DE202013103901U1 - Temperature control arrangement for transmission oil of a motor vehicle - Google Patents

Abstract

Temperature control arrangement for transmission oil of a motor vehicle, comprising an internal combustion engine (2) and a radiator (3) fluidly connecting coolant circuit (4) with a thermostat (5), which is adapted to the internal combustion engine (2) leaving coolant at least partially directly or previously through the radiator (3) back to the internal combustion engine (2), wherein a heat exchanger (14) is provided for heat transfer between the coolant and transmission oil, characterized in that a part of the coolant flowing through the radiator (3) and / or directly flowing in the same direction first through the heat exchanger (14) and then to the internal combustion engine (2) is conductive.

Description

The present invention relates to a temperature control arrangement for transmission oil of a motor vehicle, in particular for an automatic transmission according to the preamble of claim 1.

Transmissions form part of the powertrain of a vehicle. In their arrangement between the engine and drive wheels, they serve the translation between engine speed and the respective drive speed. In addition to manual multi-speed transmissions, these can also be operated automatically. In the form of automatic transmissions, their design ranges from semi-automatic transmissions to automated and converter automatic transmissions through to continuously variable transmissions. Automatic transmissions are sometimes increasingly combined with internal combustion engines as an engine.

As with internal combustion engines, the individual components of automatic transmissions are manufactured in such a way that they mesh ideally within a certain temperature range. Since the temperature of the transmission increases during operation and with increasing load and rotation, the transmission oil contained therein must be cooled. For this purpose, the transmission may be fluid-conductively connected, for example, with a suitable air-oil cooler. Due to the increasing dimensions of today's cooling systems in motor vehicles, these sometimes suffice to be used for cooling the transmission. For this purpose, designed as a water-oil heat exchangers heat exchanger, which are used for heat transfer between the coolant circuit of the engine and the transmission oil.

In this context, the efforts are going to use such a structure for heating the transmission oil in the cold start phase. The aim is to quickly reach the operating temperature to reduce the resistance within the transmission and thus the energy consumption. Since the coolant in the cooling circuit of the internal combustion engine heats up faster than the transmission oil, carried by the heat exchanger, a heat transfer from the coolant to the transmission oil. As a result, the heat exchanger fulfills not only the task of cooling transmission oil, but generally its tempering. With regard to the arrangement of such a heat exchanger and its operation, some embodiments are already known in the prior art.

Thus, according to the DE 103 01 448 A1 the temperature of the transmission oil achieved in that at least two thermostats are provided. One of the thermostats is assigned to a heat exchanger, which serves to exchange heat between the transmission oil and a coolant. Particularly in the cold start phase of the associated internal combustion engine, the other thermostat serves to circulate the coolant only within a small cooling circuit with respect to the internal combustion engine. Thus, the thermostat is opened only after reaching a predetermined temperature of the coolant and allows pressurization of the heat exchanger with heated coolant.

Furthermore, goes from the JP 2004 232 514 A an arrangement for controlling the temperature of transmission oil for an automatic transmission of a motor vehicle forth. The aim is rapid heating of the transmission oil after the start of the engine to reduce fuel consumption in cold start. For this purpose, a heat exchanger is provided, which allows the heat exchange between the cooling water of the internal combustion engine and the transmission oil of the automatic transmission. Furthermore, the arrangement requires a switching valve with a control, wherein the switching valve is arranged on a cooling water inlet of the heat exchanger. The switching valve is designed to switch the inlet of the cooling water into the heat exchanger into between a first and a second cooling water circuit. In this case, correspond to the first cooling water circuit with the cylinder head and the second cooling water circuit with the engine block of the internal combustion engine. The control of the switching valve is such that the heat exchanger for heating the transmission oil with the first cooling water circuit and for cooling the transmission oil with the second cooling water circuit is in fluid communication.

Also the US 2011/0120396 A1 a Temperieranordnung is shown, which has a fluid-connected with a coolant circuit heat exchanger unit. The heat exchanger unit has a heat exchanger part and a valve body coupled to the heat exchanger part. Within the heat exchanger part, a heat exchanger is arranged. The heat exchanger is configured to allow an exchange of heat between transmission oil and a circulating within the coolant circuit coolant. In particular, the valve body is designed to forward the coolant leaving an associated internal combustion engine to a suitable location. For this purpose, a diaphragm is arranged within the valve body, through which the flow of the coolant is controlled as a function of the temperature of the coolant and the transmission oil. Furthermore, a bypass bypassing the heat exchanger part is provided, so that, in particular in the cold start phase, the coolant can circulate back into the internal combustion engine without giving off heat to said heat exchanger from the internal combustion engine via a coolant pump.

