Method for operating a cooling system, computer program, computer-readable medium, control device, cooling system and vehicle

Abstract

A method (100) of operating a cooling system (1, 1 ') of a vehicle (2) is disclosed. The cooling system (1, 1 ') comprises a first and a second coolant circuit (6, 8). The first coolant circuit (6) comprises: a first coolant pump (10); a conduit section (12) connected to a pump inlet (10 ') of the first coolant pump (10); a starting conduit (18); filling points (75); and a conduit section (p6) located between the filling point (75) and the pump inlet (10 '), the conduit section (p6) being arranged below the pump inlet (10'). The method (100) comprises the steps of, during a stop of the first coolant pump (10), initiating (110) a supply of coolant from the second coolant circuit (8) to the conduit section (12) via the starting conduit (18), and then initiating (120) operation of the first coolant pump (10). The disclosure also relates to a computer program, a computer readable medium (200), a control device (21), a cooling system (1, 1 ') and a vehicle (2).

Description

Technical Field

[0001] The present disclosure relates to a method of operating a cooling system of a vehicle. The present disclosure also relates to a computer program, a computer readable medium, a control device for controlling the operation of a cooling system of a vehicle, a cooling system for a vehicle, and a vehicle comprising the cooling system. Background Art

[0002] Modern vehicles typically comprise several cooling circuits, each of which is arranged to cool one or more vehicle components, such as an internal combustion engine, an electric propulsion system, an electric propulsion motor, power electronics, a propulsion battery, a retarder, a waste heat recovery circuit, etc. Such a cooling circuit typically comprises a coolant pump and one or more radiators, which are arranged to transfer heat from the cooling circuit to the ambient air. The radiator is typically arranged at the front of the vehicle to be subjected to the airflow generated during driving of the vehicle. Furthermore, the radiator may be provided with one or more cooling fans, which are arranged to blow air through the radiator. In this way, an airflow through the radiator can also be generated when the vehicle is traveling at a lower speed or is stationary.

[0003] Preferably, it should be ensured that the cooling circuit is filled with coolant to the desired coolant level before operating the coolant circuit. When assembling the vehicle, the coolant is usually filled after all the parts of the cooling circuit have been assembled. Furthermore, during service, repair and maintenance of the vehicle, the coolant circuit may be at least partially emptied of coolant, which results in air entering the circuit. In addition, coolant leaks may occur, which also results in air entering the circuit.

[0004] Air in the coolant circuit significantly reduces the efficiency of the coolant circuit, partly because air has a much lower specific heat capacity than coolant. Moreover, air inside the coolant circuit may damage components of the coolant circuit. For example, if the coolant pump is operated with an insufficient coolant supply to the pump inlet of the coolant pump, there is a risk of overheating of the bearings of the coolant pump of the coolant circuit. At least partly for this reason, the coolant pump is usually arranged at a lower position in the coolant circuit. In this way, the coolant is fed to the pump inlet of the coolant pump with the help of gravity.

[0005] In order to avoid operation of the coolant circuit with a too low coolant level, manual degassing of the coolant circuit must usually be performed. Manual degassing of the coolant circuit is time-consuming and usually has to be performed by specialists in a workshop. In most cases, the vehicle should not be operated with an insufficient coolant level in the coolant circuit to avoid damage to the coolant system and components cooled by the coolant circuit.

[0006] Technological developments have led to an increase in the number of systems and components installed in vehicles. For example, the current trend towards the electrification of vehicles has significantly increased this number. The use of electric power to drive a vehicle has many advantages, especially in terms of local emissions. Such vehicles include one or more electric motors configured to provide motive power to the vehicle. These types of vehicles can be divided into pure electric vehicles and hybrid electric vehicles. Pure electric vehicles, sometimes referred to as battery electric vehicles, electric-only vehicles and all-electric vehicles, include a pure electric powertrain and do not include an internal combustion engine and therefore do not produce emissions where they are used.

[0007] A hybrid electric vehicle includes two or more different types of power, such as an internal combustion engine and an electric propulsion system. The combination of an internal combustion engine and an electric propulsion system provides advantages with respect to energy efficiency compared to vehicles that use only an internal combustion engine, in part because internal combustion engines are less energy efficient at lower power output levels. In addition, some hybrid electric vehicles are capable of operating in pure electric drive when required, such as when traveling in certain areas requiring low noise levels and / or low emission levels.

[0008] The use of electric drive systems for vehicles is also accompanied by some problems and disadvantages. One problem is the storage of electrical energy in the vehicle. Electrical energy is stored in the vehicle's batteries, and a number of different types of batteries are used, such as lithium-ion batteries, lithium polymer batteries, and nickel metal hydride batteries. Several batteries are needed to ensure sufficient operating range for the vehicle, especially on long-range battery electric trucks and buses.

[0009] Batteries generate heat during charging and discharging. Excessively high and low temperatures can damage the battery and / or shorten the life of the battery. In addition, the battery is less efficient at low and high temperatures. Therefore, vehicles with electric drives include a battery cooling system capable of controlling the temperature of the vehicle's batteries. On heavier vehicles, such as long-range battery electric trucks and buses, the battery cooling system typically includes one coolant loop or branch per battery pack, or one coolant loop or branch per group of battery packs.

[0010] The increased number of systems and components of modern vehicles leads to packaging problems and it is difficult to fit all the components and systems required. Furthermore, the routing of ducts and placement of other parts of the cooling circuit can be problematic.

[0011] Moreover, generally speaking, in today's consumer marketplace, it would be advantageous if a vehicle and its associated components, systems and devices had conditions and / or characteristics suitable for assembly and operation in a cost-effective manner. Summary of the invention

[0012] It is an object of the present invention to overcome or at least alleviate at least some of the above mentioned problems and disadvantages.

[0013] According to a first aspect of the invention, the object is achieved by a method of operating a cooling system of a vehicle, the cooling system comprising a first coolant circuit and a second coolant circuit, the first coolant circuit and the second coolant circuit each being configured to control the temperature of a plurality of components of the vehicle, wherein the cooling system comprises a filling point for filling the first coolant circuit with coolant,

[0014] and wherein the first coolant circuit comprises:

[0015] a first coolant pump configured to pump coolant through the first coolant circuit,

[0016] a conduit section which is connected to a pump inlet of a first coolant pump,

[0017] a starter duct connected to the duct section and to the second coolant circuit, and

[0018] a conduit section which is situated between the filling point and the pump inlet of the first coolant pump,

[0019] wherein the conduit section is arranged below a pump inlet of the first coolant pump as seen relative to the local gravity vector, and

[0020] The method comprises the following steps:

[0021] - during the stoppage of the first coolant pump, the coolant supply from the second coolant circuit via the start-up conduit to the conduit section is started, and then

[0022] - Starting operation of the first coolant pump.

[0023] Since the method comprises the step of starting the supply of coolant from the second coolant circuit via the start-up conduit to the conduit section during the stoppage of the first coolant pump and then starting the operation of the first coolant pump, a method is provided which avoids or at least reduces the need to perform manual degassing of the first coolant circuit. This is because the supply of coolant from the second coolant circuit via the start-up conduit to the conduit section ensures that the pump inlet of the first coolant pump is supplied with coolant before starting the operation of the first coolant pump.

[0024] Furthermore, since the first coolant circuit comprises a conduit section arranged between the filling point and the pump inlet, wherein the conduit section is arranged below the pump inlet of the first coolant pump as seen with respect to the local gravity vector, it cannot be ensured that the pump inlet of the first coolant pump is filled with coolant when the coolant is filled to the filling point of the cooling system. This is because air in the first coolant circuit downstream of the conduit section may create an air lock that prevents the coolant from flowing from the filling point to the pump inlet of the first coolant pump. That is, due to the conduit section arranged below the pump inlet, the coolant is prevented from flowing naturally, i.e. continuously downwardly by gravity from the filling point to the pump inlet. Moreover, the air cannot naturally, i.e. continuously move upwardly from the pump inlet to the filling point, i.e. by gravity.

[0025] However, since the method comprises the step of starting the coolant supply from the second coolant circuit via the starting conduit to the conduit section, it is possible to ensure that the pump inlet of the first coolant pump is supplied with coolant before starting the operation of the first coolant pump, despite the fact that the first coolant circuit comprises the conduit section which is arranged below the pump inlet of the first coolant pump as seen with respect to the local gravity vector.

[0026] Moreover, the method provides for greater freedom in the vertical placement of the first coolant pump relative to other parts of the cooling system, while ensuring that the pump inlet of the first coolant pump is supplied with coolant before the operation of the first coolant pump is initiated. For example, the method provides for a cooling system in which, when the vehicle is in an upright use position on a horizontal surface, the first coolant pump is arranged at a higher position than the coolant level of the second coolant circuit as seen relative to the local gravity vector, while ensuring that the pump inlet of the first coolant pump is supplied with coolant before the operation of the first coolant pump is initiated. In this way, a method is provided that can reduce packaging problems and facilitate the routing and placement of pipes and other parts of the cooling system of the vehicle.

[0027] Furthermore, since the need to perform manual degassing of the first coolant circuit is avoided or at least reduced, a method is provided which has conditions for reducing assembly costs, servicing, repair and maintenance costs, and operating costs of the vehicle. This is because the method provides conditions for filling the first coolant circuit with coolant from the second coolant circuit instead of performing manual degassing of the first coolant circuit.

[0028] Furthermore, a method is provided that can reduce the risk of damage to the first coolant pump and the number of vehicle components that are temperature-controlled by the first coolant circuit. As a further consequence, a method is provided that can reduce the risk of a vehicle stoppage due to insufficient coolant supply to the first coolant pump of the first coolant circuit.

[0029] Therefore, a method is provided which overcomes or at least mitigates at least some of the above problems and disadvantages.Accordingly, the above objects are achieved.

[0030] Optionally, the method further comprises the following steps:

[0031] - During a first time period before the operating step of starting the first coolant pump, the conduit section is supplied with coolant from the second coolant circuit via the start-up conduit.

[0032] Thus, a method is provided that can further reduce the risk of damage to the first coolant pump caused by insufficient coolant supply to the first coolant pump and the number of vehicle components temperature-controlled by the first coolant circuit. Moreover, a method is provided that further reduces the need to perform manual degassing of the first coolant circuit.

[0033] Optionally, the method further comprises the following steps:

[0034] - maintaining operation of the first coolant pump during a second period of time,

[0035] - stopping the operation of the first coolant pump at the end of the second time period, and then

[0036] - Starting a second coolant supply from the second coolant circuit via the start-up conduit to the conduit section.

[0037] Thus, a method is provided that can further reduce the risk of damage to the first coolant pump caused by insufficient coolant supply to the first coolant pump and the number of components of the vehicle that are temperature-controlled by the first coolant circuit. This is because the stopping of the operation of the first coolant pump and the starting of the second coolant supply can ensure that the conduit section and the pump inlet of the first coolant pump are not emptied of coolant during the second time period due to the operation of the first coolant pump. In other words, in this way, it can be ensured that the conduit section and the pump inlet of the first coolant pump are filled with coolant during the operation of the first coolant pump. As a further result, a method is provided that further reduces the need to perform manual degassing of the first coolant circuit.

[0038] Optionally, the method comprises the following steps:

[0039] - During operation of the first coolant pump, a coolant supply is maintained from the second coolant circuit via the start-up conduit to the conduit section.

[0040] Thus, a method is provided that can further reduce the risk of damage to the first coolant pump caused by an insufficient coolant supply to the first coolant pump and the number of components of the vehicle that are temperature-controlled by the first coolant circuit. This is because it can be ensured that the conduit section and the pump inlet of the first coolant pump are filled with coolant during operation of the first coolant pump. As a further result, a method is provided that further reduces the need to perform manual degassing of the first coolant circuit.

[0041] Optionally, the method comprises the following steps:

[0042] - operating the first coolant pump at a reduced pumping rate when coolant is supplied to the conduit section from the second coolant circuit via the start-up conduit.

[0043] Thus, it can be ensured that the conduit section and the pump inlet of the first coolant pump are not emptied of coolant when the first coolant pump is operated. As a result, a method is provided that can further reduce the risk of damage to the first coolant pump and the number of components of the vehicle that are temperature controlled by the first coolant circuit. Furthermore, a method is provided that further reduces the need to perform manual degassing of the first coolant circuit.

[0044] Optionally, the start-up conduit is connected to a pressure portion of the second coolant circuit, and wherein the first coolant circuit comprises a valve controllable between an open state, in which the valve allows coolant to flow through the start-up conduit, and a closed state, in which the valve prevents coolant from flowing through the start-up conduit, and wherein the step of starting the coolant supply from the second coolant circuit via the start-up conduit to the conduit segment comprises the following steps:

[0045] -Control the valve to open state.

[0046] Thus, a method is provided which can reduce the risk of damage to the first coolant pump and the number of components of the vehicle which are temperature-controlled by the first coolant circuit in a simple and cost-effective manner, thereby avoiding the need for a separate pump for pumping coolant from the second coolant circuit via the starter conduit to the conduit section.

[0047] Optionally, the second coolant circuit comprises a second coolant pump, and wherein the priming conduit is connected to a portion of the second coolant circuit downstream of the second coolant pump, and

[0048] Wherein the step of starting the coolant supply from the second coolant circuit to the conduit section comprises the following steps:

[0049] - Operate the second coolant pump.

[0050] Thus, a method is provided which can reduce the risk of damage to the first coolant pump and the number of components of the vehicle which are temperature-controlled by the first coolant circuit in a cost-effective manner, thereby avoiding the need for a separate pump for pumping coolant from the second coolant circuit via the start-up conduit to the conduit section. This is because the method pumps coolant from the second coolant circuit via the start-up conduit to the conduit section using the second coolant pump.

