 of the electric drive system 9 , 11 , 13 via a second coolant circuit 25th . As shown, the second area contains 11 of the electric drive system 9 , 11 , 13 a battery 11 . The battery 11 supplies the electric motor 9 with electrical energy, the supply with the power electronics 13 is controlled. According to the exemplary embodiments shown, the second low-temperature cooler is 74 set up the battery 11 via the second coolant circuit 25th to cool.

As already explained, the internal combustion engine works 5 and the electric drive system 9 , 11 , 13 rarely at the same time, this applies at least to the simultaneous operation of both systems at a high performance level. According to some embodiments of the present description, the powertrain is 1 set up the internal combustion engine 5 and the electric drive system 9 , 11 , 13 to operate separately. In operating conditions in which the drive train 1 the internal combustion engine 5 operates and the electric drive system 9 , 11 , 13 is inactive by the components 9 , 11 , 13 of the electric drive system generates no heat and accordingly no heat is to be emitted from the first low-temperature cooler arrangement 70 , 70 ' and from the second low temperature cooler 74 . As a result, the engine cooler 46 are used to cool the internal combustion engine 5 and the intercooler 72 can be used to cool compressed air.

According to the exemplary embodiments shown, the cooler (condenser) 17th of the heat recovery system 7 set up by the engine radiator 46 and / or the first low-temperature cooler arrangement 70 , 70 ' and / or the second low-temperature cooler 74 to be cooled. As explained in detail, the powertrain 1 a set of valves 31 , 37 , 61 , 63 that are set up for a selection of the engine cooler 46 and / or the first low-temperature cooler arrangement 70 , 70 ' and / or the second low-temperature cooler 74 as a means of cooling the cooler (condenser) 17th .

According to the exemplary embodiments shown, the cooler (condenser) 17th set up to be cooled by a coolant flowing through a section 21st of the engine coolant circuit 6 flows. The drivetrain 1 has a heat exchanger arrangement 27th , 29 that is set up for heat exchange between the section 21st of the engine coolant circuit 6 and the first and second coolant circuits 23 , 25th . In this way, a powertrain 1 provided that is capable of the first and second coolant circuits 23 , 25th of the electric drive system 9 , 11 , 13 for cooling the cooler 17th of the heat recovery system 7 to use.

The first coolant circuit 23 has a coolant pump 24th , which is set up for pumping coolant through the first coolant circuit 23 . The coolant pump 24th can be driven by an electric motor. As mentioned, the first coolant circuit has 23 the first low temperature cooler arrangement 70 , 70 ' , which is configured to give off heat, that is to say for cooling, of coolant in the first coolant circuit 23 . As further mentioned, the first has low temperature cooler arrangement 70 , 70 ' two coolers 70 , 70 ' arranged in a row. The two coolers 70 , 70 ' can be combined into a cooler with U flow or the like. According to further exemplary embodiments, the first low-temperature cooler arrangement 70 , 70 ' have a cooler. The first coolant circuit is in accordance with the illustrated exemplary embodiments 23 set up to cool a cabin cooler 90 , an electric air compressor system 92 and a cooler 94 in a battery cooling circuit 93 .

As shown, the heat exchanger assembly 27th , 29 a first heat exchanger 27th which is set up for heat exchange between the section 21st of the engine coolant circuit 6 and the first coolant circuit 23 . How 5 shows is the first heat exchanger 27th located upstream of the cooler (condenser) in the section 21st of the engine coolant circuit 6 . This can be done through the section 21st of the engine coolant circuit 6 flowing coolant with the first heat exchanger 27th be further cooled before the coolant passes through the cooler (condenser) 17th flows. The first coolant circuit can thus 23 be used, the cooler (condenser) 17th to cool efficiently.

The first coolant circuit 23 has a first valve 31 . The first valve 31 is set up to adjust the flow of coolant through the first heat exchanger 27th . Furthermore, the first coolant circuit has 23 a first coolant branch 33 . The first heat exchanger 27th is in the first coolant branch 33 of the first coolant circuit 23 arranged. According to the representation in 5 has the first coolant branch 33 a branch entrance 35 downstream of the electric motor and the power electronics 13 . In these embodiments, the first valve 31 a first outlet 31 ' , which is in fluid communication with a return line 34 . The return line 34 is in fluid communication with the cooler assembly 70 , 70 ' such that the first heat exchanger 27th is circumvented. The first valve 31 has a second outlet 31 " , which is in fluid communication with the branch inlet 35 . The first valve 31 is electronically controlled and can be brought into a first state in which the first valve 31 Coolant to the first outlet 31 ' leads and prevents coolant through the second outlet 31 " to flow, and into a second state in which the first valve 31 Coolant to the second Outlet 31 " leads and prevents coolant through the first outlet 31 ' to pour. The first valve 31 can gradually control the flow through the first and second outlets 31 ' , 31 " enable. This allows the flow rate through the first heat exchanger 27th flowing coolant can be finely adjusted.