The arrangement of the heat exchanger according to the teachings previously shown, a heating of the transmission oil is allowed after the internal combustion engine has reached its operating temperature. Allen all in common is the wait until reaching a predetermined temperature of the coolant before it is used to act on the heat exchanger.

Further teachings provide the parallel heating of the engine and transmission, such as in the US 5,638,774 A described. This discloses a tempering arrangement for transmission oil of an automatic motor vehicle. For this purpose, an internal combustion engine and a cooler are provided, which are fluid-conductively connected together by a coolant circuit. The coolant circuit includes a thermostat downstream of the radiator. The thermostat is designed to at least partially pass a circulating in the coolant circuit coolant through the radiator and / or bypassing the radiator at least partially through a bypass back to the engine. In order to achieve an exchange of heat between the coolant and the transmission oil, a corresponding heat exchanger is also provided. Said heat exchanger is arranged within a bypass bypassing the internal combustion engine. This extends from a section extending between a heat pump and the internal combustion engine to a section of the coolant circuit downstream of the internal combustion engine. As a result, the bypass between the flow and the return of the coolant circuit is arranged, wherein the cooler passing through and the coolant bypassing the coolant before its entry into the internal combustion engine is at least partially passable through the heat exchanger. Subsequently, the coolant leaving the heat exchanger is re-introduced into the coolant circuit after the internal combustion engine.

Also with the US 2008/0276886 A1 is a cooling system for an internal combustion engine has become known, which provides the simultaneous heating of transmission oil. In this case, a coolant circuit of the fluid-conducting connection of an internal combustion engine with a radiator is used. A circulating within the coolant circuit coolant is passed depending on its temperature by means of a thermostat either through the radiator or past this. Furthermore, a heat exchanger is provided which allows an exchange of heat between the coolant and the transmission oil of an automatic transmission coupled to the internal combustion engine. For this purpose, the heat exchanger is arranged within a bypass, which extends between the flow of the coolant to the radiator and the return from the radiator away. The bypass is designed so that it is flowed through together with the heat exchanger depending on the switching state of the thermostat in opposite directions. As a result, the coolant leaving the internal combustion engine, either with the thermostat closed, bypassing the radiator or with the thermostat opened, can be passed through the radiator and then through the heat exchanger back to the internal combustion engine.

The two latter arrangements of the heat exchanger within the coolant circuit, a coupling of the individual phases of the temperature control of coolant and gear oil is achieved. For this purpose, the arrangement of a bypass is proposed, which extends in each case between the flow and the return of the coolant to the radiator and away from it. Due to the large number of required throttles for the targeted guidance of the coolant requires the US 2008/0276886 A1 a relatively expensive structure. Added to this are the correspondingly high material costs and the increased weight of such a configuration. In addition, there is the required direction reversal of the coolant, which requires a precise structure of the line resistances in order to obtain sufficient cooling performance. With a view to a rapid warming of the transmission oil during cold start, the US 5,638,774 A long loss paths until the engine leaving the engine reaches the heat exchanger.

In particular, the warm-up and cooling performance of the coolant with respect to rapid achievement and subsequent maintenance of the operating temperature of the internal combustion engine are influenced by the particular design of such an arrangement. In addition, such a structure should be as simple as possible, yet efficient. Accordingly, the arrangement of a heat exchanger for the transfer of heat between the coolant and gear oil and the operation of such a tempering still provide room for improvement.

Against this background, the invention has the object to improve a temperature control for transmission oil of a motor vehicle and a method for controlling the transmission oil of a motor vehicle to the effect that despite a simple structure of the arrangement and without additional components efficient temperature control of the transmission oil with respect to its rapid heating as well as efficient cooling is possible.

The objective part of this object is achieved by a tempering arrangement for transmission oil of a motor vehicle having the features of claim 1. The procedural part of the problem finds its solution in the measures of claim 6. Further, particularly advantageous embodiments of the invention disclose the respective subclaims.

It should be noted that the features listed in the following description as well as measures in any technically meaningful way can be combined with each other and show other embodiments of the invention. The description additionally characterizes and specifies the invention, in particular in connection with the figures.