[0051] As a further result, the method allows for a less complex cooling system having conditions and characteristics suitable for manufacture and assembly in a cost effective manner.

[0052] According to a second aspect of the present invention, the purpose is achieved by a computer program comprising instructions, which, when the program is executed by a computer, causes the computer to perform a method according to some embodiments of the present disclosure. Since the computer program comprises instructions, which, when the program is executed by a computer, causes the computer to perform a method according to some embodiments described herein, a computer program is provided, which provides conditions for overcoming or at least alleviating at least some of the above-mentioned disadvantages. Therefore, the above-mentioned purpose is achieved.

[0053] According to a third aspect of the present invention, the purpose is achieved by a computer-readable medium comprising instructions, which, when executed by a computer, causes the computer to perform a method according to some embodiments of the present disclosure. Since the computer-readable medium includes instructions, the instructions cause the computer to perform a method according to some embodiments described herein when the program is executed by the computer, a computer-readable medium is provided, which provides conditions for overcoming or at least alleviating at least some of the above-mentioned shortcomings. Therefore, the above objectives are achieved.

[0054] According to a fourth aspect of the invention, the object is achieved by a control device for controlling the operation of a cooling system of a vehicle, the cooling system comprising a first coolant circuit and a second coolant circuit, the first coolant circuit and the second coolant circuit each being configured to control the temperature of a plurality of components of the vehicle, wherein the cooling system comprises a filling point for filling the first coolant circuit with coolant,

[0055] and wherein the first coolant circuit comprises:

[0056] a first coolant pump configured to pump coolant through the first coolant circuit,

[0057] a conduit section which is connected to a pump inlet of a first coolant pump,

[0058] a starter duct connected to the duct section and to the second coolant circuit, and

[0059] a conduit section which is situated between the filling point and the pump inlet of the first coolant pump,

[0060] wherein the conduit section is arranged below a pump inlet of the first coolant pump as seen relative to the local gravity vector, and

[0061] The control device is configured as follows:

[0062] - during the stoppage of the first coolant pump, the coolant supply from the second coolant circuit via the start-up conduit to the conduit section is started, and then

[0063] - Starting operation of the first coolant pump.

[0064] Since the control device is configured to initiate the step of supplying coolant from the second coolant circuit via the start-up conduit to the conduit section and then starting operation of the first coolant pump during the stoppage of the first coolant pump, a control device is provided that avoids or at least reduces the need to perform manual degassing of the first coolant circuit.

[0065] This is because the coolant supply from the second coolant circuit via the start-up conduit to the conduit section can ensure that the pump inlet of the first coolant pump is supplied with coolant before the operation of the first coolant pump is started.

[0066] Furthermore, since the first coolant circuit comprises a conduit section arranged between the filling point and the pump inlet, wherein the conduit section is arranged below the pump inlet of the first coolant pump as seen with respect to the local gravity vector, it cannot be ensured that the pump inlet of the first coolant pump is filled with coolant when the coolant is filled to the filling point of the cooling system. This is because air in the first coolant circuit downstream of the conduit section may create an air lock that prevents the coolant from flowing from the filling point to the pump inlet of the first coolant pump. That is, due to the conduit section arranged below the pump inlet, the coolant is prevented from flowing naturally, i.e. continuously downwardly by gravity from the filling point to the pump inlet. Moreover, the air cannot naturally, i.e. continuously move upwardly from the pump inlet to the filling point, i.e. by gravity.

[0067] However, since the control device is configured to start the coolant supply from the second coolant circuit via the starting conduit to the conduit section, it can be ensured that the pump inlet of the first coolant pump is supplied with coolant before starting the operation of the first coolant pump despite the fact that the first coolant circuit includes the conduit section which is arranged below the pump inlet of the first coolant pump as seen with respect to the local gravity vector.

[0068] Furthermore, the control device provides for greater freedom in the vertical placement of the first coolant pump relative to other parts of the cooling system, while ensuring that the pump inlet of the first coolant pump is supplied with coolant before the operation of the first coolant pump is initiated. For example, the control device provides for a cooling system in which, when the vehicle is in an upright use position on a horizontal surface, the first coolant pump is arranged at a position higher than the coolant level of the second coolant circuit as seen relative to the local gravity vector, while ensuring that the pump inlet of the first coolant pump is supplied with coolant before the operation of the first coolant pump is initiated. In this way, a control device is provided that can reduce packaging problems and facilitate the routing and placement of pipes and other parts of the cooling system of the vehicle.

[0069] Furthermore, since the need to perform manual degassing of the first coolant circuit is avoided or at least reduced, a control device is provided with conditions for reducing assembly costs, maintenance, repair and maintenance costs, and operating costs of the vehicle. This is because the control device provides conditions for filling the first coolant circuit with coolant from the second coolant circuit instead of performing manual degassing of the first coolant circuit.

[0070] Furthermore, a control device is provided which is capable of reducing the risk of damage to the first coolant pump and the number of vehicle components which are temperature controlled by the first coolant circuit. As a further consequence, a control device is provided which is capable of reducing the risk of a vehicle stoppage due to insufficient coolant supply to the first coolant pump of the first coolant circuit.

[0071] Therefore, a control device is provided which overcomes or at least mitigates at least some of the above problems and disadvantages.Accordingly, the above objects are achieved.

[0072] It should be understood that the various embodiments described for the method can be combined with the control device as described herein. That is, the control device according to the fourth aspect of the present invention can be configured to perform any of the method steps of the method according to the first aspect of the present invention.

[0073] According to a fifth aspect of the invention, the object is achieved by a cooling system for a vehicle, wherein the cooling system comprises a first coolant circuit and a second coolant circuit, the first coolant circuit and the second coolant circuit each being configured to control the temperature of a plurality of components of the vehicle, wherein the cooling system comprises a filling point for filling the first coolant circuit with coolant, and wherein the first coolant circuit comprises:

[0074] a first coolant pump configured to pump coolant through the first coolant circuit,

[0075] a conduit section which is connected to a pump inlet of a first coolant pump,

[0076] a starter duct connected to the duct section and to the second coolant circuit, and

[0077] a conduit section which is situated between the filling point and the pump inlet of the first coolant pump,

[0078] wherein the conduit section is arranged below a pump inlet of the first coolant pump as seen with respect to a local gravity vector when the cooling system is arranged on a vehicle and the vehicle is in an upright use position on a horizontal surface,

[0079] And wherein the cooling system includes a control device according to some embodiments of the present disclosure.

[0080] Since the cooling system comprises a control device according to some embodiments, and the control device is configured to start the coolant supply from the second coolant circuit to the conduit section via the start-up conduit and then start the operation of the first coolant pump during the stoppage of the first coolant pump, a cooling system is provided that avoids or at least reduces the need to perform manual degassing of the first coolant circuit.

[0081] This is because the coolant supply from the second coolant circuit via the start-up conduit to the conduit section can ensure that the pump inlet of the first coolant pump is supplied with coolant before the operation of the first coolant pump is started.

[0082] Furthermore, since the first coolant circuit comprises a conduit section arranged between the filling point and the pump inlet, wherein the conduit section is arranged below the pump inlet of the first coolant pump as seen with respect to the local gravity vector, it cannot be ensured that the pump inlet of the first coolant pump is filled with coolant when the coolant is filled to the filling point of the cooling system. This is because air in the first coolant circuit downstream of the conduit section may create an air lock that prevents the coolant from flowing from the filling point to the pump inlet of the first coolant pump. That is, due to the conduit section arranged below the pump inlet, the coolant is prevented from flowing naturally, i.e. continuously downwardly by gravity from the filling point to the pump inlet. Moreover, the air cannot naturally, i.e. continuously move upwardly from the pump inlet to the filling point, i.e. by gravity.

[0083] However, since the control device of the cooling system is configured to start the coolant supply from the second coolant circuit via the starting conduit to the conduit section, it is possible to ensure that the pump inlet of the first coolant pump is supplied with coolant before starting the operation of the first coolant pump, despite the fact that the first coolant circuit includes the conduit section which is arranged below the pump inlet of the first coolant pump as seen with respect to the local gravity vector.

[0084] Moreover, the cooling system provides for greater freedom in the vertical placement of the first coolant pump relative to other parts of the cooling system, while ensuring that the pump inlet of the first coolant pump is supplied with coolant before the operation of the first coolant pump is initiated. For example, a cooling system is provided, wherein when a vehicle including the cooling system is in an upright use position on a horizontal surface, the first coolant pump can be arranged at a position higher than the coolant level of the second coolant circuit as seen relative to the local gravity vector, while ensuring that the pump inlet of the first coolant pump is supplied with coolant before the operation of the first coolant pump is initiated. In this way, a cooling system is provided that has conditions for reducing packaging problems and facilitating the routing and placement of conduits and other parts of the cooling system.

[0085] Furthermore, since the need to perform manual degassing of the first coolant circuit is avoided or at least reduced, a cooling system is provided with conditions for reducing assembly costs, maintenance, repair and maintenance costs, and operating costs of the vehicle. This is because the cooling system provides conditions for filling the first coolant circuit with coolant from the second coolant circuit instead of performing manual degassing of the first coolant circuit.

[0086] Furthermore, a cooling system is provided that can reduce the risk of damage to the first coolant pump and the number of vehicle components that are temperature-controlled by the first coolant circuit. As a further result, a cooling system is provided that can reduce the risk of vehicle stoppage due to insufficient coolant supply to the first coolant pump of the first coolant circuit.

[0087] Therefore, a cooling system is provided which overcomes or at least mitigates at least some of the above problems and disadvantages.Accordingly, the above objects are achieved.

[0088] Optionally, when the cooling system is arranged on a vehicle and the vehicle is in an upright use position on a horizontal surface, the conduit section includes at least one portion arranged at a position higher than the pump inlet of the first coolant pump as seen relative to the local gravity vector. Thus, a cooling system is provided that can further reduce the risk of damage to the first coolant pump caused by insufficient coolant supply to the first coolant pump and the number of components of the vehicle that are temperature controlled by the first coolant circuit. This is because the at least one portion arranged at a position higher than the pump inlet of the first coolant pump can act as an air trap for trapping air in the conduit section (if any).

[0089] Optionally, the first coolant loop is configured to control the temperature of the plurality of propulsion battery cells. Thus, a cooling system is provided that is capable of controlling the temperature of the plurality of propulsion battery cells while avoiding or at least reducing the need to perform manual degassing of the first coolant loop. Furthermore, a cooling system is provided that is capable of controlling the temperature of the plurality of propulsion battery cells while having conditions that reduce packaging issues and facilitate routing and placement of conduits and other parts of the cooling system.

[0090] Optionally, the second coolant circuit comprises a coolant distribution manifold, and wherein the cooling system comprises at least two further coolant circuits, each of the at least two further coolant circuits being configured to exchange the coolant in the coolant distribution manifold, and wherein the second coolant circuit is a temperature regulating circuit configured to adjust the temperature of the coolant in the coolant distribution manifold. Thus, a cooling system having compact and efficient conditions is provided. Moreover, a cooling system is provided that allows for individual control of the flow rate through each of the at least two further coolant circuits without any significant risk of flow disturbances in the manifold or in the cooling system, such as backflow or zero flow conditions.

[0091] Optionally, the first coolant circuit exchanges coolant in the coolant distribution manifold. Thus, a cooling system with compact and efficient conditions is provided. Moreover, a cooling system is provided that allows for separate control of the flow rate through the first coolant circuit without any significant risk of flow disturbances in the manifold or in the cooling system, such as backflow or zero flow conditions. Furthermore, a cooling system with conditions for degassing the first coolant circuit in an efficient manner via the coolant distribution manifold is provided.

[0092] Optionally, each of the at least two further coolant loops is configured to control the temperature of a respective group of propulsion battery cells. Thus, a cooling system is provided that is capable of controlling the temperature of a plurality of groups of propulsion battery cells in an efficient manner while avoiding or at least reducing the need to perform manual degassing of the first coolant loop. Furthermore, a cooling system is provided that is capable of controlling the temperature of a plurality of groups of propulsion battery cells while having conditions that reduce packaging issues and facilitate routing and placement of conduits and other parts of the cooling system.

[0093] According to a sixth aspect of the present invention, the object is achieved by a vehicle comprising a plurality of first components, a plurality of second components and a cooling system according to some embodiments of the present disclosure, wherein a first coolant circuit is configured to control the temperature of the plurality of first components, and a second coolant circuit is configured to control the temperature of the plurality of second components, and wherein when the vehicle is in an upright use position on a horizontal plane, a conduit portion of the first coolant circuit is arranged below a pump inlet of a first coolant pump as seen relative to a local gravity vector.

[0094] Since a vehicle includes a cooling system according to some embodiments, a vehicle is provided which overcomes or at least mitigates at least some of the above-mentioned problems and disadvantages. Thus, the above-mentioned objects are achieved.

[0095] Optionally, when the vehicle is in an upright use position on a horizontal surface, the plurality of first components are arranged at a higher position than the plurality of second components as seen relative to a local gravity vector. Thus, a vehicle is provided in which each of the plurality of first and second components can be temperature controlled in an efficient manner while avoiding or at least reducing the need to perform manual degassing of the first coolant circuit.

