EP0394796B1 - Heating system, especially for vehicles with an internal combustion engine and a heating device - Google Patents

Heating system, especially for vehicles with an internal combustion engine and a heating device Download PDF

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Publication number
EP0394796B1
EP0394796B1 EP90107176A EP90107176A EP0394796B1 EP 0394796 B1 EP0394796 B1 EP 0394796B1 EP 90107176 A EP90107176 A EP 90107176A EP 90107176 A EP90107176 A EP 90107176A EP 0394796 B1 EP0394796 B1 EP 0394796B1
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EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
heating device
heater
liquid
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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EP90107176A
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German (de)
French (fr)
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EP0394796A2 (en
EP0394796A3 (en
Inventor
Martin Kröner
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Eberspaecher Climate Control Systems GmbH and Co KG
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J Eberspaecher GmbH and Co KG
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Publication of EP0394796A3 publication Critical patent/EP0394796A3/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
    • F01M11/0004—Oilsumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M5/00—Heating, cooling, or controlling temperature of lubricant; Lubrication means facilitating engine starting
    • F01M5/02—Conditioning lubricant for aiding engine starting, e.g. heating
    • F01M5/021—Conditioning lubricant for aiding engine starting, e.g. heating by heating

Definitions

  • the invention relates to a heating system, in particular for motor vehicles, which uses waste heat from an internal combustion engine and has a heater which can be operated with liquid fuel for generating heat independently of the operation of the internal combustion engine or in addition to engine waste heat, the heater being spatially assigned to the oil pan of the internal combustion engine, which is associated with an indentation is provided, in which the heater is mounted so as to protrude with its heat-emitting region and has a liquid space between the heat-emitting region of the heater and the indentation, through which the liquid to be heated flows.
  • DE-A-37 12 670 describes such a heating system which corresponds to the preamble of claim 1.
  • Heating devices for motor vehicles which can be operated with liquid fuel and which generate heat independently of or in addition to the operation of the internal combustion engine are known. Their most important area of application is the preheating of the motor vehicle interior and / or the internal combustion engine, so that when the vehicle starts moving, the motor vehicle user already finds a warm vehicle interior with defrosted windows and a drive motor of the motor vehicle that is no longer undercooled. Cold start wear on the internal combustion engine is significantly reduced. Exhaust emissions are also reduced during the warm-up phase.
  • the invention has for its object to integrate the heater more cheaply in such a heating system.
  • the indentation of the oil pan with its longitudinal direction of extension is arranged essentially parallel to the crankshaft axis of the internal combustion engine and off-center.
  • a feed line to the liquid flow space in the indentation and a discharge from this liquid flow space are integrated in the heater.
  • the heater is located with its main direction of extension perpendicular to the crankshaft axis and overall below the crankshaft. This results in an overall increase in the overall height of the internal combustion engine. In contrast, there is no or at most a slight increase in the overall height of the internal combustion engine in the configuration of the heating system according to the invention. This is very desirable because modern motor vehicles endeavor to arrange the bonnet as low as possible or to make it flat, and because the internal combustion engine cannot be arranged at any depth for reasons of ground clearance.
  • the main area of the heater is - roughly speaking - cylindrical. In an embodiment of the invention, this main area is designed with the smallest possible diameter, the length being less restrictive.
  • the invention also provides a heating system in which the internal combustion engine is designed with liquid cooling and an electric circulating pump for the cooling liquid, in which the heating device is designed as a liquid heating device, and in which the heating device is integrated into the cooling liquid system of the internal combustion engine is, so that the circulation pump can pump coolant through the heater when the internal combustion engine is stopped. Because of this design, the previously used liquid circulation pump of the heater is not necessary. Their function is taken over by the electric circulation pump of the internal combustion engine.
  • An electric circulation pump for the coolant has the great advantage that it can work independently of the instantaneous speed of the internal combustion engine, in particular its delivery capacity can be adjusted to the current cooling requirement of the internal combustion engine or heat requirement for heating the vehicle interior.
  • the invention also provides a heating system in which the lubricating oil circuit of the internal combustion engine is equipped with an electric oil pump, so that the stationary internal combustion engine can be heated by pumped-over lubricating oil heated by the heating device.
  • an electric oil pump has the essential advantage over an oil pump mechanically driven by the internal combustion engine that its delivery volume or delivery pressure can be selected independently of the instantaneous speed of the internal combustion engine. In particular, it is possible to increase the delivery volume or delivery pressure when idling or at low engine speeds compared to previous practice with a mechanical drive of the oil pump.
  • the spatial assignment of the heater to the oil pan of the internal combustion engine can also be used according to the invention to extract heat from the hot lubricating oil of the internal combustion engine, particularly when the internal combustion engine is operating at high power and / or at high outside temperatures. Due to the invention, the oil pan is integrated, so to speak, into a heat exchanger through which the coolant of the internal combustion engine can flow. When the internal combustion engine is operating at high power and / or at high outside temperatures, the coolant of the internal combustion engine is at a lower temperature than the lubricating oil, which can be at a temperature of more than 140 ° C. under the conditions described.
  • crankshaft 16 with crankshaft axis 18, and with an oil pan 20.
  • the oil pan 20 is without enlargement their vertical dimensions are used laterally in order to create a receiving space for a heater 22 off-center from the crankshaft axis 18.
  • FIG. 2 shows in more detail how the heat exchange area of the heater 22, which spatially makes up the main part of the heater 22, is integrated into the oil pan 20.
  • the indentation 26 is open to the front or rear end of the internal combustion engine 2, otherwise closed everywhere, and in one piece with the rest of the oil pan 20 educated.
