EP0394796B1 - Système de chauffage, notamment pour véhicules à moteur à combustion interne et appareil de chauffage - Google Patents

Système de chauffage, notamment pour véhicules à moteur à combustion interne et appareil de chauffage 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
Authority
EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
heating device
heater
liquid
Prior art date
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.)
Expired - Lifetime
Application number
EP90107176A
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German (de)
English (en)
Other versions
EP0394796A2 (fr
EP0394796A3 (fr
Inventor
Martin Kröner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Eberspaecher Climate Control Systems GmbH and Co KG
Original Assignee
J Eberspaecher GmbH and Co KG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by J Eberspaecher GmbH and Co KG filed Critical J Eberspaecher GmbH and Co KG
Publication of EP0394796A2 publication Critical patent/EP0394796A2/fr
Publication of EP0394796A3 publication Critical patent/EP0394796A3/fr
Application granted granted Critical
Publication of EP0394796B1 publication Critical patent/EP0394796B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • 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.

Landscapes

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

Claims (3)

  1. Système de chauffage, notamment pour véhicules, qui utilise les pertes de chaleur d'un moteur à combustion interne et qui présente un appareil de chauffage fonctionnant avec un combustible liquide pour produire de la chaleur indépendamment du fonctionnement du moteur à combustion interne ou en plus de la chaleur perdue du moteur, dont l'appareil de chauffage est associé au carter d'huile du moteur à combustion interne qui est doté d'un rebord, dans lequel est logé l'appareil de chauffage avec sa zone délivrant la chaleur, et qui présente un espace d'écoulement de liquide de refroidissement entre la zone de l'appareil de chauffage qui délivre la chaleur et le rebord ou s'écoule le liquide à réchauffer,
    caractérisé en ce que le rebord longitudinal (26) du carter inférieur (20) est disposé de manière excentrique et essentiellement parallèle à l'axe de vilebrequin du moteur à combustion interne et en ce qu'une conduite aller menant (40) à l'espace de passage du liquide (38) dans le rebord (26) et une conduite retour (42) repartant de cet espace de passage de liquide (38) sont intégrés dans l'appareil de chaffage (22).
  2. Système de chauffage selon la revendication 1, caractérisé en ce que le moteur à combustion interne (2) comprend un refroidissement par liquide et une pompe de circulation électrique, et en ce que l'appareil de chauffage (22) est intégré dans le circuit de liquide de refroidissement du moteur à combustion interne (2), si bien que que la pompe de circulation peut pomper du liquide de refroidissement à travers l'appareil de chauffage (22) lorsque le moteur à combustion interne (2) est coupé.
  3. Système de chauffage selon la revendication 1 ou 2, caractérisé en ce que le circuit d'huile de graissage du moteur à combustion interne (2) est équipé d'une pompe à huile électrique, de sorte que le moteur à combustion interne (2) coupé peut être réchauffé par l'huile de graissage transvasée par pompe et réchauffée par l'appareil de chauffage (22).
EP90107176A 1989-04-28 1990-04-14 Système de chauffage, notamment pour véhicules à moteur à combustion interne et appareil de chauffage Expired - Lifetime EP0394796B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3914154 1989-04-28
DE3914154A DE3914154A1 (de) 1989-04-28 1989-04-28 Heizsystem, insbesondere fuer kraftfahrzeuge, mit einem verbrennungsmotor und einem heizgeraet

Publications (3)

Publication Number Publication Date
EP0394796A2 EP0394796A2 (fr) 1990-10-31
EP0394796A3 EP0394796A3 (fr) 1991-04-03
EP0394796B1 true EP0394796B1 (fr) 1993-01-13

Family

ID=6379732

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90107176A Expired - Lifetime EP0394796B1 (fr) 1989-04-28 1990-04-14 Système de chauffage, notamment pour véhicules à moteur à combustion interne et appareil de chauffage

Country Status (7)

Country Link
US (1) US5018490A (fr)
EP (1) EP0394796B1 (fr)
CA (1) CA2015369C (fr)
CZ (1) CZ281406B6 (fr)
DD (1) DD298893A5 (fr)
DE (2) DE3914154A1 (fr)
ES (1) ES2038013T3 (fr)

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US5407130A (en) * 1993-07-20 1995-04-18 Honda Giken Kogyo Kabushiki Kaisha Motor vehicle heat storage device with coolant bypass
DE19520122A1 (de) * 1995-06-01 1996-12-05 Eberspaecher J Wasserheizgerät zur Erwärmung des Kühlwassers in einem wassergekühlten Kraftfahrzeug-Verbrennungsmotor (Zusatzheizeinrichtung oder Zuheizer)
DE10143458B4 (de) * 2001-09-05 2008-09-25 Webasto Ag Zusatzheizgerät mit einem Wärmeübertrager
DE10210734B4 (de) * 2002-03-12 2004-01-29 J. Eberspächer GmbH & Co. KG Wärmetauscheranordnung, insbesondere für ein Fahrzeugheizgerät
DE10240712A1 (de) * 2002-09-04 2004-03-18 Robert Bosch Gmbh System und Verfahren zur Regulierung des Wärmehaushalts eines Fahrzeugs
US7966988B2 (en) * 2005-01-11 2011-06-28 Exxonmobil Research And Engineering Company Method for controlling soot induced lubricant viscosity increase
US9187083B2 (en) 2009-09-16 2015-11-17 Polaris Industries Inc. System and method for charging an on-board battery of an electric vehicle
EP2308708B1 (fr) * 2009-09-16 2016-08-17 swissauto powersport llc Véhicule électrique doté d'un allongement du rayon d'action
DE102010036773B4 (de) * 2010-07-30 2022-01-20 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verbrennungsmotor
DE102011005496A1 (de) * 2011-03-14 2012-09-20 Ford Global Technologies, Llc Schmierungssystem für einen Verbrennungsmotor und Verfahren zum Schmieren
RU2527230C1 (ru) * 2013-08-23 2014-08-27 Николай Борисович Болотин Двигатель внутреннего сгорания с регенерацией тепла
RU2527229C1 (ru) * 2013-09-10 2014-08-27 Николай Борисович Болотин Двигатель внутреннего сгорания с регенерацией тепла
US10300786B2 (en) 2014-12-19 2019-05-28 Polaris Industries Inc. Utility vehicle
EP3910261A1 (fr) 2016-03-30 2021-11-17 Marine Canada Acquisition Inc. Appareil de chauffage de véhicule et commandes associées
EP3468823A1 (fr) 2016-06-14 2019-04-17 Polaris Industries Inc. Véhicule utilitaire hybride
DE102016114007A1 (de) * 2016-07-29 2018-02-01 Elringklinger Ag Flüssigkeitskreis und Verfahren zu dessen Betrieb
US10780770B2 (en) 2018-10-05 2020-09-22 Polaris Industries Inc. Hybrid utility vehicle
US11370266B2 (en) 2019-05-16 2022-06-28 Polaris Industries Inc. Hybrid utility vehicle

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Also Published As

Publication number Publication date
CS9001969A2 (en) 1991-09-15
CZ281406B6 (cs) 1996-09-11
CA2015369C (fr) 1993-09-14
US5018490A (en) 1991-05-28
ES2038013T3 (es) 1993-07-01
EP0394796A2 (fr) 1990-10-31
CA2015369A1 (fr) 1990-10-28
DD298893A5 (de) 1992-03-19
EP0394796A3 (fr) 1991-04-03
DE3914154A1 (de) 1990-11-08
DE59000741D1 (de) 1993-02-25

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