[0096] Further features of, and advantages with, the present invention will become apparent when studying the appended claims and the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0097] Various aspects of the present invention, including particular features and advantages thereof, will be readily understood from the exemplary embodiments discussed in the following detailed description and accompanying drawings, in which:

[0098] Figure 1 schematically illustrates a vehicle according to some embodiments,

[0099] Figure 2 schematically illustrates a cooling system according to some embodiments,

[0100] Figure 3 schematically illustrates a cooling system according to some further embodiments,

[0101] Figure 4 A method of operating a cooling system of a vehicle is schematically illustrated,

[0102] Figure 5a schematically shows a first timeline indicating some of the steps of a method according to some embodiments,

[0103] Figure 5b schematically shows a second timeline indicating some of the steps of the method according to some embodiments, and

[0104] Figure 6 Computer readable media are shown. DETAILED DESCRIPTION

[0105] Aspects of the present invention will now be described more fully. Like reference numerals refer to like elements throughout. For the sake of brevity and / or clarity, well-known functions or constructions need not be described in detail.

[0106] Figure 1A vehicle 2 according to some embodiments of the present disclosure is schematically illustrated. According to the illustrated embodiment, the vehicle 2 is a truck, i.e., a type of heavy vehicle. According to further embodiments, as mentioned herein, the vehicle 2 may be another type of heavy or lighter type of manned or unmanned vehicle for land-based or water-based propulsion, such as a truck, bus, construction vehicle, tractor, car, ship, boat, etc.

[0107] The vehicle 2 includes a powertrain 42. According to the illustrated embodiment, the powertrain 42 is configured to provide power to the vehicle 2 via wheels 47 of the vehicle 2. Moreover, according to the illustrated embodiment, the powertrain 42 includes an electric propulsion motor, wherein the electric propulsion motor is capable of providing power to the vehicle 2 via wheels 47 of the vehicle 2, as well as providing regenerative braking of the vehicle 2. Thus, according to the illustrated embodiment, the electric propulsion motor is capable of operating as a motor as well as a generator. The electric propulsion motor of the vehicle 2 may also be referred to as a vehicle propulsion motor / generator.

[0108] According to the illustrated embodiment, the powertrain 42 of the vehicle 2 is a pure electric powertrain 42, i.e., a powertrain that does not include an internal combustion engine. According to further embodiments, the powertrain 42 of the vehicle 2 may be a so-called hybrid electric powertrain 42 that includes an internal combustion engine in addition to an electric propulsion motor for providing power to the vehicle 2. Moreover, according to further embodiments, the powertrain 42 of the vehicle 2 may include an internal combustion engine as the sole source of electricity for providing power to the vehicle 2.

[0109] exist Figure 1 In FIG. 1 , the vehicle 2 is shown positioned on a flat horizontal surface Hs in the intended use position. Figure 1 , the vertical direction vd of the vehicle 2 is indicated. When the vehicle 2 is positioned on the flat horizontal surface Hs at the intended use position, the vertical direction vd of the vehicle 2 is perpendicular to the flat horizontal surface Hs. Moreover, when the vehicle 2 is positioned on the flat horizontal surface Hs at the intended use position, the vertical direction vd of the vehicle 2 is consistent with the direction of the local gravity vector at the position of the vehicle 2.

[0110] like Figure 1 As can be seen in FIG. 1 , when the vehicle 2 is located in the intended upright use position on the flat horizontal surface Hs, the wheel 47 of the vehicle 2 abuts the flat horizontal surface Hs. The vehicle 2 has a longitudinal direction Id. When the vehicle 2 is positioned on the flat horizontal surface Hs in the intended upright use position, the longitudinal direction Id of the vehicle 2 is parallel to the flat horizontal surface Hs. In addition, the longitudinal direction Id of the vehicle 2 is parallel to the forward moving direction fd of the vehicle 2, and is parallel to the reverse moving direction rd of the vehicle 2. The reverse moving direction rd of the vehicle 2 is opposite to the forward moving direction fd of the vehicle 2. In addition, in FIG. Figure 1, a horizontal plane hp is indicated. The horizontal plane hp is parallel to the horizontal surface Hs and is therefore also parallel to the longitudinal direction Id of the vehicle 2 when the vehicle 2 is in an upright use position on the horizontal surface Hs.

[0111] The vehicle 2 includes a plurality of first components b1' to b3' and a plurality of second components b1 to b5 and a cooling system 1, 1'. As further explained herein, the cooling system 1, 1' of the vehicle 2 is configured to control the temperature of the plurality of first components b1' to b3' and the plurality of second components b1 to b5. According to the illustrated embodiment, the plurality of first components b1' to b3' form part of a first propulsion battery pack 61, and the plurality of second components b1 to b5 form part of a second propulsion battery pack 62, wherein each of the first propulsion battery pack 61 and the second propulsion battery pack 62 is configured to provide power to an electric propulsion motor of a powertrain 42 of the vehicle 2.

[0112] According to further embodiments, each of the plurality of first components b1' to b3' and the plurality of second components b1 to b5 may be or may form part of another type of system or component of the vehicle 2, such as an internal combustion engine, an electric propulsion system, an electric propulsion motor, power electronics equipment, a propulsion battery, a retarder, a waste heat recovery circuit, or the like.

[0113] like Figure 1 As seen in FIG. 1 , according to the illustrated embodiment, when the vehicle 2 is in an upright use position on a horizontal surface Hs, as seen with respect to a local gravity vector gv, the plurality of first components b1′ to b3′ are arranged at positions higher than the plurality of second components b1 to b5 on the vehicle 2. In other words, as seen with respect to a vertical direction vd of the vehicle 2, the plurality of first components b1′ to b3′ are arranged at positions higher than the plurality of second components b1 to b5 on the vehicle 2.

[0114] In more detail, according to the illustrated embodiment, as seen with respect to the forward moving direction fd of the vehicle, the first propulsion battery pack 61 including the plurality of first components b1′ to b3′ is arranged behind the cab 64 of the vehicle 2 and in front of the cargo hold 65 of the vehicle 2. As seen with respect to the forward moving direction fd of the vehicle 2, the first propulsion battery pack 61 may be attached to the frame 66 of the vehicle 2 at a position close to and behind the cab 64.

[0115] Moreover, according to the illustrated embodiment, the second propulsion battery pack 62 is attached to the frame 66 of the vehicle 2 at a position below the cargo hold 65 of the vehicle 2 as seen relative to the vertical direction vd of the vehicle 2. According to further embodiments, the first battery pack 61 and the second battery pack 62 may each be arranged at a different location from the vehicle 2. Figure 1 , and / or may be attached to vehicle 2 in another manner than described above.

[0116] Figure 2 A cooling system 1 according to some embodiments of the present disclosure is schematically shown. The cooling system 1 includes a first coolant circuit 6 and a second coolant circuit 8, each of which is configured to control the temperature of a plurality of components b1', b2', b3', b1 to b5 of a vehicle. The vehicle may be according to Figure 1 In other words, Figure 1 The vehicle 2 shown in FIG. 1 may include a Figure 2 Therefore, in the following, if not otherwise indicated, reference is made to Figure 1 to Figure 2 .

[0117] In more detail, according to the illustrated embodiment, the first coolant circuit 6 of the cooling system 1 is configured to control the temperature of a plurality of first components b1', b2', b3', and the second coolant circuit 8 of the cooling system 1 is configured to control the temperature of a plurality of second components b1 to b5 of the vehicle 2. For reasons of brevity and clarity, the reference numerals of the plurality of first components b1', b2', b3' are abbreviated as b1' to b3' in some places herein.

[0118] According to the embodiment shown, the plurality of first components b1' to b3' are a plurality of groups b1' to b3' of propulsion battery cells 4. In other words, according to the embodiment shown, the first coolant circuit 6 is configured to control the temperature of the plurality of groups b1' to b3' of propulsion battery cells 4. Figure 2 In the drawings, for reasons of brevity and clarity, reference numeral “ 4 ” is indicated only at a group of b1 ′ propulsion battery units 4 provided with reference numeral “ b1 ′”.

[0119] Furthermore, each group of propulsion battery cells 4 b1 ' to b3' may form part of a propulsion battery pack, such as according to Figure 2 That is, according to the embodiment shown in Figure 2 In the embodiment shown in FIG. 1 , each group of b1 'to b3 'propelling battery cells 4 is formed Figure 1 , wherein each group of propulsion battery cells 4 b1' to b3' is configured to supply power to a propulsion motor of the vehicle 2. According to further embodiments, a group of propulsion battery cells 4 b1' to b3' as mentioned herein may include battery cells 4 of two or more propulsion battery groups, battery cells 4 of a propulsion battery group having a specific voltage, battery cells 4 of a part of a propulsion battery group, etc.

[0120] Furthermore, according to the embodiment shown, the plurality of second components b1 to b5 are a plurality of groups b1 to b5 of propulsion battery cells 4. In other words, according to the embodiment shown, the second coolant circuit 8 is configured to control the temperature of the plurality of groups b1 to b5 of propulsion battery cells 4. Each group b1 to b5 of propulsion battery cells 4 may form part of a propulsion battery pack, such as according to Figure 2 That is, according to the embodiment shown in Figure 2 In the embodiment shown in FIG. 1 , each group of b1 to b5 pushes the battery cells 4 to form Figure 1 According to further embodiments, a group of b1 to b5 propulsion battery cells 4 as mentioned herein may include battery cells 4 of two or more propulsion battery groups, battery cells 4 of a propulsion battery group having a specific voltage, battery cells 4 of a portion of a propulsion battery group, etc.

[0121] The cooling system 1 comprises a filling point 75 for filling the first coolant circuit 6 with coolant. That is, in more detail, according to the embodiment shown, the cooling system 1 comprises an expansion vessel 73, which is fluidically connected to each of the first coolant circuit 6 and the second coolant circuit 8. The expansion vessel 73 is arranged to handle differences in coolant volume in the cooling system 1, namely in the first coolant circuit 6 and the second coolant circuit 8, respectively. According to further embodiments, the expansion vessel may be fluidically connected only to the first coolant circuit 6.

[0122] According to the embodiment shown, the filling point 75 as referred to herein is a filling opening of the expansion vessel 73. The filling opening is covered by an expansion vessel cap, which can be removed when filling the first coolant circuit 6 with coolant. Because the filling point 75 according to the embodiment shown is a filling opening of the expansion vessel 73, the filling point 75 can be used to fill coolant into each of the first coolant circuit 6 and the second coolant circuit 8. According to further embodiments, the filling point 75 as referred to herein can be another type of filling point for filling the first coolant circuit 6 with coolant, such as another type of opening or a valve assembly.

[0123] The first coolant loop 6 includes a first coolant pump 10 configured to pump coolant through the first coolant loop 6. The first coolant loop 6 also includes a first heat exchanger 23' in the form of a radiator configured to transfer heat from the first coolant loop 6 to ambient air. The first heat exchanger 23' can be arranged at a front section of a vehicle 2 including the cooling system 1 to be subjected to airflow during movement of the vehicle 2 in the forward moving direction fd. Moreover, the cooling system 1 can include a fan assembly 68' configured to selectively generate airflow through the first heat exchanger 23'. In addition, according to the illustrated embodiment, the first coolant loop 6 includes a thermostat assembly 69' and a bypass line 71' bypassing the first heat exchanger 23', wherein the thermostat assembly 69' is configured to direct the coolant to the first heat exchanger 23' or to the bypass line 71', for example, based on the temperature of the coolant in the first coolant loop 6.

[0124] The second coolant loop 8 includes a second coolant pump 24 configured to pump coolant through the second coolant loop 8. The second coolant loop 8 also includes a second heat exchanger 23' in the form of a radiator configured to transfer heat from the second coolant loop 8 to ambient air. The second heat exchanger 23 can be arranged at a front section of a vehicle 2 including the cooling system 1 to be subjected to airflow during movement of the vehicle 2 in the forward moving direction fd. Moreover, the cooling system 1 can include a fan assembly 68 configured to selectively generate airflow through the second heat exchanger 23. In addition, according to the illustrated embodiment, the second coolant loop 8 includes a thermostat assembly 69 and a bypass line 71 that bypasses the first heat exchanger 23, wherein the thermostat assembly 69 is configured to direct the coolant to the second heat exchanger 23 or to the bypass line 71, for example, based on the temperature of the coolant in the second coolant loop 8.

[0125] The first coolant pump 10 includes a pump inlet 10'. The pump inlet 10' of the first coolant pump 10 as referred to herein is a structural part of the first coolant pump 10. The first coolant pump 10 is configured to pump coolant from the pump inlet 10' to a pump outlet of the first coolant pump 10 during operation. The pump outlet of the first coolant pump 10 is fluidly connected to a plurality of first components b1' to b3' of the vehicle 2. For reasons of brevity and clarity, the pump outlet of the first coolant pump 10 is shown in FIG. Figure 2 No reference numerals are used to indicate the components.

[0126] The first coolant circuit 6 further comprises a conduit section 12 connected to a pump inlet 10' of the first coolant pump 10. Furthermore, the first coolant circuit 6 comprises a starter conduit 18 connected to the conduit section 12 and to the second coolant circuit 8. The starter conduit 18 as mentioned herein may be included in the cooling system 1.

[0127] exist Figure 2 In FIG. 1 , the cooling system 1 is shown arranged on a vehicle 2 , wherein the vehicle 2 is located in an upright use position on a horizontal surface Hs. Figure 2 The horizontal plane hp shown in Figure 1 The horizontal plane hp is shown in FIG. Figure 2 The local gravity vector gv shown in Figure 1 The local gravity vector gv is shown in FIG. As referred to herein, the local gravity vector gv represents the local gravity vector gv at the location of the cooling system 1. The horizontal plane hp is perpendicular to the local gravity vector gv, i.e., the normal of the horizontal plane hp is parallel to the local gravity vector gv. The components of the cooling system 1 are configured to be mounted at the intended mounting position on the vehicle 2. Figure 2 , the components of the cooling system 1 are shown in positions corresponding to their intended installation positions.