  • the oil pan 20 together with the indentation 26 is preferably made of metal, in particular die-cast aluminum. Si can also consist of plastic, for example.
  • the indentation 26 can on its outside or the inside of the oil pan 20 Side with ribs 28 to improve the heat transfer.
  • the axial direction of extension of the indentation 26 is parallel to the crankshaft axis 18.
  • the length of the indentation 26 in the axial direction depends on the desired or required thermal output of the heater 22. The length can take up almost the entire length of the oil pan 20.
  • the indentation 26 can, however, also be shorter axially, for example in order to leave space axially in front for an oil pump or an intake system for the oil circuit of the internal combustion engine 2 (not shown).
  • the heater 22 itself, which is shown in part schematically in FIG. 2, essentially consists of a heater base part 30, an essentially cylindrical flame tube 32 that axially supports it, and a jacket 34 made of metal surrounding the flame tube 32.
  • the base part 30 essentially comprises a combustion air blower, a fuel pump which may also be arranged separately, a combustion chamber at the transition to the flame tube 32, an electrical ignition device in the combustion chamber and a temperature sensor (overheating switch), these elements not being shown separately.
  • the flame tube 32 is open at the front end removed from the base part 30.
  • the essentially cylindrical jacket 34 is closed at its end 34 adjacent to the open end of the flame tube 32.
  • the hot combustion gases flow axially forward in the flame tube 32 and then axially back in the annular space between the flame tube 32 and the jacket 34. They leave the heater 22 through an exhaust gas line 36.
  • a space 38 Between the overall deep cup-shaped jacket 34 and the overall deep cup-shaped indentation 26 there is a space 38 through which the coolant of the internal combustion engine 2 flows, a supply line 40 and a discharge line 42 being indicated schematically are.
  • a supply line 40 and a discharge line 42 being indicated schematically are.
  • this space 38 it can be divided, for example, in FIG. 2 below the plane of the drawing and in FIG. 2 above the plane of the drawing by an axially extending partition wall 44, which ends axially at the front where the jacket 34 ends. In this way, the coolant flows in the in FIG.
  • the base part 30 and the jacket 34 have flanges which are fastened to a corresponding outer flange 48 of the oil pan 20 by means of a common clamping ring 46.
  • the jacket 34 is provided on the inside and / or outside with elevations 50 or ribs, which can, for example, run in a spiral to the liquid or. To make gas flow through the corresponding room more turbulent, thereby increasing the heat transfer.
  • the solution drawn has the advantage that the oil pan has no potential leak.
  • FIG 3 shows a preferred example of how the heater 22 can be integrated into the coolant circuit of the internal combustion engine 2. It is an embodiment in which the heater 22 does not have its own liquid pump and in which an electrically driven circulation pump 52 is provided for the coolant of the internal combustion engine 2.
  • a first part of the total coolant circuit of the internal combustion engine 2 essentially consists of the circulation pump 52, which is connected on the output side via a line 76 to coolant flow-through spaces in the internal combustion engine 2, a line 54 which is arranged from the other end of these coolant flow-through spaces to one in the bow of the vehicle , the cooler 56 exposed to the wind, a further line 58 which leads from the cooler 56 back to the circulating pump 52, and a bypass line 60 which leads past the cooler 56 and which leads from the line 54 to the line 58.
  • a thermostatic valve 62 is installed, which conducts the cooling liquid through the bypass line 60 when the internal combustion engine 2 is cold and through the cooler 56 when the internal combustion engine 2 is hot.
  • a second part of the coolant system essentially contains a first line 64, one assigned to the vehicle interior Heat exchanger 66 and a second line 68.
  • the first line 64 is connected to the previously described line 54 near the internal combustion engine 2 with a T-piece.
  • the second line 68 is also connected downstream of the line 54 with a T-piece.
  • a heating valve 70 arranged in the second line 68 is opened, a partial flow of the cooling liquid flows through the heat exchanger 66, as a result of which the interior of the motor vehicle is heated.
  • a check valve 72 determines the flow direction of line 68.
  • a third part of the coolant system leads from an adjustable valve 74, which is provided in line 76, to the heater 22 and from there with a T-piece into the described first line 64.
  • the coolant circuit operates like a conventional coolant circuit without an additional heater. If the adjusting valve 74 is set in the direction of the straight arrow 80, all of the coolant downstream of the pump 52 first flows through the heater 22, where it is heated when the heater 22 is switched on. If the heating valve 70 is open, the heated coolant first flows through the heat exchanger 66, so that part of the heat is released to the vehicle interior. Then the coolant flows through the bypass line 60, provided that the thermostatic valve 62 has the appropriate position, and from there back to the pump 52.
  • the heat generated by the heater 22 not only benefits the heating of the vehicle interior but also the heating of the internal combustion engine 2 via the coolant.
  • This position of the adjusting valve 74 is therefore suitable for heating the internal combustion engine 2 in addition to the vehicle interior not only via the content of the oil pan 20 but also via the coolant.
  • this position is also suitable for operating situations in which the internal combustion engine 2 does not generate enough heat, for example short-distance traffic in winter, so that the heater 22 works as an additional heater.
  • Such additional heating tasks are viewed by the applicant as increasingly important, especially for applications in which the internal combustion engine of a motor vehicle does not produce sufficient heat in numerous operating phases. In particular, it deals with the cases of small-volume drive motors, drive motors with high efficiency and therefore low waste heat production, as well as diesel engines.
  • the coolant circuit described with reference to FIG. 3 is only one - albeit preferred - exemplary embodiment. There are a number of other ways in which the coolant circuit can be designed. If one uses a heater 22 with its own circulation pump for the heat transfer fluid and a conventionally mechanically driven circulation pump 52 for the coolant of the internal combustion engine, one can interconnect the heater 22 with the heat exchanger 66, for example, in such a way that the heat transfer fluid heated in the heater 22 flows to the heat exchanger 66 and from there directly back to the heater 22. Or you can switch the heater 22 in the bypass to the circulation pump 52, so that heated heat transfer fluid flows through the internal combustion engine 2 to heat it and also - when switched on - flows through the heat exchanger 66.
  • the main part of the heater 22 protruding into the oil pan 20 and the indentation can alternatively also be slightly conical with a forward decrease. diameter.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Air-Conditioning For Vehicles (AREA)

