EP0492141B1 - Dispositif d'entraînement - Google Patents

Dispositif d'entraînement Download PDF

Info

Publication number
EP0492141B1
EP0492141B1 EP91119938A EP91119938A EP0492141B1 EP 0492141 B1 EP0492141 B1 EP 0492141B1 EP 91119938 A EP91119938 A EP 91119938A EP 91119938 A EP91119938 A EP 91119938A EP 0492141 B1 EP0492141 B1 EP 0492141B1
Authority
EP
European Patent Office
Prior art keywords
internal combustion
coolant
combustion engine
speed
fan
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
EP91119938A
Other languages
German (de)
English (en)
Other versions
EP0492141A3 (en
EP0492141A2 (fr
Inventor
Rolf Dipl.-Ing. Heinrich
Helmut Klinkhammer
Josef Rössle
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.)
Daimler Benz AG
Original Assignee
Daimler Benz AG
Mercedes Benz AG
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 Daimler Benz AG, Mercedes Benz AG filed Critical Daimler Benz AG
Publication of EP0492141A2 publication Critical patent/EP0492141A2/fr
Publication of EP0492141A3 publication Critical patent/EP0492141A3/de
Application granted granted Critical
Publication of EP0492141B1 publication Critical patent/EP0492141B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/167—Controlling of coolant flow the coolant being liquid by thermostatic control by adjusting the pre-set temperature according to engine parameters, e.g. engine load, engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • F01P5/12—Pump-driving arrangements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/02—Controlling of coolant flow the coolant being cooling-air
    • F01P7/04—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio
    • F01P7/046—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio using mechanical drives
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/06—Retarder