[0128] like Figure 2 As can be seen in FIG. 1 , the second coolant circuit 8 does not comprise a conduit section which is arranged below the second coolant pump 24 as seen with respect to the local gravity vector gv in the flow path starting from the filling point 75 and the second coolant pump 24. In this way, it is ensured that when coolant is filled into the filling point 75 of the cooling system 1, the pump inlet of the second coolant pump 24 is filled with coolant.

[0129] However, if Figure 2 , the first coolant circuit 6 comprises a conduit portion p6 in the flow path between the filling point 75 and the pump inlet 10' of the first coolant pump 10, wherein the conduit portion p6 is arranged below the pump inlet 10' of the first coolant pump 10 as seen with respect to the local gravity vector gv. Since the conduit portion p6 is located between the filling point 75 and the pump inlet 10' and is arranged below the pump inlet 10' of the first coolant pump 10, when coolant is filled into the filling point 75 of the cooling system 1, it cannot be ensured that the pump inlet 10' of the first coolant pump 10 is filled with coolant.

[0130] This is because the air in the first coolant circuit 6 downstream of the conduit portion p6 may create an air lock that prevents the coolant from flowing from the filling point 75 to the pump inlet 10' of the first coolant pump 10. That is, due to the conduit portion p6 arranged below the pump inlet 10' of the first coolant pump 10, the coolant is prevented from flowing continuously downward from the filling point 75 to the pump inlet 10' of the first coolant pump 10 naturally, i.e., by gravity. Moreover, the air cannot move continuously upward from the pump inlet 10' of the first coolant pump 10 to the filling point 75 naturally, i.e., by gravity. In addition, the first coolant circuit 6 does not include other conduits in which the coolant can flow continuously downward from the filling point to the pump inlet 10' naturally, i.e., by gravity, or conduits in which the air can move continuously upward from the pump inlet 10' to the filling point 75 naturally, i.e., by gravity. Therefore, filling the coolant to the filling point 75 using the subsequent operation of the pump inlet 10' of the first coolant pump 10 may not result in complete filling and degassing of the first coolant circuit 6.

[0131] exist Figure 2 , when the cooling system 1 is arranged on the vehicle 2 and the vehicle 2 is positioned in an upright use position on a horizontal surface Hs, the filling point 75 and the expansion vessel 73 including the filling point 75 are arranged above the pump inlet 10' of the first coolant pump 10 as seen with respect to the local gravity vector gv. However, the air lock can prevent the coolant from flowing from the filling point 75 to the pump inlet 10' of the first coolant pump 10 in the manner described above, regardless of whether the filling point 75 and / or the expansion vessel 73 are arranged above or below the pump inlet 10' of the first coolant pump 10 as seen with respect to the local gravity vector gv. This is because the entire portion of the first coolant circuit 6 above the pump inlet 10' of the first coolant pump 10 is a closed circuit portion and because the first coolant circuit 6 does not include other conduits in which the coolant can naturally, i.e., by gravity, continuously flow downward from the filling point to the pump inlet 10', or conduits in which air can naturally, i.e., by gravity, continuously move upward from the pump inlet 10' to the filling point 75.

[0132] The feature that the conduit portion p6 is located between the filling point 75 and the pump inlet 10 ′ of the first coolant pump 10 means that the conduit portion p6 is located, ie, arranged, in the flow path between the filling point 75 and the pump inlet 10 ′ of the first coolant pump 10 .

[0133] The feature that the conduit portion p6 is arranged below the pump inlet 10' of the first coolant pump 10 as seen with respect to the local gravity vector gv means that when the cooling system 1 is arranged on the vehicle 2 and the vehicle 2 is in an upright use position on a horizontal surface Hs, the conduit portion p6 is arranged below the first coolant pump 10 as seen with respect to the local gravity vector gv. This is because according to the illustrated embodiment, the pump inlet 10' of the first coolant pump 10 is a structural part of the first coolant pump 10.

[0134] Moreover, the feature that the conduit portion p6 is arranged below the first coolant pump 10 as seen relative to the local gravity vector gv when the cooling system 1 is arranged on the vehicle 2 and the vehicle 2 is in an upright use position on the horizontal surface Hs means that the conduit portion p6 is arranged below the first coolant pump 10 as seen relative to the vertical direction vd of the vehicle 2.

[0135] like Figure 2 As can be seen in FIG. 1 , according to the illustrated embodiment, when the cooling system 1 is arranged on the vehicle 2 and the vehicle 2 is in an upright use position on a horizontal surface Hs, as seen relative to the local gravity vector gv, the pump inlet 10′ of the first coolant pump 10 is arranged at a position higher than the coolant level L1 of the second coolant circuit 8. The coolant level L1 of the second coolant circuit 8 as referred to herein may be an expected coolant level L1 of the second coolant circuit 8, i.e., a coolant level L1 at which the second coolant circuit 8 is expected to be filled with coolant before the second coolant circuit 8 is operated.

[0136] The feature that the pump inlet 10' of the first coolant pump 10 is arranged at a position higher than the coolant level L1 of the second coolant circuit 8 means that when the cooling system 1 is arranged on the vehicle 2 and the vehicle 2 is in an upright use position on the horizontal surface Hs, the first coolant pump 10 is arranged at a position higher than the coolant level L1 of the second coolant circuit 8. This is because according to the illustrated embodiment, the pump inlet 10' of the first coolant pump 10 is a structural part of the first coolant pump 10.

[0137] Moreover, the feature that the pump inlet 10' of the first coolant pump 10 is arranged at a position higher than the coolant liquid level L1 of the second coolant circuit 8 when the cooling system 1 is arranged on the vehicle 2 and the vehicle 2 is located in an upright use position on the horizontal surface Hs means that, as seen in the vertical direction vd relative to the vehicle 2, the pump inlet 10' of the first coolant pump 10 is arranged at a position higher than the coolant liquid level L1 of the second coolant circuit 8.

[0138] The cooling system 1 further comprises a control device 21. As further explained herein, the control device 21 is configured to start the supply of coolant from the second coolant circuit 8 to the conduit section 12 via the starting conduit 18 during the stoppage of the first coolant pump 10, and then start the operation of the first coolant pump 10. In this way, the need to perform manual degassing of the first coolant circuit 6 is avoided or at least reduced. Moreover, the control performed by the control device 21 of the cooling system 1 provides conditions for greater freedom in the vertical placement of the first coolant pump 10 with respect to other parts of the cooling system 1, while ensuring that the pump inlet 10' of the first coolant pump 10 is supplied with coolant before the operation of the first coolant pump 10 is started. As an example, due to the control performed by the control device 21 of the cooling system 1, the first coolant pump 10 is allowed to be arranged above the coolant level L1 of the second coolant circuit 8 without the risk of insufficient coolant supply to the pump inlet 10' of the first coolant pump 10 during the start-up of the first coolant pump 10.

[0139] According to the embodiment shown, the starting conduit 18 is connected to the pressure portion 20 of the second coolant circuit 8. The expression pressure portion 20 means that the fluid pressure of the pressure portion 20 is higher than the average fluid pressure in the second coolant circuit 8. According to the embodiment shown, the starting conduit 18 of the cooling system 1 is connected to the pressure portion 20 of the second coolant circuit 8 downstream of the second coolant pump 24. In more detail, according to the embodiment shown, during operation of the second coolant pump 24, as seen with respect to the coolant flow direction in the second coolant circuit 8, the pressure portion 20 is located downstream of the second coolant pump 24 and upstream of the plurality of second components b1 to b5.

[0140] Furthermore, according to the embodiment shown, the cooling system 1 comprises a valve 22 controllable between an open state, in which the valve 22 allows the coolant to flow through the starting conduit 18, and a closed state, in which the valve 22 prevents the coolant from flowing through the starting conduit 18. According to the embodiment shown, the control device 21 is configured to start the coolant supply from the second coolant circuit 8 via the starting conduit 18 to the conduit section 12 by controlling the valve 22 to the open state.

[0141] Furthermore, according to the embodiment shown, the control device 21 is configured to start the coolant supply from the second coolant circuit 8 to the conduit section 12 by operating the second coolant pump 24. However, according to other embodiments, the second coolant pump 24 may be operated by a different coolant pump. Figure 2 Another device, apparatus or system operation of the control device 21 depicted in FIG.

[0142] Thus, due to these features, when the second coolant pump 24 is operating and the valve 22 is in the open state, the conduit section 12 can be filled with coolant from the second coolant circuit 8 via the priming conduit 18 by the pumping action of the second coolant pump 24 of the second coolant circuit 8 .

[0143] exist Figure 2 In FIG. 1 , a second liquid level L2 and a third liquid level L3 are indicated. The second liquid level L2 indicates the vertical height of the pump inlet 10 ′ of the first coolant pump 10 , i.e., the vertical height of the pump inlet 10 ′ relative to the local gravity vector gv when the vehicle 2 is in an upright use position on a horizontal surface Hs. Figure 2 As can be seen in FIG. 8 , the second liquid level L2 is higher than the coolant level L1 of the second coolant circuit 8 , as can be seen relative to the vertical direction vd of the vehicle 2 .

[0144] According to the embodiment shown, when the cooling system 1 is arranged on the vehicle 2 and the vehicle 2 is in an upright use position on a horizontal surface Hs, the conduit section 12 includes at least one portion 12b which is arranged at a higher position than the pump inlet 10' of the first coolant pump 10 as seen relative to the local gravity vector gv. Figure 2 The third liquid level L3 in indicates the vertical height of the top portion of the at least one portion 12b of the conduit section 12. Since the at least one portion 12b is arranged at a higher position than the pump inlet 10' of the first coolant pump 10 as seen with respect to the vertical direction vd of the vehicle 2, the at least one portion 12b can act as an air trap for trapping air (if any) in the conduit section 12b even after the conduit section 12 has been filled with coolant via the starting conduit 18.

[0145] The conduit section 12 further comprises a main portion 12a arranged between the at least one portion 12b and the pump inlet 10' of the first coolant pump 10. The main portion 12a of the conduit section 12 is arranged at and below the second liquid level L2 mentioned above. According to the embodiment shown, the starting conduit 18 is connected to the main portion 12a of the conduit section 12. However, according to other embodiments, the starting conduit 18 may be connected to another portion of the conduit section 12.

[0146] Furthermore, according to the embodiment shown, the first coolant pump 10 is a centrifugal pump, ie a coolant pump which allows a coolant flow through the pump also when it is stationary.

[0147] During the coolant filling procedure from the second coolant circuit 8 via the start-up line 18 to the line section 12, air can pass through the first coolant pump 10 and the line section 12 of the first coolant circuit 6 can be filled with coolant. Figure 2Thus, during this coolant filling procedure from the second coolant circuit 8 via the start-up conduit 18 to the conduit section 12, the coolant can be pumped to the conduit section 12 using the second coolant pump 24 and into a portion of the outlet conduit of the first coolant pump 10 through the first coolant pump 10 to reach Figure 2 The liquid level indicated in L3.

[0148] In this state, at least one section 12b of the conduit section 12, the main section 12a of the conduit section 12 and a portion of the outlet pipe of the first coolant pump 10 are filled with coolant to Figure 2 In this way, the operation of the first coolant pump 10 can be started without the risk of insufficient coolant supply to the pump inlet 10' of the first coolant pump 10. Moreover, during the filling procedure and when the operation of the first coolant pump 10 has been started, any remaining air (if any) can be trapped in at least one section 12b of the conduit section 12.

[0149] Figure 3 A cooling system 1' according to some further embodiments of the present disclosure is schematically shown. The cooling system 1 comprises a first coolant circuit 6 and a second coolant circuit 8, each of which is configured to control the temperature of a plurality of components b1' to b3', b1 to b5 of a vehicle. The vehicle may be according to Figure 1 In other words, Figure 1 The vehicle 2 shown in FIG. 1 may include a Figure 3 Therefore, in the following, if not otherwise indicated, reference is made to Figure 1 and Figure 3 .

[0150] according to Figure 3 In the embodiment shown in FIG. 1 , the second coolant circuit 8 of the cooling system 1 ′ comprises a coolant distribution manifold 50. Furthermore, the cooling system 1 ′ comprises at least two further coolant circuits c1 to c5 each configured to exchange the coolant in the coolant distribution manifold 50. In addition, as explained in more detail below, according to Figure 3 In the embodiment shown in FIG. 8 , the second coolant circuit 8 is a temperature regulating circuit configured to adjust the temperature of the coolant in the coolant distribution manifold 50 .

[0151] Figure 3The cooling system 1' shown in is configured to adjust the temperature of a plurality of groups b1' to b3', b1 to b5' of propulsion battery cells 4. For reasons of brevity and clarity, the reference numerals of these groups b1', b2', b3', b1, b2, b3, b4, b5' of propulsion battery cells 4 are abbreviated as "b1' to b3', b1 to b5" in some places herein. Each group b1' to b3', b1 to b5' of propulsion battery cells 4 is configured to supply power to a propulsion motor of a vehicle 2 including the propulsion battery groups b1 to b5. Figure 3 In the embodiment shown, for reasons of simplicity and clarity, reference numeral "4" is indicated only at the propulsion battery b1 provided with reference numeral "b1". According to the embodiment shown, the cooling system 1' is configured to adjust the temperature of eight groups b1' to b3', b1 to b5' of propulsion battery cells 4.