Description

Die Erfindung bezieht sich auf ein Heizsystem, insbesondere für Kraftfahrzeuge, das Abwärme eines Verbrennungsmotors benutzt und ein mit flüssigem Brennstoff betreibbares Heizgerät zur Wärmeerzeugung unabhängig vom Betrieb des Verbrennungsmotors oder zusätzlich zur Motorabwärme aufweist, wobei das Heizgerät der Ölwanne des Verbrennungsmotors räumlich zugeordnet ist, die mit einer Einstülpung versehen ist, in die das Heizgerät mti seinem wärmeabgebenden Bereich ragend montiert ist und einen Flüssigkeitsraum zwischen dem wärmeabgebenden Bereich des Heizgerätes und der Einstülpung aufweist, der von der zu erwärmern Flüssigkeit durchströmt wird. Die DE-A-37 12 670 bescheibt ein solches Heizsystem, das dem Oberbegriff von Anspruch 1 entspricht.The invention relates to a heating system, in particular for motor vehicles, which uses waste heat from an internal combustion engine and has a heater which can be operated with liquid fuel for generating heat independently of the operation of the internal combustion engine or in addition to engine waste heat, the heater being spatially assigned to the oil pan of the internal combustion engine, which is associated with an indentation is provided, in which the heater is mounted so as to protrude with its heat-emitting region and has a liquid space between the heat-emitting region of the heater and the indentation, through which the liquid to be heated flows. DE-A-37 12 670 describes such a heating system which corresponds to the preamble of claim 1.

Mit flüssigem Brennstoff betreibbare Heizgeräte für Kraftfahrzeuge, die unabhängig vom Betrieb des Verbrennungsmotors oder zusätzlich hierzu Wärme erzeugen, sind bekannt. Ihr wichtigstes Einsatzgebiet ist die Vorwärmung des Kraftfahrzeuginnenraums und/oder des Verbrennungsmotors, so daß der Kraftfahrzeugbenutzer beim Losfahren bereits einen warmen Fahrzeuginnenraum mit abgetauten Scheiben und einen nicht mehr so stark unterkühlten Antriebsmotor des Kraftfahrzeugs vorfindet. Der Kaltstartverschleiß des Verbrennungsmotors wird entscheidend verringert. Außerdem sind die Abgasemissionen in der Warmlaufphase verringert.Heating devices for motor vehicles which can be operated with liquid fuel and which generate heat independently of or in addition to the operation of the internal combustion engine are known. Their most important area of application is the preheating of the motor vehicle interior and / or the internal combustion engine, so that when the vehicle starts moving, the motor vehicle user already finds a warm vehicle interior with defrosted windows and a drive motor of the motor vehicle that is no longer undercooled. Cold start wear on the internal combustion engine is significantly reduced. Exhaust emissions are also reduced during the warm-up phase.

Es ist bekannt (DE-A 37 12 670), das Heizgerät der Ölwanne des Verbrennungsmotors räumlich derart zuzuordnen, daß von dem Heizgerät nicht nur Wasser für die Fahrzeugheizung erwärmt wird, sondern auch Wärme auf kürzestem Weg dem in der Ölwanne befindlichen Öl des Verbrennungsmotors zugeführt wird.It is known (DE-A 37 12 670) to spatially assign the heater to the oil pan of the internal combustion engine such that not only water is heated for the vehicle heater by the heater, but also heat in the shortest possible way Oil pan located oil of the internal combustion engine is supplied.

Der Erfindung liegt die Aufgabe zugrunde, bei einem derartigen Heizsystem das Heizgerät günstiger zu integrieren.The invention has for its object to integrate the heater more cheaply in such a heating system.

Zur Lösung dieser Aufgabe ist erfindungsgemäß die Einstülpung der Ölwanne mit ihrer Längserstreckungsrichtung im wesentlichen parallel zur Kurbelwellenachse des Verbrennungsmotors und außermittig angeordnet. Im Heizgerät sind eine Zuleitung zu dem Flüssigkeitsströmungsraum in der Einstülpung sowie eine Ableitung von diesem Flüssigkeitsströmungsraum integriert.To achieve this object, the indentation of the oil pan with its longitudinal direction of extension is arranged essentially parallel to the crankshaft axis of the internal combustion engine and off-center. A feed line to the liquid flow space in the indentation and a discharge from this liquid flow space are integrated in the heater.

Bei dem beschriebenen bekannten Heizsystem liegt das Heizgerät mit seiner Haupterstreckungsrichtung rechtwinklig zur Kurbelwellenachse und insgesamt unterhalb der Kurbelwelle. Dadurch ergibt sich insgesamt eine Vergrößerung der Bauhöhe des Verbrennungsmotors. Demgegenüber ergibt sich bei der erfindungsgemäßen Ausbildung des Heizsystems keine oder höchstens eine geringfügige Vergrößerung der Bauhöhe des Verbrennungsmotors. Dies ist sehr erwünscht, weil man bei modernen Kraftfahrzeugen bestrebt ist, die Motorhaube möglichst niedrig anzuordnen bzw. flach zu gestalten und weil der Verbrennungsmotor aus Gründen der Bodenfreiheit nicht beliebig tief angeordnet werden kann.In the known heating system described, the heater is located with its main direction of extension perpendicular to the crankshaft axis and overall below the crankshaft. This results in an overall increase in the overall height of the internal combustion engine. In contrast, there is no or at most a slight increase in the overall height of the internal combustion engine in the configuration of the heating system according to the invention. This is very desirable because modern motor vehicles endeavor to arrange the bonnet as low as possible or to make it flat, and because the internal combustion engine cannot be arranged at any depth for reasons of ground clearance.

Der Hauptbereich des Heizgeräts ist in der Regel - grob gesprochen - zylindrisch. In Ausgestaltung der Erfindung wird dieser Hauptbereich mit möglichst kleinem Durchmesser ausgeführt, wobei man in der Länge weniger einschneidenden Beschränkungen unterliegt.The main area of the heater is - roughly speaking - cylindrical. In an embodiment of the invention, this main area is designed with the smallest possible diameter, the length being less restrictive.