Definitions

  • the invention relates to a drive device according to the preamble of patent claim 1.
  • a generic drive device is known from WO 85/02 227, in which the fan is driven via the outer central wheel of the planetary gear.
  • the fan speed can be changed continuously with respect to a specific engine speed. This makes it possible when there are high cooling water temperatures, e.g. at low engine speed and high engine load to increase the fan speed and thus the cooling capacity.
  • the invention has for its object to develop a generic drive device such that a further improvement in the cooling performance can be achieved in a simple and space-saving manner in particular.
  • the moment at which the inner central wheel is supported by the braking device on the housing of the planetary gear can be increased to the maximum, so that a maximum cooling capacity is immediately available via the now increased speed of the outer central wheel Available.
  • installation space is saved in that both the fan itself is fastened to the outer central wheel and the drive of the coolant pump takes place from this outer central wheel.
  • FIG. 1 shows an internal combustion engine driving a vehicle, which is coupled to an additional braking device designed as a retarder 2.
  • the activation or deactivation of the additional braking device 2 is carried out in a known manner by filling or emptying the flow circuit of the retarder 2, the braking power being able to be regulated by correspondingly changing or adapting the degree of filling.
  • the thermal energy generated during braking operation is released to the coolant liquid of the internal combustion engine 1 via a heat exchanger 3.
  • the retarder 2 is therefore connected to the coolant circuit 4 of the internal combustion engine 1.
  • the coolant heated by the retarder 2 and by the internal combustion engine 1 itself is cooled by a cooler 5 lying in the airstream.
  • the coolant is conveyed via the coolant pump 10.
  • the internal combustion engine 1 there is also a device 8 driven by the crankshaft 7 thereof for driving two structural units which influence the heat dissipation from the coolant.
  • These units are, on the one hand, a fan 9 arranged behind the cooler 5, and the coolant pump 10, which is driven via the V-belt 11 by the pulley 12 (see FIG. 2).
  • the device 8 consists of a planetary gear, the planet gear carrier 13 is driven by the crankshaft 7 of the internal combustion engine 1.
  • the fan 9 and the pulley 12 for driving the coolant pump 10 are on the outer Central wheel 14 of the planetary gear rotatably mounted.
  • the inner central wheel 15 is supported by a further flow brake (retarder) 16 on the housing 19 of the internal combustion engine 1, the rotor 17 of the flow brake 16 being firmly connected to the inner central wheel 15 and the stator 18 being firmly connected to the machine housing 19.
  • the size of the torque, which can now be supported on the housing 19 via the flow brake 16, depends on the amount of oil in the flow circuit of the retarder 16. The greater this is, the greater the torque that can be supported. However, the greater the torque that can be supported, the lower the speed of the inner central wheel 15.
  • the degree of filling of the flow circuit of the retarder 16 can be changed as desired.
  • the oil required for the retarder 16 is taken from the lubricating oil circuit of the internal combustion engine 1.
  • the inner central wheel 15 since it is braked only slightly, can rotate at a relatively high speed or on the radius r i at a relatively high peripheral speed (arrow 22).
  • the outer Central wheel 14 (radius r a ) and thus the fan 9 and the pulley 12 for driving the coolant pump 10 only rotate at a low speed (arrow 23).
  • the fan 9 and the coolant pump 10 are therefore also operated at an increased speed (regardless of whether braking operation is present or not) when the coolant temperature T KM is above a critical value T KMg critical for the internal combustion engine.
  • the retarder 16 and the additional braking device are controlled via an electronic control unit 27 (see FIG. 1) which, via the sensor 28 and the measured value line 29, receives a signal corresponding to the current deflection ⁇ of the brake pedal 26 which can be actuated by a driver, Via the sensor 30 and the measured value line 31, a signal corresponding to the temperature T R of the operating fluid of the additional brake device 2 and a signal corresponding to the current temperature T KM of the coolant of the internal combustion engine 1 is supplied via the sensor 32 and the measured value line 33.
  • control unit 27 Based on these input variables, the control unit 27 generates a manipulated value signal for actuating the retarder 16, or for actuating an actuating device provided on the retarder 16 and not shown in the drawing for the sake of clarity for changing the oil quantity in the flow circuit between the rotor 17 and the stator 18 ( Control line 34).
  • the electronic control unit 27 naturally also actuates the auxiliary brake device 2 corresponding to the deflection ⁇ of the brake pedal to set the required braking power (control line 35). This is also done by appropriately filling or emptying the flow circuit of the retarder 2.
  • the current value for the deflection ⁇ of the brake pedal 26 and the current value for the temperature T KM of the coolant of the internal combustion engine 1 are first adopted in the input block 37.
  • a check is carried out to determine whether the coolant temperature T KM lies above a predetermined limit value T KMg . If this is the case, the flow brake 16 is actuated via the output block 39 according to the diagram B in FIG. 2, ie the outer central wheel 14 and thus the fan 9 and the pulley 12 for driving the coolant pump 10 run at an increased speed, as a result of which the heat dissipation from the coolant is increased.
  • the additional brake device (retarder 2) is also controlled via this output block 39 in accordance with the deflection ⁇ of the brake pedal 26.
  • the control then branches back to point 46 to re-enter ⁇ and T KM .
  • the flow brake 16 is therefore controlled according to the diagram A in FIG. 2, ie the flow circuit of the retarder 16 is also emptied, so that only a small moment can be supported on the motor housing 19.
  • the outer central wheel 14 and thus also the fan 9 and the pulley 12 for driving the coolant pump 10 rotate at a relatively low speed (normal speed).
  • a branch is then made to point 55 or point 46 to re-enter ⁇ and T KM .
  • the auxiliary braking device 2 is actuated via the output block 42 in such a way that its flow circuit is filled in accordance with the predetermined deflection ⁇ of the brake pedal 26.
  • the vehicle is braked to the corresponding extent desired by the driver, which of course leads to the operating fluid of the auxiliary brake device 2 being heated.
  • This heat energy is released via the heat exchanger 3 to the coolant of the internal combustion engine 1.
  • the coolant is heated up more.
  • the heating of the coolant of the internal combustion engine 1 is, however, greatly delayed in relation to the heating of the operating fluid of the auxiliary brake device 2.
  • the invention provides for the speed of the fan 9 and the coolant pump 10 to be increased via the output block 42, i.e. immediately after it has been determined that braking operation is present increase.
  • the flow brake 16 is accordingly controlled according to the diagram B in FIG. 2, namely its flow circuit is filled, so that a greater moment can be supported on the machine housing 19. The result of this is an increased output speed of the outer central wheel 14 and thus also an increased speed of the fan 9 and the coolant pump 10.
  • the measures for increased heat dissipation from the coolant of the internal combustion engine 1 are activated at an early stage to activate a thermal one Overloading the additional braking device 2 is excluded.
  • the current temperature T R of the retarder 2 or that of it is taken over Operating fluid and the current deflection ⁇ of the brake pedal 26.
  • branch block 44 it is checked whether braking operation is still present ( ⁇ > 0 °?) Or not. If this is the case, control branches to point 45 for re-entering the current values of T R and ⁇ . This happens until the query in branch block 44 shows that there is no longer any braking operation.
  • T R the values of T R detected via the input block 43 are stored in a memory. If there is no longer any braking operation, the output block 53 first causes the flow circuit of the retarder 2 to be emptied, ie the auxiliary braking device 2 is inactive so that its operating fluid is no longer heated. Then, in block 47, the previously stored values for T R become an average T R (mean temperature T R determined during the previous braking phase). This mean T R based on the amount of operating fluid present in the flow circuit of the retarder 2 is essentially a measure of the energy converted from kinetic to heat during the past braking phase, that is to say for the braking power output.
  • a characteristic diagram 49 now becomes a function of the mean value T R a time period t s is read out, which has to elapse after the determination that there is no longer any braking operation (branching block 44) until fan 9 and coolant pump 10 can run again at their normal speed (activation of flow brake 16 according to diagram A in FIG. 2) .
  • a timer is started in block 50.
  • a query is made as to whether the time period t s has already passed. If not, a return is made to point 52 for a new query.
  • the flow brake 16 is activated via the output block 54 according to the diagram A in FIG. 2, ie the speed of the fan 9 and the coolant pump 10 is reduced back to normal. With this measure, the temperature T R of the retarder 2 is reduced as quickly as possible after a braking phase. Then there is a branch to point 55 or point 46 for re-entering ⁇ and T KM .
  • the invention is not limited to the fact that for the output the outer central wheel, for driving the planet carrier and the inner central wheel of the planetary gear is provided for support via the flow brake, another suitable constellation is also conceivable. Instead of using a flow brake, the change in the supporting torque can also be controlled using another braking device, such as a friction brake or an eddy current brake.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transmission Of Braking Force In Braking Systems (AREA)
  • Braking Arrangements (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)