[0152] According to an embodiment herein, the cooling system 1' comprises at least two additional coolant circuits c1, c2, c3, c4, c5, each configured to control the temperature of a corresponding group b1 to b5 propulsion battery cells 4. For reasons of brevity and clarity, the reference numerals of the additional coolant circuits c1, c2, c3, c4, c5 are abbreviated as "c1 to c5" in some places herein. According to the embodiment shown, the cooling system 1' comprises five additional coolant circuits c1 to c5, each configured to cool a corresponding group b1 to b5 propulsion battery cells 4. As indicated herein, the cooling system 1' may comprise another plurality of additional coolant circuits c1 to c5, such as three, four, six, seven, eight, nine, ten, etc., wherein each additional coolant circuit c1 to c5 is configured to cool a corresponding group b1 to b5 propulsion battery cells 4.

[0153] Each group of propulsion battery cells b1 to b5 4 may form part of a propulsion battery pack, such as Figure 3 That is, according to the embodiment shown in Figure 3 In the embodiment shown in FIG. 1 , each group of b1 to b5 pushes the battery cells 4 to form Figure 1 According to further embodiments, a group of b1 to b5 propulsion battery cells 4 as mentioned herein may include battery cells 4 of two or more propulsion battery groups, battery cells 4 of a propulsion battery group having a specific voltage, battery cells 4 of a portion of a propulsion battery group, etc.

[0154] As indicated above, according to Figure 3, the second coolant loop 8 is a temperature regulating loop that is configured to adjust the temperature of the coolant in the coolant distribution manifold 50. The second coolant loop 8 is a coolant loop that is capable of providing heated and / or cooled coolant, as further explained herein. According to the embodiment shown, the second coolant loop 8 includes a second coolant pump 24. The second coolant pump 24 is configured to pump coolant through the second coolant loop 8.

[0155] Moreover, the second coolant circuit 8 includes a heat exchanger 23' in the form of a radiator configured to transfer heat from the second coolant circuit 8 to the ambient air. The second heat exchanger 23 can be arranged at a front section of the vehicle 2 including the cooling system 1' to be subjected to airflow during movement of the vehicle 2 in the forward moving direction fd. Moreover, the cooling system 1' can include a fan assembly 68 configured to selectively generate airflow through the second heat exchanger 23. In addition, according to the embodiment shown, the second coolant circuit 8 includes a thermostat assembly 69 and a bypass line 71 bypassing the first heat exchanger 23, wherein the thermostat assembly 69 is configured to guide the coolant to the second heat exchanger 23 or to the bypass line 71, for example, based on the temperature of the coolant in the second coolant circuit 8.

[0156] According to the embodiment shown, the second coolant loop 8 further comprises a cooler 14 and a heater 16. The cooler 14 is configured to cool the coolant flowing through the second coolant loop 8. The heater 16 is configured to heat the coolant flowing through the second coolant loop 8. The cooler 14 may comprise an evaporator of a heat pump loop, or be in thermal contact with the evaporator. The heater 16 may comprise an electric heater.

[0157] As mentioned above, according to Figure 3 In the embodiment shown in FIG. 1 , the cooling system 1 ′ includes a coolant distribution manifold 50 . For reasons of brevity and clarity, the coolant distribution manifold 50 is referred to in some places herein as “distribution manifold 50 ” or “manifold 50 ”.

[0158] The coolant distribution manifold 50 includes a coolant inlet 13. The coolant inlet 13 is configured to receive a temperature-regulated coolant from the second coolant circuit 8. The coolant inlet 13 referred to herein may also be referred to as a "coolant temperature regulating inlet 13". The manifold 50 also includes a coolant outlet 15, which is configured to feed the coolant to the second coolant circuit 8. The "coolant outlet 15" referred to herein may also be referred to as a "coolant temperature regulating outlet 15".

[0159] The coolant distribution manifold 50 also includes a receiving section 5. The receiving section 5 is configured to receive coolant from at least two additional coolant circuits c1 to c5. That is, according to the illustrated embodiment, the receiving section 5 is configured to receive coolant from five additional coolant circuits c1 to c5. The manifold 50 includes the same number of receiving connectors r1 to r5 as the number of additional coolant circuits c1 to c5, wherein each receiving connector r1 to r5 is arranged at the receiving section 5 of the manifold 50 and is connected to the corresponding additional coolant circuit c1 to c5.

[0160] The coolant distribution manifold 50 further comprises a supply section 7. The supply section 7 is configured to supply coolant to at least two further coolant circuits c1 to c5. That is, according to the embodiment shown, the supply section 7 is configured to supply coolant to five further coolant circuits c1 to c5. Each supply connector s1 to s5 is arranged at the supply section 7 of the manifold 50 and is connected to a respective further coolant circuit c1 to c5.

[0161] The first coolant circuit 6 comprises a first coolant pump 10, which is configured to pump coolant through the first coolant circuit 6. The first coolant pump 10 comprises a pump inlet 10'. The pump inlet 10' of the first coolant pump 10 as referred to herein is a structural part of the first coolant pump 10. The first coolant pump 10 is configured to pump coolant from the pump inlet 10' to a pump outlet of the first coolant pump 10 during operation. The pump outlet of the first coolant pump 10 is fluidly connected to a plurality of first components b1' to b3' of the vehicle 2. For reasons of brevity and clarity, the pump outlet of the first coolant pump 10 is shown in FIG. Figure 3 No reference numerals are used to indicate the components.

[0162] according to Figure 3 , the first coolant circuit 6 does not include a heat exchanger, such as a radiator configured to be subjected to an air flow to transfer heat from the first coolant circuit 6. Instead, the pump inlet 10' of the first coolant pump 10 is fluidly connected to the supply connection s6 at the supply section 7 of the coolant distribution manifold 50 via the conduit section 12 of the first coolant circuit 6. Moreover, the coolant distribution manifold 50 includes a receiving connection r6 at the receiving section 5 of the coolant distribution manifold 50, wherein the first coolant circuit 6 is connected to the receiving connection r6 of the coolant distribution manifold 50.

[0163] Therefore, according to Figure 3In the embodiment shown in FIG. 1 , the first coolant pump 10 is configured to pump the coolant from the supply connection s6 at the supply section 7 of the coolant distribution manifold 50 to the pump inlet 10' of the first coolant pump 10 via the conduit section 12. Moreover, the first coolant pump 10 is configured to pump the coolant through the groups b1', b2', b3' to push the battery cells 4 and into the receiving connection r6 at the receiving section 5 of the coolant distribution manifold 50, and through the coolant distribution manifold 50 to the supply connection s6 at the supply section 7 of the coolant distribution manifold 50. In other words, according to Figure 3 , the first coolant circuit 6 exchanges coolant in the coolant distribution manifold 50. In this manner, the first coolant circuit 6 can be degassed in an efficient manner, as further explained herein.

[0164] like Figure 3 As can be seen in FIG. 5 , the supply section 7 is arranged downstream of the coolant inlet 13 with respect to the intended flow direction fd1 through the manifold 50. Moreover, the supply section 7 is arranged downstream of the receiving section 5 with respect to the intended flow direction fd1 through the manifold 50. In this way, the coolant from the second coolant circuit 8 flowing into the manifold 50 via the coolant inlet 13 is mixed with the coolant from the further coolant circuits c1 to c5 flowing into the receiving section 5 of the manifold 50 via the receiving connections r1 to r5 and the coolant from the first coolant circuit 6 flowing into the receiving section 5 of the manifold 50 via the receiving connection r6. As a result, the coolant is temperature-conditioned, i.e. heated or cooled, before flowing out of the manifold 50 via the supply connections s1 to s6 of the supply section 7 into the further coolant circuits c1 to c5 and into the first coolant circuit 6.

[0165] The section 9 between the receiving section 5 and the supply section 7 may be referred to as a mixing section 9, since the coolant from the second coolant circuit 8 is mixed with the coolant from the further coolant circuits c1 to c5 and from the first coolant circuit 6 in this section 9 of the manifold 50. Likewise, and for the same reason, the "coolant distribution manifold 50" as referred to herein may also be referred to as a "coolant mixing manifold 50" or a "coolant mixing / distribution manifold 50". The mixing section 9 has a certain length as viewed along the intended flow direction fd1 through the manifold 50. According to some embodiments, the length of the mixing section 9 measured in a direction consistent with the intended flow direction fd1 through the manifold 50 is greater than 20% of the length of the total flow path through the manifold 50 measured in a direction consistent with the intended flow direction fd1 through the manifold 50.

[0166] The manifold 50 has a much larger flow cross-sectional area than each of the receiving connections r1 to r6 and the supply connections s1 to s6. In this way, a low flow rate of coolant is obtained through the coolant distribution manifold 50. Thus, air entering the coolant distribution manifold 50 via the receiving connections r1 to r6 can be removed in an efficient manner via the degassing connection e1 of the coolant distribution manifold 50, as further explained herein.

[0167] like Figure 3 As can be seen in FIG. 1 , each of the additional coolant circuits c1 to c5 includes a coolant pump cp1, cp2, cp3, cp4, cp5 configured to pump coolant through the corresponding additional coolant circuits c1 to c5. For the sake of brevity and clarity, the reference numerals of the coolant pumps cp1, cp2, cp3, cp4, cp5 are abbreviated as "cp1 to cp5" in some places herein. Due to these features, the total cooling / heating power of these groups b1' to b3', b1 to b5 propulsion battery cells 4 cooled by the cooling system 1' can be adjusted simply by adjusting the temperature of the coolant in the second coolant circuit 8 and the flow rate of the coolant pumped from the second coolant circuit 8 through the manifold 50.

[0168] Furthermore, due to these features, the individual temperature of each group of propulsion battery cells 4 b1 'to b3', b1 to b5 can be adjusted by performing individual control of the respective coolant pumps cp1 to cp5 of the respective further coolant circuits c1 to c5 and individual control of the first coolant pump 10. That is, due to the features of the manifold 50, the coolant pumps cp1 to cp5, 10 can be controlled to provide different flow rates through the different coolant circuits c1 to c5, 6 without causing flow disturbances in the cooling system 1 '. This is because each of the further coolant circuits c1 to c5, 6 is connected to the same volume of temperature-regulated coolant inside the manifold 50.

[0169] According to the illustrated embodiment, the coolant inlet 13 of the coolant distribution manifold 50 is arranged between the receiving section 5 and the supply section 7 relative to the expected flow direction fd1 through the manifold 50. That is, according to the illustrated embodiment, the coolant inlet 13 is arranged at the mixing section 9. According to further embodiments, the coolant inlet 13 may be arranged upstream of the receiving section 5 relative to the expected flow directions fd1, fd2 through the manifold 50. Furthermore, according to some embodiments, the coolant inlet 13 may be arranged at the receiving section 5. Due to the different possible placements of the coolant inlet 13, great flexibility can be provided for the installation, connection and routing of the coolant pipes.

[0170] According to the embodiment shown, the coolant outlet 15 of the coolant distribution manifold 50 connected to the second coolant circuit 8 is arranged downstream of the supply section 7 with respect to the intended flow direction fd1 through the manifold 50. According to further embodiments, the coolant outlet 15 may be arranged at the supply section 7. In addition, according to some embodiments, the coolant outlet 15 may be arranged between the receiving section 5 and the supply section 7 with respect to the intended flow direction fd1 through the manifold 50, i.e., at the mixing section 9 mentioned above. Due to the different possible placements of the coolant outlet 15 of the coolant distribution manifold 50, great flexibility can be provided for the installation, connection and routing of the coolant conduits.

[0171] exist Figure 3 In FIG. 1 , the cooling system 1 ′ is shown arranged on a vehicle 2 , wherein the vehicle 2 is located in an upright use position on a horizontal surface Hs. Figure 3 The horizontal plane hp shown in Figure 1 The horizontal plane hp is shown in FIG. Figure 3 The local gravity vector gv shown in Figure 1 The local gravity vector gv is shown in .

[0172] The local gravity vector gv as referred to herein represents the local gravity vector gv at the location of the cooling system 1 ′. The horizontal plane hp is perpendicular to the local gravity vector gv, i.e. the normal of the horizontal plane hp is parallel to the local gravity vector gv. The components of the cooling system 1 ′ are configured to be mounted at the intended mounting location on the vehicle 2. Figure 3 , the manifold 50 of the cooling system 1 ' and other components of the cooling system 1 ' are shown in positions corresponding to their intended installation positions.

[0173] like Figure 3 5 , the supply section 7 is arranged above the receiving section 5 when the manifold 50 is mounted in the intended mounting position on the vehicle. Furthermore, the manifold 50 comprises a degassing section 19. The degassing section 19 is configured to exhaust air from the manifold 50, as further explained herein. According to the embodiment shown, the cooling system 1 ' comprises an expansion vessel 73, which is fluidically connected to the degassing section 19 via a degassing connection e1. In this way, the expansion vessel 73 is fluidically connected to each of the first coolant circuit 6 and the second coolant circuit 8 and each of the further coolant circuits c1 to c5.

[0174] According to further embodiments, the expansion vessel may be fluidly connected only to the first coolant circuit 6. The expansion vessel 73 is arranged to handle differences in coolant volume in the cooling system 1', i.e. in the first coolant circuit 6 and the second coolant circuit 8, respectively. The air entering the degassing section 19 is discharged from the manifold 50 to the expansion vessel 73 via the degassing connection e1. According to the embodiment shown, the degassing section 19 is arranged above the coolant inlet 13, the receiving section 5 and the supply section 7 when the manifold 50 is mounted in the intended mounting position on the vehicle.

[0175] The cooling system 1 ' comprises a filling point 75 for filling the first coolant circuit 6 with coolant. According to the embodiment shown, the filling point 75 as referred to herein is a filling opening of the expansion vessel 73. The filling opening is covered by an expansion vessel cover, which can be removed when the first coolant circuit 6 is filled with coolant. According to further embodiments, the filling point 75 as referred to herein can be another type of filling point for filling the first coolant circuit 6 with coolant, such as another type of opening or a valve assembly. Since the filling point 75 according to the embodiment shown is a filling opening of the expansion vessel 73, the filling point 75 can be used to fill the coolant into each of the first coolant circuit 6 and the second coolant circuit 8 and each of the further coolant circuits c1 to c5.