According to the invention, a temperature control arrangement for transmission oil of a vehicle, in particular for an automatic transmission of a motor vehicle is shown below. The tempering arrangement comprises an internal combustion engine and a cooler and a heat exchanger. Furthermore, a coolant circuit is provided with a thermostat, which connects the internal combustion engine and the radiator fluid-conducting together. Within the coolant circuit circulates a suitable coolant. The thermostat is configured and arranged within the coolant circuit so that at least a portion of the engine leaving the coolant either directly back to the engine or previously by the radiator and then back to the engine is conductive. In this case, the heat exchanger is fluidly connected to the automatic transmission and the coolant circuit such that a heat transfer between the coolant and the transmission oil is made possible. For this purpose, said heat exchanger is designed as a water-oil heat exchanger.

In relation to the internal combustion engine, this of course has a water jacket, which is arranged at least partially in the wall thereof. The internal combustion engine supplied coolant is thus passed through corresponding cavities and / or channels within the wall of the internal combustion engine. In this case, the coolant in particular removes heat on its way through the wall of the internal combustion engine in order to cool it and to keep it at operating temperature.

According to the invention, the tempering arrangement is designed such that both the proportion of coolant initially flowing through the cooler and then to the internal combustion engine and the proportion of coolant flowing directly back to the internal combustion engine can be conducted at least partially through the heat exchanger. In other words, the said portions of the coolant may be introduced at least partially through the heat exchanger and from there into the internal combustion engine before it is fed to the internal combustion engine. Here, the respective direction of the coolant through the heat exchanger is always the same.

The particular advantage here is the complete connection of the heat exchanger to the return of the coolant circuit. Thus, the engine leaving the coolant on the shortest direct route proportionally enters the heat exchanger, from where it is fed back to the internal combustion engine after passing through it. Also, the coolant flowing through the radiator is thus at least partially directed to the heat exchanger, which it flows through before it is further fed to the internal combustion engine.

In this way, the coolant may initially circulate in the cold start phase, bypassing the radiator by the internal combustion engine and the heat exchanger, whereby a rapid heating of the coolant and the transmission oil is achieved. Said circulation is preferably achieved when the thermostat is closed. If a predetermined temperature is exceeded, the thermostat opens, so that both the heat exchanger and the internal combustion engine are charged with the coolant passing through the radiator. As a result, a temperature decrease of coolant and transmission oil is effected, whereby the internal combustion engine and the automatic transmission are cooled accordingly. According to the invention, this requires no additional control and / or arrangement of components in order to achieve the necessary control of the coolant.

Thanks to this construction, a possible inertia in the temperature control of the transmission oil and the achievement of the operating temperature is reduced to a minimum. Due to the consistent avoidance of additional components and the use of already required and thus existing components, the arrangement is not unnecessarily complicated and weighted more difficult and expensive. Through the targeted connection of the heat exchanger to the lower hose guide, more specifically the return, the direction control of the coolant through the already existing thermostat enough to allow effective heating and cooling of the engine and transmission. As a result of the sufficiently high temperature difference, an effective cooling capacity is thus achieved at high operating temperatures and a rapid warm-up from the cold start.

According to an advantageous development, the temperature control; moreover, the coolant circuit have a bypass. The bypass is provided for the direct return of the engine leaving the coolant. The direct return here means a return of the coolant by the shortest route. For this purpose, the bypass is preferably fluidly connected directly to the thermostat. In this way, leaving the engine and then the thermostat acting on the coolant are at least partially passed directly back to the engine under circumvention of the radiator.

The arrangement of the bypass a structurally small refrigerant circuit is created, which causes a quick circulation of the coolant from the internal combustion engine and back into this, thanks to a short distance. As a result, a rapid heating of the internal combustion engine is made possible from the cold start. The bypass preferably opens into a return line, which is fluid-conductively connected to an input side of the internal combustion engine. In this context, it is provided that the heat exchanger can be arranged parallel to said return line and connected via corresponding connections fluidly connected thereto. Particularly preferred is a downstream of the return line located connection of the heat exchanger of the junction of the bypass in the return line downstream. In this way, the bypass via the return line, in particular via a portion of the return line fluidly connected to the heat exchanger. Thus, the coolant passing through the bypass can simultaneously flow through the return line and at least partially through the heat exchanger. As a result, a rapid heating of the internal combustion engine and the transmission oil and thus of the transmission, in particular of the automatic transmission is thus achieved almost simultaneously.