Claims (2)

  1. Dispositif d'entraînement d'un ventilateur refroidissant un fluide de refroidissement d'un moteur à combustion interne propulsant un véhicule, comprenant un mécanisme épicycloïdal dont le porte-satellites est entraîné par le vilebrequin du moteur à combustion interne, dont la roue planétaire prend appui sur un carter par l'intermédiaire d'un dispositif de freinage, le couple d'appui pouvant être modifié au besoin au moyen du dispositif de freinage, et dont la couronne extérieure est solidaire du ventilateur en rotation,
    caractérisé
    en ce que la couronne (14) assure en supplément l'entraînement d'une pompe à fluide de refroidissement (12), intercalée dans le circuit de fluide de refroidissement du moteur à combustion interne.
  2. Dispositif d'entraînement selon la revendication 1,
    caractérisé
    en ce qu'une poulie à courroie (12) servant pour l'entraînement de la pompe (10) à fluide de refroidissement est montée solidaire en rotation sur la couronne (14).
EP91119938A 1990-12-21 1991-11-23 Dispositif d'entraînement Expired - Lifetime EP0492141B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4041158A DE4041158C1 (fr) 1990-12-21 1990-12-21
DE4041158 1990-12-21

Publications (3)

Publication Number Publication Date
EP0492141A2 EP0492141A2 (fr) 1992-07-01
EP0492141A3 EP0492141A3 (en) 1992-09-23
EP0492141B1 true EP0492141B1 (fr) 1994-01-26

Family

ID=6421014

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91119938A Expired - Lifetime EP0492141B1 (fr) 1990-12-21 1991-11-23 Dispositif d'entraînement

Country Status (3)

Country Link
EP (1) EP0492141B1 (fr)
DE (2) DE4041158C1 (fr)
ES (1) ES2051065T3 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19502326A1 (de) * 1995-01-26 1996-08-01 Bayerische Motoren Werke Ag Brennkraftmaschine mit einer Vorrichtung zur Belastung einer Abtriebswelle
US5782715A (en) * 1996-08-29 1998-07-21 Eaton Corporation Dual ratio viscous fan drive
DE19939726A1 (de) * 1999-08-21 2001-03-22 Voith Turbo Kg Baugruppe für eine Brennkraftmaschine
JP2005207357A (ja) * 2004-01-26 2005-08-04 Honda Motor Co Ltd エンジンの可変容量流体ポンプ
DE102004043304A1 (de) * 2004-09-08 2006-03-30 Voith Turbo Gmbh & Co. Kg Bremsvorrichtung
DE102004057123B4 (de) * 2004-11-26 2014-11-27 Zf Friedrichshafen Ag Verfahren zur Erhöhung der Bremsleistung eines Retarders
EP2096276A1 (fr) * 2008-02-28 2009-09-02 Behr GmbH & Co. KG Procédé de contrôle d'un système de suralimentation de moteur, système de contrôle, produit de programme informatique, support de stockage et système de suralimentation de moteur

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3502056A (en) * 1968-03-26 1970-03-24 James W Dillard R.p.m. multiplier for automobile fan
FR2499192B1 (fr) * 1981-01-30 1985-06-28 Borg Warner Systeme d'entrainement d'accessoires automobiles
DE3338417C1 (de) * 1983-10-22 1985-04-18 Daimler-Benz Ag, 7000 Stuttgart Planetenraeder-Hilfsgetriebe fuer ein Kraftfahrzeug
DE3440428A1 (de) * 1983-11-17 1985-05-30 Zahnradfabrik Friedrichshafen Ag, 7990 Friedrichshafen Temperaturgesteuerter luefterantrieb fuer maschinen grosser leistung
DE3700037C2 (de) * 1987-01-02 1995-12-21 Voith Turbo Kg Kühlanlage für die gemeinsame Kühlflüssigkeit der Antriebsmaschine sowie eines Retarders eines Fahrzeuges
DE3821367A1 (de) * 1988-06-24 1989-06-01 Daimler Benz Ag Antriebsvorrichtung fuer mindestens ein an einer brennkraftmaschine angeordnetes nebenaggregat