As explained above, it rarely happens that the internal combustion engine 5 and the electric drive system 9 , 11 , 13 work simultaneously, at least for simultaneous operation at high power levels. In some embodiments of the present description, the powertrain is 1 set up the internal combustion engine 5 and the electric drive system 9 , 11 , 13 to operate separately. Under operating conditions in which the powertrain 1 the internal combustion engine 5 lets work and the electric drive system 9 , 11 , 13 is inactive, the components generate 9 , 11 , 13 of the electric drive system 9 , 11 , 13 no warmth. This ensures that coolant with a low temperature flows through the first coolant circuit 23 the first heat exchanger 27th can be supplied to cool the cooler (condenser) 17th . In operating conditions in which the drive train 1 the electric drive system 9 , 11 , 13 lets work and the internal combustion engine 5 is inactive, the first coolant circuit 23 are used to cool the components 9 , 13 of the electric drive system 9 , 11 , 13 . Under such operating conditions there is no need to cool the cooler (condenser) of the waste heat recovery system because of the internal combustion engine 5 and the heat recovery system 7 are inactive.

According to further exemplary embodiments, the first coolant branch 33 a branch entrance 35 have upstream of the electric motor 9 and power electronics 13 . In this way, heat can be transferred from the section 21st of the engine coolant circuit 6 in the first coolant circuit 23 without the temperature and cooling performance related to the electric motor 9 and power electronics 13 would be significantly affected. This ensures that coolant with a low temperature reaches the first heat exchanger 27th to be led.

According to further exemplary embodiments of the present description, the first valve 31 somewhere else in the first coolant circuit 23 than at the branch entrance 35 of the first coolant branch 33 can be positioned and then all or at least some of the above functions can be realized. For example, the first valve 31 at the branch outlet of the first coolant branch 33 to be ordered.

As mentioned, the second coolant circuit has 25th still the second low temperature cooler 74 which is designed to give off heat, d .H. for cooling coolant in the second coolant circuit 25th . The second coolant circuit 25th has a coolant pump 26 , which is configured to cool coolant through the second coolant circuit 25th . The coolant pump 26 can be powered by an electric motor. In accordance with the exemplary embodiments shown, the heat exchanger arrangement has 27th , 29 a second heat exchanger 29 which is set up for heat exchange between the section 21st of the engine coolant circuit 6 and the second coolant circuit 25th . How out 5 is the second heat exchanger 29 upstream of the cooler (condenser) 17th in the section 21st of the engine coolant circuit 6 arranged. This way, through the section 21st of the engine coolant circuit 6 flowing coolant can be cooled further, with the help of the second heat exchanger 29 before the coolant to the radiator (condenser) 17th flows. Accordingly, the second coolant circuit 25th be used the cooler 17th to cool efficiently.

The second coolant circuit 25th has a second valve 37 . The second valve 37 is set up to adjust the flow of coolant through the second heat exchanger 29 . Furthermore, the second coolant circuit 25th a second coolant branch 29 , the second heat exchanger 29 in the second coolant branch 39 is arranged. The second coolant branch 39 has a branch entrance 41 upstream of the battery 11 and a branch outlet downstream of the battery 11 . This way heat can be drawn from the section 21st of the engine coolant circuit 6 are released into the second coolant circuit 25th without the temperature and cooling performance related to the battery 11 would be significantly restricted.

The second valve is in accordance with the illustrated exemplary embodiments 37 at the branch entrance 41 of the second coolant branch 39 arranged and has a first outlet 37 ' in fluid communication with the cooling devices related to the battery 11 and a second outlet 37 " in fluid communication with the branch inlet 41 of the second coolant branch 39 . As shown, the second valve is 37 electronically controlled and can be brought into a first state in which the second valve 37 Coolant to the first outlet 37 ' leads and prevents coolant through the second outlet 37 " to flow, and into a second state in which the second valve 37 Coolant to the second outlet 37 " leads and prevents coolant through the first outlet 37 ' to pour. The second valve can also 37 be set up for gradual flow control through the first and second outlets 37 ' , 37 " . This allows the flow rate of the coolant flowing through the second heat exchanger 39 flows, to be finely adjusted.