As a further embodiment of the invention, the arrangement of an interior heater is being considered. This is preferably designed as a gas-coolant heat exchanger. As a result, the interior heater can deliver the heat energy contained in the coolant to the air in the interior of the vehicle. This is achieved by sucking in air from outside the vehicle or from its interior (circulating air) and passing it over or through areas of the interior heater in contact with the coolant. This happens for example via a blower. On the way the air through the interior heater, this absorbs so much of the heat energy before it is finally passed into the interior of the vehicle.

In order to obtain an effective coupling of the interior heater and the internal combustion engine, the thermostat may preferably be connected to the interior heater in a fluid-conducting manner. In this context, it is envisaged that thermostat is also fluidly connected to the radiator. In this way, the thermostat forms a regulated distribution point for the engine leaving the engine and usually heated coolant. In this case, the compounds are preferably selected so that the interior heater, in contrast to the radiator is independent of the heat-regulated switching position of the thermostat. In other words, the thermostat determines the flow rate of the coolant to the radiator and whether it is ever supplied with coolant. Nevertheless, the proportion of the forwarded to the indoor heater coolant is independent of the switching position of the thermostat.

In order to obtain a regulation in relation to the respective flow rate of the coolant initially to the interior heater and directly back to the internal combustion engine, the temperature control arrangement according to the invention can have a check valve in an advantageous embodiment. As a check valve according to the invention is a valve to understand, which is initially directional. In other words, it is designed to allow a fluid flowing through the check valve to pass only in one direction. As a result, an undesirable reversal in direction with respect to the flow direction of the coolant is effectively prevented. Furthermore, said check valve has, for example, a spring-loaded control element. The control element is used to manipulate the flow rate passing through the check valve. In this way, the check valve is able to obtain in addition to the directional specification in particular a dependence of the flow rate of coolant on the flow velocity.

Preferably, said check valve is arranged in or on the thermostat. Particularly preferably, the check valve between the thermostat and the bypass or within the bypass itself is arranged. Advantageously, the check valve is aligned so that the leaving the engine and flowing through the thermostat to the bypass portion flowing coolant can flow into the bypass. In other words, in this case the opposite direction is blocked by the arrangement of the check valve, so that no coolant can get out of the bypass via the thermostat back into the internal combustion engine.

In this way, the check valve is able to manipulate the inlet of the engine leaving the engine coolant into the bypass and the indoor heater depending on its flow rate and / or to control. In this case, due to the arrangement of the check valve with increasing flow velocity of the coolant whose passage through the bypass is increased.

The flow velocity of the coolant may depend in particular on the rotational speed of the internal combustion engine. This is the case in particular when a coolant conveying pump transmits torque with the pump Internal combustion engine is coupled. By increasing the speed of the pump, the flow rate of the coolant then increases accordingly. The check valve may be set to open only at a predetermined flow rate. In combination, or alternatively, the degree of opening of the check valve may be coupled to the flow rate. In other words, with increasing flow speed, more coolant can pass through the check valve.

Typically, at higher engine speeds, more waste heat is available, which can then be used via the coolant in an advantageous manner for heating the transmission oil. Thus, the check valve may remain closed at low speeds due to low coolant flow velocities. As a result, the waste heat which is typically only low in a typical manner can be used primarily for rapid heating of the internal combustion engine.

With a view to the reduction of nitrogen oxides in the exhaust gas of the internal combustion engine, the temperature control arrangement can advantageously include an EGR cooler. Exhaust gas recirculation (EGR) uses the supply of an inert gas to the combustion air in order to obtain a more environmentally friendly emissions. As inert gas, a part of the exhaust gas is used, which is returned to the combustion process. Since the exhaust gas usually has high temperatures, its supply leads to a reduced air mass with correspondingly less atmospheric oxygen. EGR coolers serve to cool the hot exhaust gas before it is returned to the combustion process. In this way, in particular, the proportion of atmospheric oxygen can be increased, which increases the exhaust gas quality due to the improved combustion.