Die Erfindung schafft ferner ein Heizsystem, bei dem der Verbrennungsmotor mit Flüssigkeitskühlung und einer elektrischen Umwälzpumpe für die Kühlflüssigkeit ausgebildet ist, bei dem das Heizgerät als Flüssigkeitserwärmungs-Heizgerät ausgebildet ist, und bei dem das Heizgerät in das Kühlflüssigkeitssystem des Verbrennungsmotors integriert ist, so daß die Umwälzpumpe bei stehendem Verbrennungsmotor Kühlflüssigkeit durch das Heizgerät pumpen kann. Aufgrund dieser Ausbildung ist die bisher übliche Flüssigkeits-Umwälzpumpe des Heizgeräts entbehrlich. Deren Funktion wird von der elektrischen Umwälzpumpe des Verbrennungsmotors mit übernommen. Eine elektrische Umwälzpumpe für die Kühlflüssigkeit hat den großen Vorteil, daß sie unabhängig von der momentanen Drehzahl des Verbrennungsmotors arbeiten kann, insbesondere in ihrer jeweiligen Förderleistung auf den aktuellen Kühlungsbedarf des Verbrennungsmotors bzw. Wärmebedarf für die Erwärmung des Fahrzeuginnenraums eingestellt werden kann.The invention also provides a heating system in which the internal combustion engine is designed with liquid cooling and an electric circulating pump for the cooling liquid, in which the heating device is designed as a liquid heating device, and in which the heating device is integrated into the cooling liquid system of the internal combustion engine is, so that the circulation pump can pump coolant through the heater when the internal combustion engine is stopped. Because of this design, the previously used liquid circulation pump of the heater is not necessary. Their function is taken over by the electric circulation pump of the internal combustion engine. An electric circulation pump for the coolant has the great advantage that it can work independently of the instantaneous speed of the internal combustion engine, in particular its delivery capacity can be adjusted to the current cooling requirement of the internal combustion engine or heat requirement for heating the vehicle interior.

Die Erfindung schafft ferner ein Heizsystem, bei dem der Schmierölkreislauf des Verbrennungsmotors mit einer elektrischen Ölpumpe ausgestattet ist, so daß der stehende Verbrennungsmotor über umgepumptes, mittels des Heizgeräts erwärmtes Schmieröl erwärmbar ist. Hierdurch ergibt sich eine umfänglichere Vorwärmung des Verbrennungsmotors, da der Schmierölkreislauf praktisch durch den gesamten Verbrennungsmotor führt. Außerdem hat eine elektrische Ölpumpe im Vergleich zu einer mechanisch von dem Verbrennungsmotor angetriebenen Ölpumpe den wesentlichen Vorteil, daß deren Fördervolumen bzw. Förderdruck unabhängig von der momentanen Drehzahl des Verbrennungsmotors gewählt werden kann. Insbesondere ist eine Anhebung des Fördervolumens bzw. Förderdrucks bei Leerlauf bzw. niedrigen Drehzahlen im Vergleich zur bisherigen Praxis mit mechanischem Antrieb der Ölpumpe möglich.The invention also provides a heating system in which the lubricating oil circuit of the internal combustion engine is equipped with an electric oil pump, so that the stationary internal combustion engine can be heated by pumped-over lubricating oil heated by the heating device. This results in a more extensive preheating of the internal combustion engine, since the lubricating oil circuit leads practically through the entire internal combustion engine. In addition, an electric oil pump has the essential advantage over an oil pump mechanically driven by the internal combustion engine that its delivery volume or delivery pressure can be selected independently of the instantaneous speed of the internal combustion engine. In particular, it is possible to increase the delivery volume or delivery pressure when idling or at low engine speeds compared to previous practice with a mechanical drive of the oil pump.

Die räumliche Zuordnung des Heizgeräts zu der Ölwanne des Verbrennungsmotors kann erfindungsgemäß auch dazu genutzt werden, dem heißen Schmieröl des Verbrennungsmotors, insbesondere bei Betrieb des Verbrennungsmotors mit hoher Leistung und/oder bei hohen Außentemperaturen, Wärme zu entziehen. Der Ölwanne ist aufgrund der Erfindung sozusagen ein Wärmetauscher integriert, der von der Kühlflüssigkeit des Verbrennungsmotors durchströmbar ist. Beim Betrieb des Verbrennungsmotors mit hoher Leistung und/oder bei hohen Außentemperaturen hat die Kühlflüssigkeit des Verbrennungsmotors mit eine niedrigere Temperatur als das Schmieröl, das sich unter den geschilderten Bedingungen durchaus auf einer Temperatur von über 140 °C befinden kann.The spatial assignment of the heater to the oil pan of the internal combustion engine can also be used according to the invention to extract heat from the hot lubricating oil of the internal combustion engine, particularly when the internal combustion engine is operating at high power and / or at high outside temperatures. Due to the invention, the oil pan is integrated, so to speak, into a heat exchanger through which the coolant of the internal combustion engine can flow. When the internal combustion engine is operating at high power and / or at high outside temperatures, the coolant of the internal combustion engine is at a lower temperature than the lubricating oil, which can be at a temperature of more than 140 ° C. under the conditions described.

Die Erfindung und Ausgestaltungen der Erfindung werden im folgenden anhand von zeichnerisch dargestellten Ausführungsbeispielen noch näher erläutert. Es zeigt:

  • Fig. 1 eine schmatisierte Stirnansicht eines Verbrennungsmotors mit in die Ölwanne integriertem Heizgerät, und zwar in Richtung der Kurbelwellenlängsachse und von der Hinterseite des Verbrennungsmotors her gesehen;
  • Fig. 2 einen horizontalen Teil-Längsschnitt des Verbrennungsmotors von Fig. 1 gemäß II-II, und zwar in vergrößertem Maßstab und beschränkt auf den Anordnungsbereich des Heizgeräts;
  • Fig. 3 die Gestaltung eines Kühlflüssigkeitskreislaufs eines Verbrennungsmotors mit zugeordnetem Heizgerät.
The invention and refinements of the invention are explained in more detail below with reference to exemplary embodiments illustrated in the drawings. It shows:
  • Figure 1 is a schematized front view of an internal combustion engine with a heater integrated in the oil pan, namely in the direction of the longitudinal axis of the crankshaft and seen from the rear of the internal combustion engine.
  • FIG. 2 shows a horizontal partial longitudinal section of the internal combustion engine from FIG. 1 according to II-II, to be precise on an enlarged scale and limited to the arrangement area of the heater;
  • Fig. 3 shows the design of a coolant circuit of an internal combustion engine with an associated heater.