In operating conditions in which the drive train 1 the electric drive system 9 , 11 , 13 operates and the internal combustion engine 5 is inactive, the second valve 37 be placed in positions where there is mainly the coolant flow to the first outlet 37 ' controls. This way the battery 11 with the second coolant circuit 25th be cooled effectively. Is the cooling requirement regarding the battery 11 low, the second valve 37 also be placed in positions where there is coolant flow to the second outlet 37 ' so that controls the battery 11 bypassed in whole or in part. In operating conditions in which the drive train 1 the internal combustion engine 5 lets work and the electric drive system 9 , 11 , 13 is inactive, the second valve 37 be placed in positions where there is mainly coolant flow to the second outlet 37 " leads. In this way the cooler (condenser) 17th of the heat recovery system 7 through the second coolant circuit 25th cooled efficiently.

The second valve 37 can also be located elsewhere in the second coolant circuit 25th than at the branch inlet 41 of the second coolant branch 39 can be arranged and all or at least some of the above functions can still be achieved. For example, the second valve 37 at the branch outlet of the second coolant branch 39 to be ordered.

As stated above, the powertrain has 1 according to the illustrated embodiments, a battery cooling circuit 93 . The battery cooling circuit 93 is provided to control the temperature of coolant in the second coolant circuit 25th lower further. The battery cooling circuit 93 has a compressor 98 , a cooler (condenser) 94 , an expansion valve 95 and an evaporator 96 . The compressor 98 compresses the working medium in the battery cooling circuit 93 . The compressed working medium is in the cooler (condenser) 94 partially cooled. Then the working medium with the expansion valve 95 expands. This significantly reduces the temperature of the working medium. The working medium cools coolant of the second coolant circuit 25th when evaporating in the evaporator 96 . In this way it can be ensured that the battery 11 is adequately cooled even under high loads and in environments with high ambient temperatures.

How 5 shows is the evaporator 96 of the battery cooling circuit 93 upstream of the branch inlet 41 of the second coolant branch 39 arranged. Therefore, the battery cooling circuit 93 can also be used for further cooling of the cooler (condenser) 17th of the heat recovery system 7 . This can cause the condensation of the working medium in the cooler 17th be secured, even with high loads on the internal combustion engine 5 and the heat recovery system 7 .

How 5 still shows the second coolant circuit 25th a heater 44 , which is arranged in a secondary line, which the second low-temperature cooler 74 of the second coolant circuit 25th deals. The stoker 44 can be used to heat coolant of the second coolant circuit 25th for heating the battery 11 , if necessary, such as a cold start in a low temperature environment.

According to the illustrated embodiments, the section 21st of the engine coolant circuit 6 , as defined here, an engine coolant branch 45 of the engine coolant circuit 6 . The engine coolant branch 45 has a branch entrance 47 downstream of the engine cooler 46 and upstream of the coolant inlet 48 of the internal combustion engine 5 . This ensures that coolant with a sufficiently low temperature enters the engine coolant branch 45 to the cooler (condenser) 17th flows.

The engine coolant circuit 6 still has a cooler pipe 51 that is set up coolant to the engine radiator 46 to direct, and a branch line 53 that is set up coolant on the engine radiator 46 to pass by. The engine coolant circuit also has 6 a first valve device 55 on that is set up coolant from a coolant line 57 of the engine coolant circuit 6 to receive and the coolant to the radiator line 51 and to the branch line 53 to lead. The first valve device 55 that is set up coolant from a coolant line 57 of the engine coolant circuit 6 to receive and the coolant to the radiator line 51 and to the branch line 53 to lead. The first valve device 55 can have a conventional thermostat. How 5 shows the coolant line 57 are in fluid communication with a coolant outlet of the internal combustion engine 5 . According to the exemplary embodiments shown, the engine coolant circuit has 6 a second valve device 61 that is set up coolant from the bypass 53 to receive and at least part of the coolant flow from the bypass 53 to branch admission 47 respectively. In a situation in which the first valve device 55 Coolant to the branch line 53 leads, for example, if coolant on the first valve device 55 has a temperature less than a threshold temperature, coolant from the coolant line 57 through the branch line 53 and the second valve device 61 and through the branch inlet 47 in the engine coolant branch 45 flow.