[0176] Moreover, if Figure 3 As can be seen in FIG. 1 , the manifold 50 is arranged so that when the manifold 50 is mounted at the intended mounting position of the vehicle 2 and the vehicle 2 is in the intended use position on a flat horizontal surface, the intended flow direction fd1 through the manifold 50 has a vertical vector component vc having the same vertical direction along the entire length of the flow path through the manifold 50. The feature that the vertical vector component vc has the same vertical direction along the entire length of the flow path through the manifold 50 means that the vertical vector component vc does not change its vertical direction from a first vertical direction to a second vertical direction, wherein the second vertical direction is opposite to the first vertical direction. The vertical vector component vc is parallel to the local gravity vector gv.

[0177] The manifold 50 may be arranged such that when the manifold 50 is mounted at the intended mounting position of the vehicle 2 and the vehicle 2 is in the intended use position on a flat horizontal surface, the intended flow direction fd1 through the manifold 50 has a vector component vc parallel to the local gravity vector gv along the entire length of the flow path through the manifold 50. In this way, for example, air bubbles entering the manifold 50 via the receiving section 5 may be transported to the degassing section 19 in an efficient manner by the gravity acting on the coolant surrounding the bubbles.

[0178] Moreover, if Figure 3As can be seen in FIG. 1 , according to the embodiment shown, the degassing section 19 is arranged downstream of the receiving section 5, downstream of the mixing section 9, downstream of the coolant inlet 13 and downstream of the supply section 7 relative to the intended flow direction fd1 through the manifold 50. In this way, since the air bubbles follow the coolant flow through the manifold 50 to a certain extent, a further efficient transport of air bubbles towards the degassing section 19 is provided.

[0179] according to Figure 3 In the embodiment shown in FIG. 1 , each group of b1 ', b2 ', b3 ' propulsion battery units 4 can be formed Figure 1 According to further embodiments, a group of propulsion battery cells 4 as mentioned herein b1', b2', b3' may include battery cells 4 of two or more propulsion battery groups, battery cells 4 of a propulsion battery group having a specific voltage, battery cells 4 of a part of a propulsion battery group, etc.

[0180] These groups b1', b2', b3' propulsion battery cells 4 are referred to as first components of the vehicle 2 in some places herein. Likewise, these groups b1 to b5 propulsion battery cells 4 are referred to as second components of the vehicle 2 in some places herein. Figure 3 In the embodiment shown in FIG. 1 , the first coolant circuit 6 of the cooling system 1 ′ is configured to control the temperature of the first components, ie the groups b1 ′, b2 ′, b3 ′ of propulsion battery cells 4 .

[0181] According to the embodiment of the present invention, the first coolant circuit 6 comprises a starting conduit 18 connected to the conduit section 12 and to the second coolant circuit 8. The starting conduit 18 as mentioned herein may be included in the cooling system 1 '. Figure 3 As seen in FIG. 7 , each of the second coolant circuit 8 and the further coolant circuits c1 to c5 does not include a conduit section arranged below the coolant pump 24, cp1 to cp5 of the respective circuit 8, c1 to c5 as seen with respect to the local gravity vector gv in the flow path from the filling point 75 to the coolant pump 24, cp1 to cp5. In this way, it is ensured that when coolant is filled into the filling point 75, the pump inlet of the respective coolant pump 24, cp1 to cp5 is filled with coolant.

[0182] However, if Figure 3, the first coolant circuit 6 comprises a conduit portion p6 in the flow path between the filling point 75 and the pump inlet 10' of the first coolant pump 10, wherein the conduit portion p6 is arranged below the pump inlet 10' of the first coolant pump 10 as seen with respect to the local gravity vector gv. Since the conduit portion p6 is located between the filling point 75 and the pump inlet 10' and is arranged below the pump inlet 10' of the first coolant pump 10, when coolant is filled into the filling point 75 of the cooling system 1, it cannot be ensured that the pump inlet 10' of the first coolant pump 10 is filled with coolant.

[0183] This is because the air in the first coolant circuit 6 downstream of the conduit portion p6 may create an air lock that prevents the coolant from flowing from the filling point 75 to the pump inlet 10' of the first coolant pump 10. That is, due to the conduit portion p6 arranged below the pump inlet 10' of the first coolant pump 10, the coolant is prevented from flowing continuously downward from the filling point 75 to the pump inlet 10' of the first coolant pump 10 naturally, i.e., by gravity. Moreover, the air cannot move continuously upward from the pump inlet 10' of the first coolant pump 10 to the filling point 75 naturally, i.e., by gravity.

[0184] In addition, the first coolant circuit 6 does not include other conduits in which the coolant can flow naturally, i.e. by gravity, continuously downward from the filling point to the pump inlet 10', or in which air can move naturally, i.e. by gravity, continuously upward from the pump inlet 10' to the filling point 75. Therefore, filling the coolant to the filling point 75 with subsequent operation of the pump inlet 10' of the first coolant pump 10 may not result in complete filling and degassing of the first coolant circuit 6.

[0185] exist Figure 3 , when the cooling system 1 is arranged on the vehicle 2 and the vehicle 2 is positioned in an upright use position on a horizontal surface Hs, the filling point 75 and the expansion vessel 73 including the filling point 75 are arranged below the pump inlet 10' of the first coolant pump 10 as seen with respect to the local gravity vector gv. However, the air lock can prevent the coolant from flowing from the filling point 75 to the pump inlet 10' of the first coolant pump 10 in the manner described above, regardless of whether the filling point 75 and / or the expansion vessel 73 are arranged above or below the pump inlet 10' of the first coolant pump 10 as seen with respect to the local gravity vector gv. This is because the entire portion of the first coolant circuit 6 above the pump inlet 10' of the first coolant pump 10 is a closed circuit portion and because the first coolant circuit 6 does not include other conduits in which the coolant can naturally, i.e., by gravity, continuously flow downward from the filling point to the pump inlet 10', or conduits in which air can naturally, i.e., by gravity, continuously move upward from the pump inlet 10' to the filling point 75.

[0186] The feature that the conduit portion p6 is located between the filling point 75 and the pump inlet 10 ′ of the first coolant pump 10 means that the conduit portion p6 is located, ie, arranged, in the flow path between the filling point 75 and the pump inlet 10 ′ of the first coolant pump 10 .

[0187] The feature that the conduit portion p6 is arranged below the pump inlet 10' of the first coolant pump 10 as seen with respect to the local gravity vector gv means that when the cooling system 1' is arranged on the vehicle 2 and the vehicle 2 is in an upright use position on a horizontal surface Hs, the conduit portion p6 is arranged below the first coolant pump 10 as seen with respect to the local gravity vector gv. This is because according to the illustrated embodiment, the pump inlet 10' of the first coolant pump 10 is a structural part of the first coolant pump 10.

[0188] Moreover, the feature that the conduit portion p6 is arranged below the first coolant pump 10 as seen relative to the local gravity vector gv when the cooling system 1' is arranged on the vehicle 2 and the vehicle 2 is in an upright use position on a horizontal surface Hs means that the conduit portion p6 is arranged below the first coolant pump 10 as seen relative to the vertical direction vd of the vehicle 2.

[0189] like Figure 3 As can be seen in the figure, according to the embodiment shown, when the cooling system 1' is arranged on the vehicle 2 and the vehicle 2 is in an upright use position on the horizontal surface Hs, the pump inlet 10' of the first coolant pump 10 is arranged at a position higher than the coolant level L1 of the second coolant circuit 8 as seen with respect to the local gravity vector gv. The coolant level L1 of the second coolant circuit 8 as referred to herein may be the expected coolant level L1 of the second coolant circuit 8, i.e. the coolant level L1 at which the second coolant circuit 8 is expected to be filled with coolant before the second coolant circuit 8 is operated. According to the embodiment shown, the coolant level L1 of the second coolant circuit 8 coincides with the position of the degassing connection e1 of the coolant distribution manifold 50. However, the coolant level L1 of the second coolant circuit 8 may be at the conduit connection of the expansion vessel 73 and the degassing connection e1 of the coolant distribution manifold 50.

[0190] The feature that the pump inlet 10' of the first coolant pump 10 is arranged at a position higher than the coolant level L1 of the second coolant circuit 8 means that when the cooling system 1' is arranged on the vehicle 2 and the vehicle 2 is in an upright use position on the horizontal surface Hs, the first coolant pump 10 is arranged at a position higher than the coolant level L1 of the second coolant circuit 8. This is because according to the illustrated embodiment, the pump inlet 10' of the first coolant pump 10 is a structural part of the first coolant pump 10.

[0191] Moreover, the feature that the pump inlet 10' of the first coolant pump 10 is arranged at a position higher than the coolant liquid level L1 of the second coolant circuit 8 when the cooling system 1' is arranged on the vehicle 2 and the vehicle 2 is located in an upright use position on the horizontal surface Hs means that, as seen in the vertical direction vd relative to the vehicle 2, the pump inlet 10' of the first coolant pump 10 is arranged at a position higher than the coolant liquid level L1 of the second coolant circuit 8.

[0192] The cooling system 1' further comprises a control device 21. The control device 21 is configured to start the supply of coolant from the second coolant circuit 8 to the conduit section 12 via the start-up conduit 18 during the stop of the first coolant pump 10, and then start the operation of the first coolant pump 10. In this way, the need to perform manual degassing of the first coolant circuit 6 is avoided or at least reduced. Moreover, the control performed by the control device 21 of the cooling system 1' provides conditions for greater freedom in the vertical placement of the first coolant pump 10 with respect to other parts of the cooling system 1', while ensuring that the pump inlet 10' of the first coolant pump 10 is supplied with coolant before the operation of the first coolant pump 10 is started. As an example, due to the control performed by the control device 21 of the cooling system 1', the first coolant pump 10 is allowed to be arranged above the coolant level L1 of the second coolant circuit 8 without the risk of insufficient coolant supply to the pump inlet 10' of the first coolant pump 10 during the start-up of the first coolant pump 10.

[0193] According to the embodiment shown, the starting conduit 18 is connected to the pressure portion 20 of the second coolant circuit 8. The expression pressure portion 20 means that the fluid pressure of the pressure portion 20 is higher than the average fluid pressure in the second coolant circuit 8. According to the embodiment shown, the starting conduit 18 of the cooling system 1 'is connected to the pressure portion 20 of the second coolant circuit 8 downstream of the second coolant pump 24. In more detail, according to the embodiment shown, during operation of the second coolant pump 24, the pressure portion 20 is located downstream of the second coolant pump 24 and upstream of the heat exchanger 23 and the coolant distribution manifold 50 as seen with respect to the coolant flow direction in the second coolant circuit 8.

[0194] Furthermore, according to the embodiment shown, the cooling system 1 ' comprises a valve 22. The valve 22 can be controlled between an open state, in which the valve 22 allows the coolant to flow through the starting conduit 18, and a closed state, in which the valve 22 prevents the coolant from flowing through the starting conduit 18. According to the embodiment shown, the control device 21 is configured to start the coolant supply from the second coolant circuit 8 via the starting conduit 18 to the conduit section 12 by controlling the valve 22 to the open state.

[0195] Furthermore, according to the embodiment shown, the control device 21 is configured to start the coolant supply from the second coolant circuit 8 to the conduit section 12 by operating the second coolant pump 24. However, according to other embodiments, the second coolant pump 24 may be operated by a different coolant pump. Figure 3 Another device, apparatus or system operation of the control device 21 depicted in FIG.

[0196] Thus, due to these features, when the second coolant pump 24 is operating and the valve 22 is in the open state, the conduit section 12 can be filled with coolant from the second coolant circuit 8 via the priming conduit 18 by the pumping action of the second coolant pump 24 of the second coolant circuit 8 .

[0197] exist Figure 3 In FIG. 1 , a second liquid level L2 and a third liquid level L3 are indicated. The second liquid level L2 indicates the vertical height of the pump inlet 10 ′ of the first coolant pump 10 , i.e., the vertical height of the pump inlet 10 ′ relative to the local gravity vector gv when the vehicle 2 is in an upright use position on a horizontal surface Hs. Figure 3 As can be seen in FIG. 8 , the second liquid level L2 is higher than the coolant level L1 of the second coolant circuit 8 , as can be seen relative to the vertical direction vd of the vehicle 2 .

[0198] According to the embodiment shown, when the cooling system 1 ′ is arranged on the vehicle 2 and the vehicle 2 is in an upright use position on a horizontal surface Hs, the conduit section 12 includes at least one portion 12 b arranged at a higher position than the pump inlet 10 ′ of the first coolant pump 10 as seen relative to the local gravity vector gv. Figure 3 The third liquid level L3 in indicates the vertical height of the top portion of the at least one portion 12b of the conduit section 12. Since the at least one portion 12b is arranged at a higher position than the pump inlet 10' of the first coolant pump 10 as seen with respect to the vertical direction vd of the vehicle 2, the at least one portion 12b can act as an air trap for trapping air (if any) in the conduit section 12b even after the conduit section 12 has been filled with coolant via the starting conduit 18.

[0199] The conduit section 12 further comprises a main portion 12a arranged between the at least one portion 12b and the pump inlet 10' of the first coolant pump 10. The main portion 12a of the conduit section 12 is arranged at and below the second liquid level L2 mentioned above. According to the embodiment shown, the starting conduit 18 is connected to the main portion 12a of the conduit section 12. However, according to other embodiments, the starting conduit 18 may be connected to another portion of the conduit section 12.