In Fig. 1 erkennt man einen Verbrennungsmotor 2 mit Zylinderblock 4, Zylinderkopf 6, Ventildeckel 8, Luftansaugsystem 10, Luftfilter 12, Beginn des Abgassystems 14, schematisch angedeuteter Kurbelwelle 16 mit Kurbelwellenachse 18, und mit einer Ölwanne 20. Die Ölwanne 20 ist ohne Vergrößerung ihrer Vertikalabmessungen seitlich ausgebraucht, um außermittig von der Kurbelwellenachse 18 einen Aufnahmeraum für ein Heizgerät 22 zu schaffen.1 shows an internal combustion engine 2 with cylinder block 4, cylinder head 6, valve cover 8, air intake system 10, air filter 12, start of exhaust system 14, schematically indicated crankshaft 16 with crankshaft axis 18, and with an oil pan 20. The oil pan 20 is without enlargement their vertical dimensions are used laterally in order to create a receiving space for a heater 22 off-center from the crankshaft axis 18.

Fig. 2 zeigt mehr im Detail, wie der Wärmetauschbereich des Heizgerätes 22, der räumlich den Hauptteil des Heizgeräts 22 ausmacht, in die Ölwanne 20 integriert ist. Im Bereich der Ausbauchung 24 der Ölwanne 20 befindet sich eine - grob gesprochen - zylinderförmige Einstülpun oder Tasche 26 in der Ölwanne 20. Die Einstülpung 26 ist zur vorderen oder hinteren Stirnseite des Verbrennungsmotors 2 offen, ansonsten überall geschlossen, und mit der restlichen Ölwanne 20 einstückig ausgebildet. Die Ölwanne 20 mitsamt Einstülpung 26 besteht vorzugsweise aus Metall, insbesondere Aluminiumdruckgruß. Si kann aber auch beispielsweise aus Kunststoff bestehen. Die Einstülpung 26 kann auf ihrer Außenseite bzw. der dem Inneren der Ölwanne 20 zugewandten Seite mit Rippen 28 zur Verbesserung des Wärmeübergangs versehen werden. Die axiale Erstreckungsrichtung der Einstülpung 26 ist parallel zur Kurbelwellenachse 18. Die Länge der Einstülpung 26 in Axialrichtung hängt von der gewünschten bzw. benötigten Wärmeleistung des Heizgeräts 22 ab. Die Länge kann nahezu die Gesamtlänge der Ölwanne 20 einnehmen. Die Einstülpung 26 kann aber axial auch kürzer sein, beispielsweise um axial davor Raum für eine Ölpumpe bzw. ein Ansaugsystem für den nicht eingezeichneten Ölkreislauf des Verbrennungsmotors 2 zu lassen.2 shows in more detail how the heat exchange area of the heater 22, which spatially makes up the main part of the heater 22, is integrated into the oil pan 20. In the region of the bulge 24 of the oil pan 20 there is a - roughly speaking - cylindrical indentation or pocket 26 in the oil pan 20. The indentation 26 is open to the front or rear end of the internal combustion engine 2, otherwise closed everywhere, and in one piece with the rest of the oil pan 20 educated. The oil pan 20 together with the indentation 26 is preferably made of metal, in particular die-cast aluminum. Si can also consist of plastic, for example. The indentation 26 can on its outside or the inside of the oil pan 20 Side with ribs 28 to improve the heat transfer. The axial direction of extension of the indentation 26 is parallel to the crankshaft axis 18. The length of the indentation 26 in the axial direction depends on the desired or required thermal output of the heater 22. The length can take up almost the entire length of the oil pan 20. The indentation 26 can, however, also be shorter axially, for example in order to leave space axially in front for an oil pump or an intake system for the oil circuit of the internal combustion engine 2 (not shown).