Corresponding 5 the engine coolant circuit 6 a radiator outlet pipe 59 on, which is set up to at least part of the coolant flow from the engine cooler 46 to branch admission 47 to steer. Therefore, if the first valve device 55 Coolant to the radiator line 51 steers, for example when coolant on the first valve device 55 has a temperature higher than a threshold temperature, coolant from the coolant line 57 through the radiator line 51 in the engine cooler 46 and from the engine cooler 46 through the radiator outlet pipe 59 in the engine coolant branch 45 through the branch inlet 47 stream. In this way it can be ensured that coolant with a sufficiently low temperature in the section 21st of the engine coolant circuit 6 is performed, regardless of the opening state of the first valve device 55 .

The engine coolant branch 45 has a branch outlet 47 ' that with an inlet of the coolant pump 49 of the engine coolant circuit 6 connected is. As the illustrated exemplary embodiments show, flows into the branch inlet 47 entering coolant through the second heat exchanger 29 and through the first heat exchanger 27th where the temperature of the coolant through the first and second coolant circuits 23 , 25th can be lowered. Then the coolant flows through the cooler (condenser) 17th of the heat recovery system 7 for cooling and condensing the working medium in the heat recovery system 7 . The coolant is from the radiator 17th to the inlet of the coolant pump 49 of the engine coolant circuit 6 out from where it continues through the engine coolant circuit 6 is pumped.

As shown, the engine coolant branch has 45 a third valve device 63 and a branch bypass 65 what sections of the engine coolant branch 45 connects. The third valve device 63 is controllable to a position in which coolant flow is allowed through the branch bypass 65 to create a separate coolant circuit through the branch bypass 65 and the engine coolant branch 45 to build. According to the exemplary embodiments shown, the third valve device blocks 63 in this position the coolant flow from the branch inlet 47 and instead allows coolant to flow through the branch bypass 65 . As in 2nd can be seen, the engine coolant branch 45 a coolant pump 43 . The coolant pump 43 can pump coolant through the separate coolant circuit that is through the branch bypass 65 and the engine coolant branch 45 is formed. In this way, heat exchange can take place between the cooler (condenser) 17th the heat recovery system and the first and second heat exchangers 27th , 29 , regardless of the rest of the engine coolant circuit 6 and therefore also independent of the cooling of the internal combustion engine 5 .

With these features, the cooler (condenser) 17th are cooled using the first and second coolant circuits 23 , 25th independent of the cooling of the internal combustion engine 5 and there will be different temperatures for the coolant in the engine coolant branch 45 and in the rest of the engine coolant circuit 6 enables. Another result is that it is ensured that the internal combustion engine 5 receives sufficient cooling even when operating under high load.

According to some embodiments of this description, the powertrain has 1 a control unit that is set up to control one or more pumps 24th , 26 , 43 , 85 of the drive train 1 and / or to control the opening states of one or more valves 31 , 37 , 55 , 61 , 63 of the drive train. The control unit can also be set up to control the operation of one or more pumps 24th , 26 , 43 , 85 and / or to control the opening states of one or more valves 31 , 37 , 55 , 61 , 63 depending on the operating state of the internal combustion engine 5 , the heat recovery system 7 and / or the electric drive system 9 , 11 , 13 as well as depending on the current or anticipated cooling requirements of one or more components 5 , 9 , 11 , 13 , 17th of the drive train 1 . With these features, the control unit can select one or more or two or more of the following components: the engine cooler 46 , the first low-temperature cooler arrangement 70 , 70 ' and the second low temperature cooler 74 as coolant for the cooler (condenser) 17th . For the sake of simplicity and clarity, this control unit is shown in FIG 5 not shown.

6 shows a vehicle 3rd according to some embodiments. The vehicle 3rd has a drivetrain 1 according to one of the in 5 illustrated embodiments. The drivetrain 1 is designed to drive the vehicle 3rd over its wheels 99 to provide. How 6 shows is the radiator assembly 4th of the vehicle 3rd in the front area of the vehicle 3rd arranged.

According to the exemplary embodiments shown, the vehicle is concerned 3rd around a truck. According to other exemplary embodiments of the vehicle referred to here 3rd However, it can also be another type of manned or unmanned vehicle, whether for use on water or on land with propulsion, such as a heavy-duty vehicle, a bus, a construction vehicle, a tractor, a car, a ship, a boat or similar.

The above description explains different exemplary embodiments, but it goes without saying that the invention is limited solely by the following claims. A person skilled in the art will recognize that the exemplary embodiments can be modified and that the various features of the exemplary embodiments can be combined to form exemplary embodiments not described here, without leaving the scope of the invention according to the patent claims.