Also Published As

Publication number Publication date
DE4041158C1 (fr) 1992-08-20
EP0492141A3 (en) 1992-09-23
ES2051065T3 (es) 1994-06-01
DE59100953D1 (de) 1994-03-10
EP0492141A2 (fr) 1992-07-01

Similar Documents

Publication Publication Date Title
DE3916979C2 (de) Drehmomentübertragungseinheit zur Antriebsverbindung eines Nebenaggregats mit einer Brennkraftmaschine
DE3130871C3 (de) Vorrichtung zur Drehmomentübertragung mit einer sich mit überlagerten Drehmoment-Schwingungen drehenden Antriebswelle
EP0361053B1 (fr) Dispositif de chauffage pour l'intérieur d'un véhicule automobile muni d'un moteur à combustion interne à fluide de refroidissement
DE3713580C1 (en) Drive system with a hydrodynamic retarder
DE19748318C1 (de) Bremsanordnung für ein Landfahrzeug
DE4408349C2 (de) Antriebseinheit mit einem Motor und einem Retarder
DE3419958A1 (de) Antriebsaggregat, insbesondere fuer nahverkehrsfahrzeuge
DE3016620A1 (de) Antriebsaggregat
EP1224407B1 (fr) Systeme ralentisseur
EP0492141B1 (fr) Dispositif d'entraînement
EP0718166B1 (fr) Unité d'entraínement à un moteur à combustion interne et un ralentisseur hydrodynamique
WO1998025053A1 (fr) Unite de transmission, procede permettant d'actionner une unite de transmission integree dans une chaine cinematique et unite hydrodynamique
DE3030494A1 (de) Vorrichtung zum ueberwachen und regeln der bremsleistung eines hydraulischen retarders
EP1812270B1 (fr) Automobile equipee d'un frein de service et d'un frein de stationnement
DE10312088A1 (de) Verfahren zum Betrieb eines Antriebsstrangs eines Kraftfahrzeugs
DE10141794A1 (de) Hydrodynamischer Retarder
DE102006036186A1 (de) Fahrzeugkühlkreislauf zur Kühlung eines Antriebsmotors und einer hydrodynamischen Bremse
WO2011018209A1 (fr) Procédé de commande de la transmission de puissance d'un ralentisseur hydrodynamique
EP0407750A1 (fr) Accouplement à friction de liquide
EP1224408B1 (fr) Systeme ralentisseur
DE19934621B4 (de) Kreislaufsystem eines Retarders
DE102010047076B4 (de) Verfahren zum Begrenzen der maximal abrufbaren Bremsleistung einer hydrodynamischen Bremse
DE3442112C2 (de) Kraftfahrzeug mit einer Brennkraftmaschine, deren Kraftstoffversorgung im Schubbetrieb abschaltbar ist
DE19942553A1 (de) Hydrodynamischer Retarder
EP1662178B1 (fr) Circuit de refroidissement et méthode pour transmissions à ralentisseur intégré et arrangement d'huile séparé pour transmission et ralentisseur

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): DE ES FR IT

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Kind code of ref document: A3

Designated state(s): DE ES FR IT

17P Request for examination filed

Effective date: 19920829

17Q First examination report despatched

Effective date: 19930713

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

ITF It: translation for a ep patent filed

Owner name: BARZANO' E ZANARDO ROMA S.P.A.

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE ES FR IT

REF Corresponds to:

Ref document number: 59100953

Country of ref document: DE

Date of ref document: 19940310

ET Fr: translation filed
REG Reference to a national code

Ref country code: ES

Ref legal event code: FG2A

Ref document number: 2051065

Country of ref document: ES

Kind code of ref document: T3

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed
REG Reference to a national code

Ref country code: FR

Ref legal event code: TP

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: ES

Payment date: 19991118

Year of fee payment: 9

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 19991123

Year of fee payment: 9

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20000320

Year of fee payment: 9

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20001124

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20010731

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20010801

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

REG Reference to a national code

Ref country code: ES

Ref legal event code: FD2A

Effective date: 20011214

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES;WARNING: LAPSES OF ITALIAN PATENTS WITH EFFECTIVE DATE BEFORE 2007 MAY HAVE OCCURRED AT ANY TIME BEFORE 2007. THE CORRECT EFFECTIVE DATE MAY BE DIFFERENT FROM THE ONE RECORDED.

Effective date: 20051123