Das Heizgerät 22 selbst, das in Fig. 2 zum Teil schematisiert gezeichnet ist, besteht im wesentlichen aus einem Heizgerät-Basisteil 30, einem axial davon fortragenden, im wesentlichen zylindrischen Flammrohr 32 und einem das Flammrohr 32 umgebenden Mantel 34 aus Metall. Das Basisteil 30 beinhaltet im wesentlichen ein Verbrennungsluftgebläse, eine ggf. auch getrennt angeordnete Brennstoffpumpe, eine Brennkammer am Übergang zu dem Flammrohr 32, eine elektrische Zündeinrichtung in der Brennkammer und einen Temperaturfühler (Überhitzungsschalter), wobei diese Elemente nicht gesondert eingezeichnet sind. Das Flammrohr 32 ist an dem von dem Basisteil 30 entfernten Stirnende offen. Der im wesentlichen zylindrische Mantel 34 ist an seinem dem offenen Ende des Flammrohrs 32 benachbarten Ende 34 geschlossen. Die heißen Verbrennungsgase strömen in dem Flammrohr 32 axial nach vorn und dann im Ringraum zwischen dem Flammrohr 32 und dem Mantel 34 axial zurück. Sie verlassen das Heizgerät 22 durch eine Abgasleitung 36. Zwischen dem insgesamt tiefbecherförmigen Mantel 34 und der insgesamt tief-becherförmigen Einstülpung 26 befindet sich ein Raum 38, der von der Kühlflüssigkeit des Verbrennungsmotors 2 durchströmt wird, wobei eine Zuleitung 40 und eine Ableitung 42 schematisch angedeutet sind. Um eine gezielte Durchströmung dieses Raums 38 zu erreichen, kann er beispielsweise in Fig. 2 unterhalb der Zeichnungsebene und in Fig. 2 oberhalb der Zeichnungsebene durch eine axial verlaufende Trennwand 44 unterteilt sein, die axial vorn dort endet, wo auch der Mantel 34 endet. Auf diese Weise strömt die Kühlflüssigkeit in der in Fig. 1 linken Hälfte des Raums 38 zu, gelangt axial vorn von der linken Hälfte in die rechte Hälfte und strömt auf der in Fig. 1 rechten Seite axial zurück. Analog könnte man auch eine Hinströmung in der oberen Hälfte des Raums 38 und eine Rückströmung in der unteren Hälfte des Raums 38 vorsehen. Es bestehen weitere Möglichkeiten einer geeigneten Strömungslenkung, beispielsweise Hinströmung im Raum 38 insgesamt und Rückströmung durch eine gesonderte Leitung. Die Verbrennungsgase des Heizgeräts 22 geben den größten Teil ihrer Wärme durch den mantel 34 an die durch den Raum 38 strömende Kühlflüssigkeit ab, und die Kühlflüssigkeit gibt mindestens einen Teil ihrer Wärme durch die Wand der Einstülpung 26 an das Schmieröl in der Ölwanne 20 ab.The heater 22 itself, which is shown in part schematically in FIG. 2, essentially consists of a heater base part 30, an essentially cylindrical flame tube 32 that axially supports it, and a jacket 34 made of metal surrounding the flame tube 32. The base part 30 essentially comprises a combustion air blower, a fuel pump which may also be arranged separately, a combustion chamber at the transition to the flame tube 32, an electrical ignition device in the combustion chamber and a temperature sensor (overheating switch), these elements not being shown separately. The flame tube 32 is open at the front end removed from the base part 30. The essentially cylindrical jacket 34 is closed at its end 34 adjacent to the open end of the flame tube 32. The hot combustion gases flow axially forward in the flame tube 32 and then axially back in the annular space between the flame tube 32 and the jacket 34. They leave the heater 22 through an exhaust gas line 36. Between the overall deep cup-shaped jacket 34 and the overall deep cup-shaped indentation 26 there is a space 38 through which the coolant of the internal combustion engine 2 flows, a supply line 40 and a discharge line 42 being indicated schematically are. In order to achieve a targeted flow through this space 38, it can be divided, for example, in FIG. 2 below the plane of the drawing and in FIG. 2 above the plane of the drawing by an axially extending partition wall 44, which ends axially at the front where the jacket 34 ends. In this way, the coolant flows in the in FIG. 1 left half of the space 38, comes axially forward from the left half into the right half and flows axially back on the right side in FIG. 1. Analogously, one could also provide a forward flow in the upper half of the space 38 and a reverse flow in the lower half of the space 38. There are further possibilities for a suitable flow control, for example a forward flow in space 38 as a whole and a backflow through a separate line. The combustion gases of the heater 22 give off most of their heat through the jacket 34 to the coolant flowing through the space 38, and the coolant gives off at least some of their heat through the wall of the indentation 26 to the lubricating oil in the oil pan 20.

Das Basisteil 30 und der Mantel 34 weisen Flansch auf, die mittels eines gemeinsamen Spannrings 46 an einem korrespondierenden, äußeren Flansch 48 der Ölwanne 20 befestigt sind. Der Mantel 34 ist innenseitig und/oder außenseitig mit Erhebungen 50 bzw. Rippen versehen, die beispielsweise spiralförmig verlaufen können, um die Flüssigkeits- bzw . Gasströmung durch den entsprechenden Raum turbulenter zu gestalten wund damit die Wärmeübertragung zu erhöhen.The base part 30 and the jacket 34 have flanges which are fastened to a corresponding outer flange 48 of the oil pan 20 by means of a common clamping ring 46. The jacket 34 is provided on the inside and / or outside with elevations 50 or ribs, which can, for example, run in a spiral to the liquid or. To make gas flow through the corresponding room more turbulent, thereby increasing the heat transfer.

Die gezeichnete Lösung hat den Vorteil, daß die Ölwanne keine potentielle Leckstelle aufweist.The solution drawn has the advantage that the oil pan has no potential leak.

In Fig. 3 ist ein bevorzugtes Beispiel gezeichnet, wie man das Heizgerät 22 in den Kühlmittelkreislauf des Verbrennungsmotors 2 integrieren kann. Es handelt sich um eine Ausführungsform, bei der das Heizgerät 22 keine eigene Flüssigkeitspumpe aufweist und bei der eine elektrisch angetriebene Umwälzpumpe 52 für die Kühlflüssigkeit des Verbrennungsmotors 2 vorgesehen ist.3 shows a preferred example of how the heater 22 can be integrated into the coolant circuit of the internal combustion engine 2. It is an embodiment in which the heater 22 does not have its own liquid pump and in which an electrically driven circulation pump 52 is provided for the coolant of the internal combustion engine 2.

Ein erster Teil des Gesamt-Kühlflüssigkeitskreislaufs des Verbrennungsmotors 2 besteht im wesentlichen aus der Umwälzpumpe 52, die ausgangsseitig über eine Leitung 76 an Kühlmitteldurchströmungsräume im Verbrennungsmotor 2 angeschlossen ist, einer Leitung 54, die von dem anderen Ende dieser Kühlmitteldurchströmungsräume zu einem im Bug des Fahrzeugs angeordneten, dem Fahrtwind ausgesetzten Kühler 56 führt, einer weiteren Leitung 58, die von dem Kühler 56 zurück zur Umwälzpumpe 52 führt, und einer an dem Kühler 56 vorbei führenden Bypass-Leitung 60, die von der Leitung 54 zu der Leitung 58 führt. Am Anfang der Bypass-Leitung 60 ist ein Thermostatventil 62 eingebaut, das bei kaltem Verbrennungsmotor 2 die Kühlflüssigkelt durch die Bypass-Leitung 60 leitet und bei heißem Verbrennungsmotor 2 durch den Kühler 56.A first part of the total coolant circuit of the internal combustion engine 2 essentially consists of the circulation pump 52, which is connected on the output side via a line 76 to coolant flow-through spaces in the internal combustion engine 2, a line 54 which is arranged from the other end of these coolant flow-through spaces to one in the bow of the vehicle , the cooler 56 exposed to the wind, a further line 58 which leads from the cooler 56 back to the circulating pump 52, and a bypass line 60 which leads past the cooler 56 and which leads from the line 54 to the line 58. At the beginning of the bypass line 60, a thermostatic valve 62 is installed, which conducts the cooling liquid through the bypass line 60 when the internal combustion engine 2 is cold and through the cooler 56 when the internal combustion engine 2 is hot.