[0200] Furthermore, according to the embodiment shown, the first coolant pump 10 is a centrifugal pump, ie a coolant pump which allows a coolant flow through the pump also when it is stationary.

[0201] During the coolant filling procedure from the second coolant circuit 8 via the start-up line 18 to the line section 12, air can pass through the first coolant pump 10 and the line section 12 of the first coolant circuit 6 can be filled with coolant. Figure 3 Thus, during this coolant filling procedure from the second coolant circuit 8 via the start-up conduit 18 to the conduit section 12, the coolant can be pumped to the conduit section 12 using the second coolant pump 24 and into a portion of the outlet conduit of the first coolant pump 10 through the first coolant pump 10 to reach Figure 3 The liquid level indicated in L3.

[0202] In this state, at least one section 12b of the conduit section 12, the main section 12a of the conduit section 12 and a portion of the outlet pipe of the first coolant pump 10 are filled with coolant to Figure 3 In this way, the operation of the first coolant pump 10 can be started without the risk of insufficient coolant supply to the pump inlet 10' of the first coolant pump 10. Moreover, during the filling procedure and when the operation of the first coolant pump 10 has been started, any remaining air (if any) can be trapped in at least one section 12b of the conduit section 12.

[0203] Any air pumped into the coolant distribution manifold 50 from the first coolant circuit 6 via the receiving connection r6 at the receiving section 5 of the coolant distribution manifold 50 can be removed in an efficient manner by the coolant distribution manifold 50 , i.e. can be evacuated to the expansion vessel 73 via the degassing connection e1 of the coolant distribution manifold 50 in an efficient manner.

[0204] Figure 4 A method 100 of operating a cooling system of a vehicle is schematically shown. The vehicle may be Figure 1 The vehicle 2 of the embodiment shown in FIG. Moreover, the cooling system may be according to Figure 2 The cooling system 1 of the embodiment shown in Figure 3 Therefore, in the following, if not otherwise indicated, reference is made to Figures 1 to 4 .

[0205] The method 100 is a method 100 of operating a cooling system 1, 1' of a vehicle 2, wherein the cooling system 1, 1' comprises a first coolant circuit 6 and a second coolant circuit 8, each of which is configured to control the temperature of a plurality of components b1' to b3', b1 to b5 of the vehicle 2, wherein the cooling system 1, 1' comprises a filling point 75 for filling the first coolant circuit 6 with coolant,

[0206] And wherein the first coolant circuit 6 comprises:

[0207] a first coolant pump 10 , which is configured to pump coolant through the first coolant circuit 6 ,

[0208] a conduit section 12 which is connected to the pump inlet 10 ′ of the first coolant pump 10 ,

[0209] a starter duct 18 which is connected to the duct section 12 and to the second coolant circuit 8 , and

[0210] a conduit section p6 which is situated between the filling point 75 and the pump inlet 10 ′ of the first coolant pump 10 ,

[0211] wherein the conduit section p6 is arranged below the pump inlet 10 ′ of the first coolant pump 10 as seen with respect to the local gravity vector gv,

[0212] And wherein the method 100 comprises the following steps:

[0213] - during the stoppage of the first coolant pump 10 , the coolant supply from the second coolant circuit 8 via the start-up line 18 to the line section 12 is started 110 , and then

[0214] The operation of the first coolant pump 10 is started 120 .

[0215] As a result, a method 100 is provided which avoids or at least reduces the need to perform manual degassing of the first coolant circuit 6. This is because despite the fact that the conduit section p6 is arranged below the pump inlet 10' of the first coolant pump 10 as seen with respect to the local gravity vector gv, the coolant supply from the second coolant circuit 8 via the start-up conduit 18 to the conduit section 12 can ensure that the pump inlet 10' of the first coolant pump 10 is supplied with coolant before starting the operation of the first coolant pump 10.

[0216] Furthermore, the method 100 provides for greater freedom in the vertical placement of the first coolant pump 10 relative to other parts of the cooling system 1, 1', while ensuring that the pump inlet 10' of the first coolant pump 10 is supplied with coolant before the operation of the first coolant pump 10 is initiated. For example, the method provides for a cooling system 1, 1' in which, when the vehicle 2 is in an upright use position on a horizontal surface Hs, the first coolant pump 10 is arranged at a position higher than the coolant level L1 of the second coolant circuit 8 as seen relative to the local gravity vector gv, while ensuring that the pump inlet 10' of the first coolant pump 10 is supplied with coolant before the operation of the first coolant pump 10 is initiated. In this way, a method 100 is provided that can reduce packaging issues and facilitate the routing and placement of pipes and other parts of the cooling system 1, 1' of the vehicle 2.

[0217] Furthermore, since the need to perform manual degassing of the first coolant circuit 6 is avoided or at least reduced, a method 100 is provided which has conditions for reducing assembly costs, maintenance, repair and maintenance costs, and operating costs of the vehicle 2. This is because the method provides conditions for filling the first coolant circuit 6 with coolant from the second coolant circuit 8 instead of performing manual degassing of the first coolant circuit 6.

[0218] Furthermore, a method 100 is provided that can reduce the risk of damage to the first coolant pump 10 and the number of components of the vehicle 2 that are temperature-controlled by the first coolant circuit 6. As a further consequence, a method is provided that can reduce the risk of a vehicle stoppage due to insufficient coolant supply to the first coolant pump 10 of the first coolant circuit 6.

[0219] Figure 5a Schematically shows a first timeline T1 indicating some of the steps of the method 100 according to some embodiments. In the following, if not indicated otherwise, reference is made simultaneously to Figures 1 to 5a .

[0220] As in Figure 5a As can be seen in , and as indicated above, during the stoppage of the first coolant pump 10 , the step of starting 110 the coolant supply from the second coolant circuit 8 via the starting conduit 18 to the conduit section 12 is performed before the step of starting 120 the operation of the first coolant pump 10 .

[0221] Moreover, if Figure 4 and Figure 5a As indicated, method 100 may also include the following steps:

[0222] During a first time period t1 before the operating step of starting 120 the first coolant pump 10 , the conduit section 12 is supplied 113 with coolant from the second coolant circuit 8 via the start-up conduit 18 .

[0223] The first time period t1 may last for a few seconds, such as 2 to 40 seconds or 2 to 20 seconds. In this way, it may be ensured that the conduit section 12 is filled with coolant before the operation of the first coolant pump 10 is started.

[0224] In addition, if Figure 4 and Figure 5a As indicated, method 100 may also include the following steps:

[0225] - maintaining 121 the operation of the first coolant pump 10 during a second period t2,

[0226] - at the end of the second time period t2, the operation of the first coolant pump 10 is stopped 123, and then

[0227] Start 115 the second coolant supply from the second coolant circuit 8 via the start-up line 18 to the line section 12 .

[0228] In this way it can be ensured that the conduit section 12 is not emptied of coolant due to operation of the first coolant pump 10. As a further consequence, a method 100 is provided which further reduces the need to perform manual degassing of the first coolant circuit 6.

[0229] like Figure 5a As indicated, the second time period t2 may start when the operation of the first coolant pump 10 is started 120. Also, the second time period t2 ends when the operation of the first coolant pump 10 is stopped 123. The duration of the second time period may be a few seconds, for example 2 to 40 seconds or 2 to 20 seconds.

[0230] like Figure 5a As indicated by the reference numeral "XX" in the figure, this pattern can be repeated. In other words, the method 100 may include steps such as:

[0231] - maintaining operation of the first coolant pump 10 during a third period of time,

[0232] - at the end of the third time period, the operation of the first coolant pump 10 is stopped, and then

[0233] - Starting the tertiary coolant supply from the second coolant circuit 8 via the start-up line 18 to the line section 12 .

[0234] According to the embodiments herein, method 100 may include the following steps:

[0235] During operation of the first coolant pump 10 , a coolant supply from the second coolant circuit 8 via the start-up line 18 to the line section 12 is maintained 125 .

[0236] In other words, the method 100 may include the step of operating the first coolant pump 10 when supplying coolant from the second coolant circuit 8 via the start-up conduit 18 to the conduit section 12 .

[0237] Furthermore, the method 100 may include the following steps:

[0238] When supplying coolant from the second coolant circuit 8 via the start-up conduit 18 to the conduit section 12 , the first coolant pump 10 is operated 127 at a reduced pumping rate.

[0239] The reduced pumping rate as mentioned herein may be a pumping rate that is lower than the pumping rate during normal operation of the first coolant circuit 6 and the first coolant pump 10. The reduced pumping rate may be set such that the flow rate of the coolant pumped by the first coolant pump 10 is lower than or equal to the flow rate of the coolant supplied from the second coolant circuit 8 via the starting conduit 18 to the conduit section 12. In this way, it may be ensured that the conduit section 12 is not emptied of coolant due to the operation of the first coolant pump 10.

[0240] Figure 5b A second timeline T2 indicating some of the steps of the method 100 according to the embodiments herein is schematically shown. In the following, if not indicated otherwise, reference is made simultaneously to Figures 1 to 4 and Figure 5b .

[0241] according to Figure 5b In the embodiment shown in FIG. 1 , method 100 includes the following steps:

[0242] - during the stoppage of the first coolant pump 10 , the coolant supply from the second coolant circuit 8 via the start-up line 18 to the line section 12 is started 110 , and then

[0243] The operation of the first coolant pump 10 is started 120 .

[0244] Furthermore, the method 100 comprises the following steps:

[0245] During operation of the first coolant pump 10 , a coolant supply from the second coolant circuit 8 via the start-up line 18 to the line section 12 is maintained 125 .

[0246] In other words, the method 100 comprises the step of operating the first coolant pump 10 when coolant is supplied to the conduit section 12 from the second coolant circuit 8 via the start-up conduit 18 .

[0247] Furthermore, the method 100 may include the following steps:

[0248] When supplying coolant from the second coolant circuit 8 via the start-up conduit 18 to the conduit section 12 , the first coolant pump 10 is operated 127 at a reduced pumping rate.

[0249] As above, the reduced pumping rate may be set so that the flow rate of the coolant pumped by the first coolant pump 10 is lower than or equal to the flow rate of the coolant supplied from the second coolant circuit 8 to the conduit section 12 via the starting conduit 18. In this way, it is possible to ensure that the conduit section 12 is not emptied of coolant due to the operation of the first coolant pump 10 without having to stop the operation of the first coolant pump 10.

[0250] On the contrary, Figure 5b As indicated, the step of maintaining 125 the coolant supply and / or operating 127 the first coolant pump 10 at a reduced pumping rate may be performed during a second time period t2' which may be shorter than Figure 5a The second time period t2 indicated in is longer.

[0251] In the following, unless otherwise indicated, reference is made to Figures 1 to 5b According to some embodiments, the starting conduit 18 is connected to a pressure portion 20 of the second coolant circuit 8, wherein the first coolant circuit 6 comprises a valve 22 controllable between an open state, in which the valve 22 allows the coolant to flow through the starting conduit 18, and a closed state, in which the valve 22 prevents the coolant from flowing through the starting conduit 18, and

[0252] The step of starting 110 the coolant supply from the second coolant circuit 8 via the start-up conduit 18 to the conduit section 12 comprises the following steps:

[0253] - Control 111 the valve 22 to the open state.

[0254] Furthermore, according to some embodiments, the second coolant circuit 8 comprises a second coolant pump 24, and wherein the priming conduit 18 is connected to a portion 20 of the second coolant circuit 8 located downstream of the second coolant pump 24, and wherein the step 110 of activating the coolant supply from the second coolant circuit 8 to the conduit section 12 comprises the following steps:

[0255] - Operating 112 the second coolant pump 24 .

[0256] The method 100 according to the present disclosure may be initiated after assembling the first coolant circuit 6 and / or the second coolant circuit 8. Furthermore, the method 100 according to the present invention may be initiated after a service, maintenance or repair procedure of a vehicle 2 comprising the cooling system 1, 1'.

[0257] Furthermore, according to some embodiments, the method 100 may include the step of detecting a degassing requirement of the first coolant circuit 6. The step of detecting a degassing requirement of the first coolant circuit 6 may include the step of estimating the coolant level of the first coolant circuit 6. Any of such steps may be performed in Figure 5a and Figure 5b , i.e., during the time period before the first time period t1. Furthermore, the method 100 may include the following steps: during the stoppage of the first coolant pump 10, starting 110 the coolant supply from the second coolant circuit 8 to the conduit section 12 via the start-up conduit 18, and then, if the estimated coolant level of the first coolant circuit 6 is below a threshold level, starting 120 the operation of the first coolant pump 10.

[0258] The coolant level of the first coolant circuit 6 can be estimated, for example, using a coolant level sensor. Furthermore, according to some embodiments, the first coolant pump 10 comprises an electric motor, wherein the step of estimating the coolant level in the first coolant circuit 6 comprises the step of monitoring the charge of the electric motor of the first coolant pump 10 .

[0259] The coolant level in the first coolant circuit 6 can be estimated by monitoring the charge of the motor of the first coolant pump 10 , because insufficient coolant supply to the pump inlet 10 ′ of the first coolant pump 10 causes pumping resistance to decrease and rotation speed of the first coolant pump 10 to increase.

[0260] In reference Figure 5a In the embodiment of the method explained, the step of stopping 123 the operation of the first coolant pump 10 may be performed upon detecting an insufficient coolant supply to the pump inlet 10' of the first coolant pump 10. In this way, damage to the first coolant pump 10 may be further avoided. Figure 5a and Figure 5b In the embodiment of the method explained, the pumping rate of the first coolant pump 10 may be further reduced upon detection of an insufficient coolant supply to the pump inlet 10' of the first coolant pump 10. In this way, damage to the first coolant pump 10 may be further avoided.