The term “having” or “pointing to” is open and thus includes one or more of the specified features, elements, steps, components or functions and does not exclude that further features, elements, steps, components, functions or There are groups of them.

Claims (16)

Radiator assembly (4) for a vehicle (3), the radiator assembly (4) having: - an engine cooler (46), - A charge air cooler (72), and one or more low-temperature coolers (70, 70 ', 74), the cooler assembly (4) being set up to be exposed to an air flow with a flow direction (d), the charge air cooler (72), viewed in the direction of flow (d), being arranged in front of the engine cooler (46), wherein the charge air cooler (72) has an inlet half (72 ') and an outlet half (72 "), the inlet half (72') being at a higher temperature than the outlet half (72") during operation of the charge air cooler (72), and wherein at least one cooler (70 ', 74) of the one or more low-temperature coolers (70, 70', 74) in the flow direction (d) covers a larger proportion of the inlet half (72 ') than the outlet half (72 "). Radiator assembly (4) according to Claim 1 , wherein the one or more low-temperature coolers (70, 70 ', 74) has or have: - a first low-temperature cooler arrangement (70, 70') and - a second low-temperature cooler (74). Radiator assembly (4) according to Claim 2 , wherein the second low-temperature cooler (74) seen in the flow direction (d) covers the charge air cooler (72). Radiator assembly (4) according to one of the Claims 2 or 3rd , wherein the first low temperature cooler arrangement (70, 70 ') has a first cooler unit (70) and a second cooler unit (70'). Radiator assembly (4) according to Claim 4 , wherein the first cooler unit (70) has a coolant outlet (77) which is in fluid communication with a coolant inlet (77 ') of the second cooler unit (70'). Radiator assembly (4) according to one of the Claims 4 or 5 , wherein the second cooler unit (70 ') covers a larger portion of the inlet half (72') than the outlet half (72 "), viewed in the direction of flow (d). Radiator assembly (4) according to Claim 3 , wherein the first low-temperature cooler arrangement (70, 70 ') is arranged between the charge air cooler (72) and the engine cooler (46), viewed in the direction of flow (d). Drive train (1) for a vehicle (3), the drive train (1) comprising: - an internal combustion engine (5), - a compressor (73), - an electric drive system (9, 11, 13), and - a radiator assembly ( 4) according to one of the Claims 1 to 7 , wherein the engine cooler (46) is set up to cool the internal combustion engine (5), the charge air cooler (72) is set up to cool air which is compressed by the compressor (73), and the one or more low-temperature coolers (70, 70 ', 74) are set up for cooling at least one section (9, 11, 13) of the electric drive system. Drive train (1) according to Claim 8 The drive train (1) is set up to operate the internal combustion engine (5) and the electric drive system (9, 11, 13) separately. Drive train (1) according to one of the Claims 8 or 9 , wherein the drive train (1) according to a radiator assembly (4) Claim 2 The first low temperature cooler arrangement (70, 70 ') is set up to cool a first section (9, 13) of the electric drive system (9, 11, 13) and the second low temperature cooler (74) is set up to cool a second section ( 11) of the electric drive system (9, 11, 13). Drive train (1) according to Claim 10 , wherein the first section (9, 13) of the electric drive system (9, 11, 13) an electric motor (9) and Power electronics (13) and wherein the first low-temperature cooler arrangement (70, 70 ') is set up to cool the electric motor (9) and / or the power electronics (13). Drive train (1) according to Claim 10 or 11 wherein the second section (11) of the electric drive system (9, 11, 13) has a battery (11). Drive train (1) according to one of the Claims 10 to 12 , wherein the drive train (1) further comprises a heat recovery system (7) with an expander (15) and a cooler (17) and wherein the cooler (17) is set up by the engine cooler (46) and / or the first low-temperature cooler arrangement (70, 70 ') and / or the second low-temperature cooler (74) to be cooled. Drive train (1) according to Claim 13 wherein the powertrain (1) further includes a set of valves (31, 37, 61, 63) configured to select one of the following components: the engine cooler (46), the first low temperature cooler arrangement (70, 70 ') and the second low-temperature cooler (74) as coolant of the cooler (17). Drive train (1) according to Claim 13 , wherein the drive train (1) further comprises a set of valves (31, 37, 61, 63) which are set up for a selection of two or more of the following components: the engine cooler (46), the first low-temperature cooler arrangement (70, 70 ') and the second low-temperature cooler (74) as a coolant for the cooler (17). Vehicle (3) with a drive train (1) according to one of the Claims 8 to 15 .

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