Preferably, said EGR cooler may be arranged downstream of the interior heater. In this position, it is therefore located between the interior heater and the internal combustion engine. In this way, the coolant supplied to the interior heater is first led through the EGR cooler before it enters the internal combustion engine. Since a portion of the heat energy is removed from the coolant via the interior heater, the resulting temperature difference in front of and behind the interior heater can be used to cool the portion of exhaust gas to be recirculated via the EGR cooler.

The previously indicated temperature control arrangement for the transmission oil of a motor vehicle, in particular for an automatic transmission, allows largely without the arrangement of additional components and regulations effective temperature control of the transmission oil. Despite the thus simple construction of the arrangement, an efficient temperature control of the transmission oil with respect to its rapid heating and efficient cooling is made possible. In particular, the arrangement of the heat exchanger used for this purpose on the return of the coolant circuit allows the use of the existing control by the thermostat. Thus, the internal combustion engine and heat exchanger are charged in approximately the same way with cooled or uncooled coolant. This already applies during a cold start, so that within a very short time a rapid and thus advantageous heating of the internal combustion engine and transmission to their respective operating temperature is achieved.

A temperature control of transmission oil of a motor vehicle with a tempering arrangement as described above could look as follows.

For this purpose, the tempering could include an internal combustion engine and a radiator, wherein the internal combustion engine and the radiator could be fluid-conductively connected to each other via a coolant circuit. The coolant circuit could further comprise a thermostat. Said thermostat would then be designed to at least a part of the internal combustion engine leaving coolant either directly back into the engine or previously through the radiator and from there back to the internal combustion engine. The necessary heat transfer between coolant and gear oil could preferably be done by a heat exchanger.

Particularly preferably, a part of the coolant flowing back first through the cooler and / or directly back to the internal combustion engine could first be passed through the heat exchanger before it would be routed back to the internal combustion engine. In this case, the direction of the coolant could advantageously be carried out in the same direction, so that both the flowing directly to the engine coolant and the first flowing through the radiator coolant in each case the same direction would be passed through the heat exchanger.

The resulting advantages are apparent in connection with the previously described inventive tempering, so that reference is made to the previous statements at this point. Incidentally, this also applies to the further advantageous embodiments of the possible method explained below.

In an advantageous development, it could be provided that the thermostat is fluid-conductively connected to a bypass. In this context, the coolant would be proportional by the Bypass passed through and bypassing the radiator directly back to the engine.

According to a continuation of the idea of a possible method, the coolant leaving the internal combustion engine could be routed via the thermostat in each case proportionally both to an indoor heater and, if required, to the cooler.

Particularly preferably, the thermostat could have a check valve to achieve a regulation of the flow rates. Said check valve would then be designed to manipulate the inlet of the engine leaving the coolant in the bypass and the indoor heater depending on its flow rate. In this way could be increased with increasing flow velocity of the coolant whose passage through the bypass and vice versa.

Of course, an EGR cooler could be provided with a view to comply with emission standards and the general environmental aspect. Preferably, this would flow through in its arrangement with coolant, which has previously left the interior heater and is on the way back to the internal combustion engine.

In the following figures, arrangements according to the prior art are shown. Show it

1 a schematic structure of an exemplary ineffective tempering to illustrate the invention,

2 one too 1 alternative construction of an ineffective tempering arrangement to illustrate the invention in a manner of representation,

3 one to the 1 and 2 alternative construction of another ineffective tempering to illustrate the invention in the same way of representation.

Further advantageous details and effects of the invention are explained in more detail below. It shows:

4 a construction according to the invention of a temperature control for transmission oil in contrast to the ineffective examples of 1 to 3 in self-presentation.

It should be emphasized that the in the below described 1 to 3 shown tempering a possible and known in the prior art structure show that require only low effectiveness or a generally complex structure. This opposite is in 4 the inventive design of a tempering shown, as claimed in the invention.

1 is a schematic representation of a possible structure of a tempering 1 refer to. The tempering arrangement 1 serves the tempering of transmission oil of a motor vehicle not shown in detail. As such, the tempering comprises 1 an internal combustion engine 2 and a cooler 3 , Furthermore, a coolant circuit 4 provided, which is composed of different lines. Through said coolant circuit 4 are the internal combustion engine 2 and the radiator 3 fluidly connected to each other.

Inside the coolant circuit 4 circulates a not shown in detail coolant.