Ein zweiter Teil des Kühlflüssigkeitssystems beinhaltet im wesentlichen eine erste Leitung 64, einen dem Fahrzeuginnenraum zugeordneten Wärmetauscher 66 und eine zweite Leitung 68. Die erste Leitung 64 ist an die zuvor beschriebene Leitung 54 nahe dem Verbrennungsmotor 2 mit einem T-Stück angeschlossen. Die zweite Leitung 68 ist, ein Stück strömungsabwärts, ebenfalls an die Leitung 54 mit einem T-Stück angeschlossen. Wenn ein in der zweiten Leitung 68 angeordnetes Heizungsventil 70 geöffnet ist, wird der Wärmetauscher 66 von einem Teilstrom der Kühlflüssigkeit durchströmt, wodurch der Innenraum des Kraftfahrzeugs erwärmt wird. Ein Rückschlagventil 72 legt die Durchströmungsrichtung der Leitung 68 fest.A second part of the coolant system essentially contains a first line 64, one assigned to the vehicle interior Heat exchanger 66 and a second line 68. The first line 64 is connected to the previously described line 54 near the internal combustion engine 2 with a T-piece. The second line 68 is also connected downstream of the line 54 with a T-piece. When a heating valve 70 arranged in the second line 68 is opened, a partial flow of the cooling liquid flows through the heat exchanger 66, as a result of which the interior of the motor vehicle is heated. A check valve 72 determines the flow direction of line 68.

Ein dritter Teil des Kühlflüssigkeitssystems führt von einem einstellbaren Ventil 74, das in der Leitung 76 vorgesehen ist, zu dem Heizgerät 22 und von dort mit einem T-Stück in die beschriebene, erste Leitung 64.A third part of the coolant system leads from an adjustable valve 74, which is provided in line 76, to the heater 22 and from there with a T-piece into the described first line 64.

Wenn das Einstellventil 74 in Richtung des abknickenden Pfeils 78 gestellt ist und das Heizgerät 22 nicht eingeschaltet ist, arbeitet der Kühlmittelkreislauf wie ein konventioneller Kühlmittelkreislauf ohne zusätzliches Heizgerät. Wenn das Einstellventil 74 in Richtung des geraden Pfeils 80 gestellt ist, durchströmt das gesamte Kühlmittel hinter der Pumpe 52 zunächst das Heizgerät 22, wo es bei eingeschaltetem Heizgerät 22 erwärmt wird. Das erwärmte Kühlmittel durchströmt, sofern das Heizungsventil 70 geöffnet ist, zunächst den Wärmetauscher 66, so daß ein Teil der Wärme an den Fahrzeuginnenraum abgegeben wird. Dann durchströmt das Kühlmittel die Bypass-Leitung 60, entsprechende Stellung des Thermostatventils 62 vorausgesetzt, und von dort zurück zur Pumpe 52. Dies ist sonst die Ventilstellung, bei der die im Heizgerät 22 erzeugte Wärme einerseits zur Vorwärmung des Schmieröls in der Ölwanne 20 und andererseits zur Erwärmung des Fahrzeuginnenraums über den Wärmetauscher 66 dient, und zwar - wenn man will - bei stehendem Verbrennungsmotor 2. Wenn das Heizungsventil 70 geschlossen ist, strömt die Kühlflüssigkeit durch die erste Leitung 64 zur Leitung 54. Wenn das Einstellventil 74 auf eine Zwischenstellung eingestellt ist, wird der von der Pumpe 52 kommende Kühlflüssigkeitsstrom auf zwei Teilströme aufgeteilt, nämlich einen ersten Teilstrom durch den Ver- brennungsmotor 2 und einen zweiten Teilstrom durch den Wärmetauscher 66, geöffnetes Heizungsventil 70 vorausgesetzt. Die vom Heizgerät 22 erzeugte Wärme kommt infolgedessen nicht nur der Erwärmung des Fahrzeuginnenraumes sondern auch der Erwärmung des Verbrennungsmotors 2 über die Kühlflüssigkeit zugute. Diese Stellung des Einstellventils 74 ist daher dafür geeignet, zusätzlich zu dem Fahrzeuginnenraum den Verbrennungsmotor 2 nicht nur über den Inhalt der Ölwanne 20 sondern auch über die Kühlflüssigkeit aufzuwärmen. außerdem eignet sich diese Stellung für Betriebssituationen, in denen der Verbrennungsmotor 2 nicht genügend Wärme erzeugt, beispielsweise Kurzstreckenverkehr im Winter, so daß das Heizgerät 22 als Zusatzheizung arbeitet. Derartige Zusatzhelzungs-Aufgaben werden von der Anmelderin als zunehmend wichtig angesehen, insbesondere für Einsatzfälle, bei denen der Verbrennungsmotor eines Kraftfahrzeugs in zahlreichen Betriebsphasen nicht ausreichend Wärme produziert. Ganz besonders geht es dabei um die Fälle kleinvolumiger Antriebsmotoren, Antriebsmotoren mit hohem Wirkungsgrad und daher geringer Abwärmeproduktion sowie Dieselmotoren.If the adjusting valve 74 is set in the direction of the bent arrow 78 and the heater 22 is not switched on, the coolant circuit operates like a conventional coolant circuit without an additional heater. If the adjusting valve 74 is set in the direction of the straight arrow 80, all of the coolant downstream of the pump 52 first flows through the heater 22, where it is heated when the heater 22 is switched on. If the heating valve 70 is open, the heated coolant first flows through the heat exchanger 66, so that part of the heat is released to the vehicle interior. Then the coolant flows through the bypass line 60, provided that the thermostatic valve 62 has the appropriate position, and from there back to the pump 52. This is otherwise the valve position in which the heat generated in the heater 22 on the one hand for preheating the lubricating oil in the oil pan 20 and on the other hand is used to heat the vehicle interior via the heat exchanger 66, specifically, if one wishes, when the internal combustion engine 2 is stopped. When the heating valve 70 is closed, the coolant flows through the first line 64 to line 54. When the adjusting valve 74 is set to an intermediate position , the coolant flow coming from the pump 52 is divided into two partial flows, namely a first partial flow through the supply internal combustion engine 2 and a second partial flow through the heat exchanger 66, provided the heating valve 70 is open. As a result, the heat generated by the heater 22 not only benefits the heating of the vehicle interior but also the heating of the internal combustion engine 2 via the coolant. This position of the adjusting valve 74 is therefore suitable for heating the internal combustion engine 2 in addition to the vehicle interior not only via the content of the oil pan 20 but also via the coolant. this position is also suitable for operating situations in which the internal combustion engine 2 does not generate enough heat, for example short-distance traffic in winter, so that the heater 22 works as an additional heater. Such additional heating tasks are viewed by the applicant as increasingly important, especially for applications in which the internal combustion engine of a motor vehicle does not produce sufficient heat in numerous operating phases. In particular, it deals with the cases of small-volume drive motors, drive motors with high efficiency and therefore low waste heat production, as well as diesel engines.