[0261] As understood from the description herein, the method 100 can be used to fill and degas the first coolant circuit 6 of the cooling system 1, 1 '. Therefore, the method 100 according to the embodiment herein can also be referred to as a method 100 for filling and / or degassing the first coolant circuit 6 of the cooling system 1, 1 ' of the vehicle 2.

[0262] It should be understood that the various embodiments described for method 100 can be combined with the control device 21 as described herein. That is, the control device 21 can be configured to perform any of the method steps 110, 120, 111, 112, 113, 115, 121, 123, 125 and 127 of method 100.

[0263] Figure 6 A computer-readable medium 200 is shown comprising instructions that, when executed by a computer, cause the computer to perform the method 100 according to some embodiments.

[0264] According to some embodiments, the computer readable medium 200 comprises a computer program comprising instructions which, when the program is executed by a computer, cause the computer to perform the method 100 according to some embodiments.

[0265] As mentioned herein, the control device 21 may be included in the vehicle 2 and may be connected to one or more components of the vehicle 2, such as one or more components of the cooling system 1, 1', in order to perform Figure 4 The method 100 shown in FIG. A person skilled in the art will appreciate that the method 100 for operating a cooling system 1, 1' of a vehicle 2 can be implemented by programming instructions. These programming instructions usually consist of a computer program which, when executed in the control device 21, ensures that the control device 21 performs the desired control, such as the method steps 110, 120, 111, 112, 113, 115, 121, 123, 125 and 127 described herein. The computer program is usually part of a computer program product 200, which includes a suitable digital storage medium on which the computer program is stored.

[0266] The control device 21 may include a computing unit, which may take the form of essentially any suitable type of processor circuit or microcomputer, such as a circuit for digital signal processing (digital signal processor DSP), a central processing unit (CPU), a processing unit, a processing circuit, a processor, an application specific integrated circuit (ASIC), a microprocessor, or other processing logic that can interpret and execute instructions. The expression "computing unit" as used herein may refer to a processing circuit system including a plurality of processing circuits, such as, for example, any, some or all of the processing circuits described above.

[0267] The control device 21 may also include a memory unit, wherein the computing unit may be connected to the memory unit, and the memory unit may provide the computing unit with, for example, stored program code and / or stored data that the computing unit may need to enable it to perform calculations. The computing unit may also be adapted to store partial results or final results of the calculations in the memory unit. The memory unit may include a physical device for temporarily or permanently storing data or programs (i.e., instruction sequences). According to some embodiments, the memory unit may include an integrated circuit, which includes silicon-based transistors. In different embodiments, the memory unit may include, for example, a memory card, a flash memory, a USB memory, a hard disk, or another similar volatile or non-volatile storage unit for storing data, such as, for example, a ROM (read-only memory), a PROM (programmable read-only memory), an EPROM (erasable PROM), an EEPROM (electrically erasable PROM), etc.

[0268] The control device 21 is connected to the components of the cooling system 1, 1' and / or the vehicle 2 for receiving and / or sending input signals and output signals. These input signals and output signals may include waveforms, pulses or other properties that the input signal receiving device can detect as information and can be converted into signals that can be processed by the control device 21. Then, these signals can be supplied to the computing unit. One or more output signal sending devices can be arranged to convert the calculation results from the computing unit into output signals for transmission to other parts of the vehicle control system and / or one or more components to which the signals are directed. Each of the connections for receiving and sending input signals and output signals with the corresponding components of the cooling system 1, 1' and / or the vehicle 2 can take the form of one or more of a cable, a data bus (such as a CAN (controller area network) bus, a MOST (media oriented system transmission) bus or some other bus configuration) or a wireless connection.

[0269] In the embodiment shown, the vehicle 2 comprises a control device 21 , but may alternatively be implemented in whole or in part in two or more control devices or in two or more control units.

[0270] The control system in a modern vehicle typically includes a communication bus system that includes one or more communication buses for connecting multiple electronic control units (ECUs) or controllers to various components on the vehicle. Such a control system may include a large number of control units, and it is noted that certain functions may be shared between two or more of them. Therefore, as will be appreciated by those skilled in the art, vehicles of the type of concern here are typically provided with more than Figure 2 and Figure 3 There are significantly more controls than those depicted in FIG.

[0271] The computer program product 200 may be provided, for example, in the form of a data carrier carrying computer program code for executing at least some of the method steps 110, 120, 111, 112, 113, 115, 121, 123, 125 and 127 according to some embodiments when loaded into one or more computing units of the control device 21. The data carrier may be, for example, a CD ROM disk (e.g. Figure 6 As shown) or ROM (read-only memory), PROM (programmable read-only memory), EPROM (erasable PROM), flash memory, EEPROM (electrically erasable PROM), hard disk, memory stick, optical storage device, magnetic storage device, or any other suitable medium that can hold machine-readable data in a non-transitory manner, such as a disk or tape. The computer program product can also be provided as computer program code on a server and can be downloaded to the control device 21 remotely, for example, via an Internet or intranet connection or via other wired or wireless communication systems.

[0272] It should be understood that the above is an illustration of various exemplary embodiments, and the present invention is limited only by the appended independent claims. Those skilled in the art will recognize that the exemplary embodiments may be modified without departing from the scope of the present invention as defined by the appended independent claims, and that different features of the exemplary embodiments may be combined to produce embodiments other than those described herein.

[0273] As used herein, the terms "comprising" and "comprises" are open ended and include one or more stated features, elements, steps, components or functions, but do not preclude the presence or addition of one or more other features, elements, steps, components, functions or groups thereof.

Claims

1. A method (100) of operating a cooling system (1, 1') of a vehicle (2), the cooling system (1, 1') comprising a first coolant circuit and a second coolant circuit (6, 8), the first coolant circuit and the second coolant circuit each being configured to control the temperature of a plurality of components (b1'-b3', b1-b5) of the vehicle (2), wherein the cooling system (1, 1') comprises a filling point (75) for filling the first coolant circuit (6) with coolant, And wherein the first coolant circuit (6) comprises: a first coolant pump (10) configured to pump coolant through the first coolant circuit (6), a conduit section (12) connected to a pump inlet (10') of the first coolant pump (10), - a start-up duct (18) connected to the duct section (12) and to the second coolant circuit (8), and a conduit section (p6) between the filling point (75) and the pump inlet (10') of the first coolant pump (10), wherein the conduit section (p6) is arranged below the pump inlet (10') of the first coolant pump (10) as seen relative to the local gravity vector (gv), And wherein the method (100) comprises the following steps: - starting (110) the coolant supply from the second coolant circuit (8) via the start-up conduit (18) to the conduit section (12) during the stoppage of the first coolant pump (10), and then - Starting (120) the operation of said first coolant pump (10).

2. The method (100) according to claim 1, wherein the method (100) further comprises the following steps: - supplying (113) coolant from the second coolant circuit (8) via the start-up conduit (18) to the conduit section (12) during a first time period (t1) prior to the step of starting (120) the operation of the first coolant pump (10).

3. The method (100) according to claim 1 or 2, wherein the method (100) further comprises the following steps: - maintaining (121) the operation of the first coolant pump (10) during a second time period (t2), - stopping (123) the operation of the first coolant pump (10) at the end of the second time period (t2), and then - starting (115) a second coolant supply from the second coolant circuit (8) via the start-up conduit (18) to the conduit section (12).

4. The method (100) according to any one of the preceding claims, wherein the method (100) comprises the following steps: - maintaining (125) the coolant supply from the second coolant circuit (8) via the start-up conduit (18) to the conduit section (12) during operation of the first coolant pump (10).

5. The method (100) according to claim 4, wherein the method (100) comprises the following steps: - operating (127) the first coolant pump (10) at a reduced pumping rate when coolant is supplied to the conduit section (12) from the second coolant circuit (8) via the start-up conduit (18).

6. The method (100) according to any one of the preceding claims, wherein the starting duct (18) is connected to a pressure section (20) of the second coolant circuit (8), and wherein the first coolant circuit (6) comprises a valve (22) controllable between an open state, in which the valve (22) allows a coolant flow through the starting duct (18), and a closed state, in which the valve (22) prevents a coolant flow through the starting duct (18), and The step of starting (110) the coolant supply from the second coolant circuit (8) via the start-up conduit (18) to the conduit section (12) comprises the following steps: - Controlling (111) said valve (22) to said open state.

7. The method (100) according to any one of the preceding claims, wherein the second coolant circuit (8) comprises a second coolant pump (24), and wherein the starting conduit (18) is connected to a portion (20) of the second coolant circuit (8) which is located downstream of the second coolant pump (24), and The step of starting (110) the coolant supply from the second coolant circuit (8) to the conduit section (12) comprises the following steps: - Operating (112) the second coolant pump (24).

8. A computer program comprising instructions which, when the program is executed by a computer, cause the computer to perform the method (100) according to any one of claims 1 to 7.

9. A computer-readable medium (200) comprising instructions which, when executed by a computer, cause the computer to perform the method (100) according to any one of claims 1 to 7.

10. A control device (21) for controlling the operation of a cooling system (1, 1') of a vehicle (2), the cooling system (1, 1') comprising a first coolant circuit and a second coolant circuit (6, 8), the first coolant circuit and the second coolant circuit each being configured to control the temperature of a plurality of components (b1'-b3', b1-b5) of the vehicle (2), wherein the cooling system (1, 1') comprises a filling point (75) for filling the first coolant circuit (6) with coolant, And wherein the first coolant circuit (6) comprises: a first coolant pump (10) configured to pump coolant through the first coolant circuit (6), a conduit section (12) connected to a pump inlet (10') of the first coolant pump (10), - a start-up duct (18) connected to the duct section (12) and to the second coolant circuit (8), and a conduit section (p6) between the filling point (75) and the pump inlet (10') of the first coolant pump (10), wherein the conduit section (p6) is arranged below the pump inlet (10') of the first coolant pump (10) as seen relative to the local gravity vector (gv), and The control device (21) is configured to: - during the stoppage of the first coolant pump (10), starting the coolant supply from the second coolant circuit (8) via the start-up conduit (18) to the conduit section (12), and then - Starting the operation of said first coolant pump (10).

11. A cooling system (1, 1') for a vehicle (2), wherein the cooling system (1, 1') comprises a first coolant circuit and a second coolant circuit (6, 8), each of the first coolant circuit and the second coolant circuit being configured to control the temperature of a plurality of components (b1'-b3', b1-b5) of the vehicle (2), wherein the cooling system (1, 1') comprises a filling point (75) for filling the first coolant circuit (6) with a coolant, And wherein the first coolant circuit (6) comprises: a first coolant pump (10) configured to pump coolant through the first coolant circuit (6), a conduit section (12) connected to a pump inlet (10') of the first coolant pump (10), - a start-up duct (18) connected to the duct section (12) and to the second coolant circuit (8), and a conduit section (p6) between the filling point (75) and the pump inlet (10') of the first coolant pump (10), wherein when the cooling system (1, 1') is arranged on the vehicle (2) and the vehicle (2) is in an upright use position on a horizontal surface (Hs), the conduit portion (p6) is arranged below the pump inlet (10') of the first coolant pump (10) as seen with respect to the local gravity vector (gv), And wherein the cooling system (1, 1') comprises a control device (21) according to claim 10.

12. The cooling system (1, 1') according to claim 11, wherein when the cooling system (1, 1') is arranged on the vehicle (2) and the vehicle (2) is in an upright use position on a horizontal surface (Hs), the conduit section (12) comprises at least one portion (12b) arranged at a higher position than the pump inlet (10') of the first coolant pump (10) as seen relative to the local gravity vector (gv).

13. The cooling system (1, 1') according to claim 11 or 12, wherein the first coolant circuit (6) is configured to control the temperature of a plurality of groups (b1'-b3') of propulsion battery cells (4).

14. The cooling system (1') according to any one of claims 11 to 13, wherein the second coolant circuit (8) comprises a coolant distribution manifold (50), and wherein the cooling system (1') comprises at least two further coolant circuits (c1-c5), each of the at least two further coolant circuits being configured to exchange the coolant in the coolant distribution manifold (50), and wherein the second coolant circuit (8) is a temperature regulating circuit configured to adjust the temperature of the coolant in the coolant distribution manifold (50).

15. The cooling system (1') according to claim 14, wherein the first coolant circuit (6) exchanges the coolant in the coolant distribution manifold (50).

16. The cooling system (1') according to claim 14 or 15, wherein each of the at least two further coolant circuits (c1-c5) is configured to control the temperature of a respective group (b1-b5) of propulsion battery cells (4).

17. A vehicle (2) comprising a plurality of first components (b1' to b3'), a plurality of second components (b1 to b5), and a cooling system (1, 1') according to any one of claims 11 to 16, wherein the first coolant circuit (6) is configured to control the temperature of the plurality of first components (b1'-b3'), and the second coolant circuit (8) is configured to control the temperature of the plurality of second components (b1-b5), and wherein when the cooling system (1, 1') is arranged on the vehicle (2) and the vehicle (2) is in an upright use position on a horizontal surface (Hs), as seen relative to a local gravity vector (gv), the conduit portion (p6) of the first coolant circuit (6) is arranged below the pump inlet (10') of the first coolant pump (10).

18. The vehicle (2) according to claim 17, wherein when the vehicle (2) is in an upright use position on a horizontal surface (Hs), the plurality of first components (b1'-b3') are arranged at a higher position than the plurality of second components (b1-b5) as seen relative to the local gravity vector (gv).

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