The coolant circuit includes a thermostat 5 which is present on the internal combustion engine 2 is arranged. The internal combustion engine 2 has a water jacket not shown in detail, which in a manner not shown by individual areas of a wall of the engine 2 extends. For this purpose, the internal combustion engine has 2 an input side A and an output side B, wherein the flow direction of the coolant through the internal combustion engine 2 passes through from the input side A to the output side B out. The internal combustion engine 2 itself consists of a motor block in the usual way 6 and a cylinder head 7 together. block 6 and cylinder head 7 are in relation to the water jacket of the internal combustion engine 2 correspondingly fluid-conductively connected to one another.

As you can see, the thermostat is 5 on the output side B of the internal combustion engine 2 arranged. In contrast, on the input side A of the internal combustion engine 2 a pump 8th arranged. The pump 8th is formed as a coolant pump, so that they are for conveying the coolant from the input side A to the output side B by the internal combustion engine 2 through it serves. This is the pump 8th in a manner not shown on the internal combustion engine 2 mechanically driven, for example via a belt drive, not shown.

From the thermostat 5 extends a supply line c towards the radiator 3 , The flow direction of the coolant extends from the internal combustion engine 2 to the radiator 3 , Furthermore, there is a thermostat 5 and the input side A of the internal combustion engine 2 a return line 9 arranged, which has a bypass 9a fluid-conducting with the thermostat 5 connected is. The return line 9 puts together with the bypass 9a the shortest Connection for the coolant to be in the form of a small cooling circuit by the internal combustion engine 2 to circulate. Because of the bypass 9a fluid-conducting with the thermostat 5 is connected, the coolant may at least partially, bypassing the radiator 3 directly to the input side A of the internal combustion engine 2 be directed. This sets the return line 9 and the bypass 9a an approximately direct fluid-conducting connection between the output side B in the direction of the input side A of the internal combustion engine 2 There dar. Here is the return line 9 on the input side A of the internal combustion engine with the pump arranged thereon 8th connected.

To the return of the coolant from the radiator 3 towards the internal combustion engine 2 to ensure a cooler return d is still provided. This extends from the radiator 3 to the return line 9 out, wherein the flow direction of the coolant from the radiator 3 to the return line 9 goes. The thermostat 5 is operated temperature-dependent, wherein it varies depending on the temperature of the coolant, the flow of the coolant into the supply line c inside. Especially in the cold start of the engine 2 in which the coolant has ambient temperature, for example, is the thermostat 5 closed with respect to the supply line c. This will make the coolant primary through the bypass 9a through back to the input side A of the internal combustion engine 2 directed. Due to the pumping power of the pump 8th The circulating coolant is then returned to the internal combustion engine 2 directed. This small circuit allows rapid heating of the coolant and at the same time a timely achievement of the operating temperature of the internal combustion engine.

As soon as a certain temperature or a certain temperature range of the coolant is reached, the thermostat opens 5 completely in the direction of supply line c. Consequently, the now heated cooling water passes primarily through the radiator 3 , Due to its cooling capacity, heat is withdrawn from the coolant, so that it with the appropriate temperature difference (.DELTA.T) on the radiator return d back into the return line 9 is directed. From here, the cooled coolant flows primarily via the input side A back to the engine 2 whereby it is cooled or kept within a desired operating temperature range.

As further components are still an oil cooler 10 and a surge tank 11 , an interior heater 12 and an EGR cooler 13 to call. The oil cooler 10 is on the engine block 6 the internal combustion engine 2 arranged where it serves to cool the engine oil, not shown. The expansion tank 11 is inside the coolant circuit 4 arranged. The expansion tank 11 is intended for the storage of coolant and the compensation of any fluctuations in the level of coolant. It also serves as a necessary evasive volume to make room for the expanding in the heated state coolant. For this purpose, the expansion tank 11 via a first equalization line e and a second equalization line f with the thermostat 5 and the radiator 3 connected. In this case, the first compensation line e extends between the thermostat 5 and the expansion tank 11 while the second equalization line f between the radiator 3 and the expansion tank 11 runs. In addition, a third compensation line g is provided, which from the expansion tank 11 to the bypass 9 near the input side A runs.

Interior heater 12 and EGR cooler 13 are inside the coolant circuit 4 arranged one behind the other. Here, a heating line h first extends from the thermostat 5 towards the interior heater 12 , The EGR cooler 13 is downstream of the interior heater 12 arranged, wherein a connecting line i from the indoor heater 12 to the EGR cooler 13 extends. To reach the return of the coolant is the EGR cooler 13 via a drain line j with the return line 9 fluidly connected. Here, the drain line j opens in the vicinity of the input side A in the return line 9 , Looking at the illustration, it becomes clear that the drain line j of the EGR cooler and the third equalizing line g from the expansion tank 11 at a common interface K with the return line 9 fluidly connected.