Es versteht sich, daß der anhand von Fig. 3 beschriebene Kühlflüssigkeitskreislauf lediglich ein - wenn auch bevorzugtes - Ausführungsbeispiel ist. Es gibt eine Reihe weiterer Möglichkeiten, wie man den Kühlmittelkreislauf gestalten kann. Wenn man ein Heizgerät 22 mit eigener Umwälzpumpe für die Wärmeträgerflüssigkeit und eine konventionell mechanische angetriebene Umwälzpumpe 52 für die Kühlflüssigkeit des Verbrennungsmotors verwendet, kann man das Heizgerät 22 beispielsweise derart mit dem Wärmetauscher 66 zusammenschalten, daß die im Heizgerät 22 erwärmte Wärmeträgerflüssigkeit zu dem Wärmetauscher 66 strömt und von dort direkt zurück zum Heizgerät 22. Oder man kann das Heizgerät 22 im Bypass zur Umwälzpumpe 52 schalten, so daß erwärmte Wärmeträgerflüssigkeit durch den Verbrennungsmotor 2 zu dessen Erwärmung und außerdem - wenn zugeschaltet - durch den Wärmetauscher 66 strömt.It is understood that the coolant circuit described with reference to FIG. 3 is only one - albeit preferred - exemplary embodiment. There are a number of other ways in which the coolant circuit can be designed. If one uses a heater 22 with its own circulation pump for the heat transfer fluid and a conventionally mechanically driven circulation pump 52 for the coolant of the internal combustion engine, one can interconnect the heater 22 with the heat exchanger 66, for example, in such a way that the heat transfer fluid heated in the heater 22 flows to the heat exchanger 66 and from there directly back to the heater 22. Or you can switch the heater 22 in the bypass to the circulation pump 52, so that heated heat transfer fluid flows through the internal combustion engine 2 to heat it and also - when switched on - flows through the heat exchanger 66.

Der in die Ölwanne 20 ragende Hauptteil des Heizgerätes 22 und die Einstülpung können alternativ auch leicht konisch mit nach vorn abneh- menden Durchmesser sein.The main part of the heater 22 protruding into the oil pan 20 and the indentation can alternatively also be slightly conical with a forward decrease. diameter.

Claims (3)

  1. Heating system, in particular for motor vehicles, which utilizes the waste heat of an internal combustion engine and has a heating device, which may be operated with liquid fuel, for the generation of heat independently of the operation of the internal combustion engine or in addition to the waste heat of the engine, the heating device being spatially associated with the oil sump of the internal combustion engine, which oil sump is provided with an inturned region into which the heating device is mounted to project by means of its heat-emitting region and has a liquid flow chamber (38) between the heat-emitting region of the heating device and the inturned region, which liquid flow chamber (38) is flowed through by the liquid to be heated, characterized in that the inturned region (26) of the oil sump (20) is arranged eccentrically and with its direction of longitudinal extent substantially parallel to the crankshaft axis of the internal combustion engine (2), and in that an incoming line (40) to the liquid flow chamber (38) in the inturned region (26) and an outgoing line (42) from this liquid flow chamber (38) are integrated in the heating device (22).
  2. Heating system according to Claim 1, characterized in that the internal combustion engine (2) is constructed with a liquid cooling system and an electrical circulation pump for the cooling liquid, and in that the heating device (22) is integrated in the cooling liquid system of the internal combustion engine (2) so that the circulation pump can pump cooling liquid through the heating device (22) when the internal combustion engine (2) is stationary.
  3. Heating system according to Claim 1 or 2, characterized in that the lubricating oil circuit of the internal combustion engine (2) is equipped with an electrical oil pump, so that the stationary internal combustion engine (2) may be heated by way of lubricating oil which is pumped around and is heated by means of the heating device (22).
EP90107176A 1989-04-28 1990-04-14 Heating system, especially for vehicles with an internal combustion engine and a heating device Expired - Lifetime EP0394796B1 (en)

Applications Claiming Priority (2)

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DE3914154 1989-04-28
DE3914154A DE3914154A1 (en) 1989-04-28 1989-04-28 HEATING SYSTEM, ESPECIALLY FOR MOTOR VEHICLES, WITH A COMBUSTION ENGINE AND A HEATING UNIT

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EP0394796A2 EP0394796A2 (en) 1990-10-31
EP0394796A3 EP0394796A3 (en) 1991-04-03
EP0394796B1 true EP0394796B1 (en) 1993-01-13

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EP (1) EP0394796B1 (en)
CA (1) CA2015369C (en)
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US5018490A (en) 1991-05-28
CA2015369C (en) 1993-09-14
EP0394796A2 (en) 1990-10-31
CZ281406B6 (en) 1996-09-11
DE3914154A1 (en) 1990-11-08
DD298893A5 (en) 1992-03-19
CA2015369A1 (en) 1990-10-28
ES2038013T3 (en) 1993-07-01
CS9001969A2 (en) 1991-09-15
EP0394796A3 (en) 1991-04-03
DE59000741D1 (en) 1993-02-25

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