The structure of the tempering arrangement described so far 1 is in all three 1 to 3 identical. The only difference is the integration of a heat exchanger 14 in the coolant circuit 4 , which is provided for heat transfer between the coolant and a transmission oil in a transmission, not shown in detail, in particular in an automatic operations. As can be seen, has said heat exchanger 14 via an input line l and an output line m, via which the heat exchanger 14 fluid-conducting in the coolant circuit 4 the tempering 1 is involved.

In the present case, the input line l extends from the thermostat 5 towards the heat exchanger 14 , Furthermore, the output line m runs from the heat exchanger 14 to the return line 9 where they are in the area of the interface K with the bypass 9 fluidly connected. The flow direction of the coolant through the heat exchanger 14 thus runs from the thermostat 5 via the input line l and the output line m to the return line 9 , Thus, the heat exchanger 14 between the flow and the return of the coolant circuit 4 arranged.

By this arrangement of the heat exchanger 14 a rapid heating of the transmission oil is achieved because during operation of the internal combustion engine 2 the temperature of the coolant rises rapidly. By arranging the input line l on the thermostat 5 , the heat exchanger 14 flows through directly with the thus heated coolant. The existing heat can be released to a part of the transmission oil. Once the operating temperature of the internal combustion engine 2 is reached, the thermostat opens 5 , For cooling the transmission oil, however, only the relatively hot coolant is on the output side B of the internal combustion engine 2 available because the supply line l no connection to the cooler coolant leading radiator return d has. As a result, only a slight cooling of the transmission oil is possible and an additional cooler necessary.

2 shows the structure of the tempering 1 out 1 where the connection of the heat exchanger 14 is changed. As can be seen, the inlet line is l of the heat exchanger 14 not now with the thermostat 5 but directly with the radiator return d from the radiator 3 fluidly connected. As a result, a good cooling of the transmission oil is possible, since the heat exchanger 14 can be acted upon directly with cooled coolant. However, no rapid heating of the transmission oil in the cold start is possible because of the internal combustion engine 2 heated coolant does not pass through the heat exchanger 14 can be passed through. Even when reaching the operating temperature of the internal combustion engine 2 and opening the thermostat 5 the heat exchanger continues to be charged with cooled coolant.

3 try that out of the 1 and 2 known disadvantages through the use of an additional three-way valve 15 to prevent. For this purpose, the input line l is the 1 and 2 divided into a hot line n and a cold line o. The hot line n extends between the thermostat 5 and the three-way valve 15 , while the cold line o on the radiator return d of the radiator 3 is connected and to the three-way valve 15 goes. Ultimately, this is the three-way valve 15 via a manifold p with the heat exchanger 14 connected. Both hot line n and cold line o and the collecting line p are each fluid-conducting connections.

In this way, in cold start the three-way valve 15 create a connection between the hot line n and the manifold p, so that the heat exchanger 14 already at the beginning of heated cooling water can be acted upon. In contrast, the three-way valve 15 After reaching a certain temperature of the coolant and / or the gear oil adjust a connection between the cold line o and the manifold p, the hot line n is closed. As a result, now cooled coolant from the radiator 3 via its return line d and the cold line o and the collecting line p through the heat exchanger 14 flow through it. As a result, then the transmission oil by heat transfer to the cooled coolant through the heat exchanger 14 be cooled.

The disadvantage here is a relatively complicated structure of the tempering 1 , which also provides additional control by means of the three-way valve 15 requires.

The solution according to the invention starts 4 out. Herein, it is now proposed, the input line l of the heat exchanger 14 also with the return line 9 of the coolant circuit 4 behind the junction of the bypass 9a connect to. For this purpose, the input line l in the region of the output side B of the internal combustion engine 2 to the return line 9 connected fluid-conducting. In this way it is achieved that without additional components an extremely efficient cooling and heating, in other words, the temperature of the transmission oil is achieved. As the heat exchanger 14 now to the switching of the coolant flow through the existing thermostat 5 is coupled, it is traversed with warm coolant as long as the internal combustion engine 2 in cold start. From reaching the operating temperature and the associated switching of the thermostat 5 Both are internal combustion engine 2 as well as heat exchangers 14 with over the radiator 3 flows through cooled coolant.

As already in the 1 to 3 previously seen, the thermostat indicates 5 a check valve 16 on which between thermostat 5 and bypass 9a is arranged. This serves to direct the direction of the coolant, with the coolant only from the thermostat 5 away in the bypass 9a can flow in and not in the opposite direction. In addition, the opening degree of the check valve 16 coupled to the flow rate of the coolant. As a result, at low speed of the internal combustion engine 2 and consequently low pumping power of the pump 8th a maximum flow of the coolant through the heating line h through the indoor heater 12 allows. In contrast, causes a high speed of the internal combustion engine 2 a high pumping capacity of the pump 8th , whereby the check valve 16 due to the high flow velocity of the coolant opens wide and increased backflow through the bypass 9a back to the internal combustion engine 2 is reached. As a result, an increased loading of the heat exchanger 14 achieved with coolant at high speeds, whereby a rapid heating of the transmission oil is possible.

By the typical way in both directions acting thermostat 5 becomes the bypass at high temperatures of the coolant 9a closed and the coolant primarily through the inlet line c to the radiator 3 and passed from this back over the radiator return d. As a result, the temperatures of the coolant in the return are approximately equal to those in the lower line, resulting in a high temperature difference .DELTA.T between the transmission oil and the coolant in the heat exchanger 14 results.

LIST OF REFERENCE NUMBERS

1

Temperature control order

2

Internal combustion engine of 1

3

Cooler of 1

4

Coolant circuit

5

Thermostat in 4

6

Engine block of 2

7

Cylinder head of 2

8th

Pump from 1

9

Return line

9a

bypass

10

oil cooler

11

Expansion tank from 1

12

Interior heater of 1

13

EGR cooler from 1

14

heat exchangers

15

Three-way valve between n, o and p

16

Check valve of 5

A

Input side of 2

B

Exit side of 2

c

Supply line of 4

d

Radiator return from 4

e

first equalization line between 5 and 11

f

second equalization line between 3 and 11

G

third equalization line between 11 and 9

H

Heating cable between 5 and 12

i

Connection line between 12 and 13

j

Drain line between 13 and 9

K

Interface between 9 , g and j

l

Input line from 14

m

Output line of 14

n

Hot line from l

O

Cold line from l

p

Manifold between 15 and 14

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 10301448 A1 [0005]
• JP 2004232514 A [0006]
• US 2011/0120396 A1 [0007]
• US 5638774A [0009, 0011]
• US 2008/0276886 A1 [0010, 0011]

Claims (5)

Temperature control arrangement for transmission oil of a motor vehicle, comprising an internal combustion engine ( 2 ) and a cooler ( 3 ) fluid-conducting connecting coolant circuit ( 4 ) with a thermostat ( 5 ), which is adapted to an internal combustion engine ( 2 ) leaving coolant at least partially directly or previously through the radiator ( 3 ) back to the internal combustion engine ( 2 ), wherein for heat transfer between the coolant and transmission oil, a heat exchanger ( 14 ) is provided, characterized in that a part of the through the radiator ( 3 ) and / or directly returning coolant in the same direction first through the heat exchanger ( 14 ) and then to the internal combustion engine ( 2 ) is conductive. Temperieranordnung according to claim 1, characterized in that the thermostat ( 5 ) with a bypass ( 9a ) fluidly connected to the coolant proportionally, bypassing the radiator ( 3 ) directly back to the internal combustion engine ( 2 ). Temperature control arrangement according to one of the preceding claims, characterized in that the thermostat ( 5 ) with an interior heater ( 12 ) and the radiator ( 3 ) is fluid-conductively connected. Temperature control arrangement according to one of the preceding claims, characterized in that the thermostat ( 5 ) a check valve ( 16 ), which is adapted to the inlet of the internal combustion engine ( 2 ) leaving the coolant in the bypass ( 9a ) and the interior heater ( 12 ) to manipulate depending on its flow velocity, wherein with increasing flow velocity of the coolant whose passage through the bypass ( 9a ) is increased. Temperature control arrangement according to one of the preceding claims, characterized by an EGR cooler ( 13 ), which downstream of the interior heater ( 12 ) between this and the internal combustion engine ( 2 ) is arranged.

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