EP0545795A1 - Kühlungsverfahren und Einrichtung für eine Brennkraftmaschine mit stark wechselender Last - Google Patents

Kühlungsverfahren und Einrichtung für eine Brennkraftmaschine mit stark wechselender Last Download PDF

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Publication number
EP0545795A1
EP0545795A1 EP92403214A EP92403214A EP0545795A1 EP 0545795 A1 EP0545795 A1 EP 0545795A1 EP 92403214 A EP92403214 A EP 92403214A EP 92403214 A EP92403214 A EP 92403214A EP 0545795 A1 EP0545795 A1 EP 0545795A1
Authority
EP
European Patent Office
Prior art keywords
engine
heat exchanger
fluid
pipe
heat
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.)
Withdrawn
Application number
EP92403214A
Other languages
English (en)
French (fr)
Inventor
Ngy Srun Ap
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.)
Valeo Thermique Moteur SA
Original Assignee
Valeo Thermique Moteur SA
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 Valeo Thermique Moteur SA filed Critical Valeo Thermique Moteur SA
Publication of EP0545795A1 publication Critical patent/EP0545795A1/de
Withdrawn legal-status Critical Current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
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/22—Liquid cooling characterised by evaporation and condensation of coolant in closed cycles; characterised by the coolant reaching higher temperatures than normal atmospheric boiling-point
    • 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
    • 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
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/02—Liquid-coolant filling, overflow, venting, or draining devices
    • F01P11/029—Expansion reservoirs
    • 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
    • F01P3/00—Liquid cooling
    • F01P3/22—Liquid cooling characterised by evaporation and condensation of coolant in closed cycles; characterised by the coolant reaching higher temperatures than normal atmospheric boiling-point
    • F01P2003/2292—Liquid cooling characterised by evaporation and condensation of coolant in closed cycles; characterised by the coolant reaching higher temperatures than normal atmospheric boiling-point with thermostatically controlled by-pass
    • 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
    • F01P2005/125—Driving auxiliary pumps electrically
    • 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
    • F01P2060/04—Lubricant cooler
    • 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
    • F01P2060/08—Cabin heater
    • 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
    • F01P2060/10—Fuel manifold
    • 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

Definitions

  • the invention relates to the cooling of highly variable load thermal engines, in particular motor vehicle engines.
  • a usual method for cooling the heat engine of a motor vehicle consists in circulating a heat transfer fluid, such as water or an aqueous solution of an antifreeze product, between the engine which gives it heat and an exchanger heat where it gives off heat to an external environment, generally a draft of atmospheric air.
  • a heat transfer fluid such as water or an aqueous solution of an antifreeze product
  • the fluid is kept under pressure so as to remain practically in the liquid state, whatever the engine load and consequently the calorific flow to be evacuated, and its circulation is ensured by a pump driven mechanically by the heat engine and the flow of which is therefore proportional to the speed of rotation of the motor.
  • the circulation pump consumes significant mechanical power, which can reach one to two kilowatts.
  • the relative pressure of the fluid reaches 0.8 to 1.2 bar approximately, which makes it more difficult to obtain a lasting seal of the cooling circuit.
  • the object of the invention is to remedy these drawbacks.
  • the invention relates to a process of the kind defined in the introduction, in which the fluid is introduced into the engine in the liquid state at a volume flow rate substantially independent of the load and of the engine speed, the fluid reaching the heat exchanger entirely in the liquid state for low loads and at least partly in the gaseous state for high loads.
  • This constant flow can be ensured for example by a small electric pump with a power between 30 and 100 W.
  • the heat transfer fluid circulates under atmospheric pressure.
  • the invention also relates to a device for implementing the method defined above, comprising a heat exchanger for extracting heat from the heat-transfer fluid, suitable for allowing the condensation of the fluid arriving in the gaseous state, an electric pump to circulate the fluid between the engine and the heat exchanger, an expansion vessel capable of accumulating a variable volume of fluid in the liquid state and in the gaseous state, and lines for the fluid connecting the engine, the heat exchanger, the pump and the expansion tank.
  • the device also comprises a thermostatic valve with at least three channels, capable of varying the fraction of the fluid flow rate sent into the heat exchanger as a function of the temperature of the fluid passing through it.
  • the thermostatic valve is adjustable between a first extreme position corresponding to a zero flow in the heat exchanger, which is reached for a fluid temperature below the normal operating range, in particular during start-up at engine cold, and a second extreme position corresponding to a flow rate of 100% in the heat exchanger, which is reached for a temperature of the fluid close to its boiling temperature.
  • the lines can then include an engine outlet line from the engine to the heat exchanger, a return line from the heat exchanger to the thermostatic valve, an engine inlet line from the thermostatic valve to the motor and a bypass line from the outlet line to the thermostatic valve, the thermostatic valve closing the return line in its first extreme position and the bypass line in its second extreme position, and the electric pump being mounted in the line motor input.
  • FIGS. 1 to 3 are diagrams of a cooling device according to the invention in different operating states.
  • the device illustrated is intended for cooling the heat engine 1 of a motor vehicle. It comprises an engine outlet pipe for a heat transfer fluid, formed of a first section 2 extending from an outlet orifice 3 of the engine to a connection point 4, of a second section 5 extending from the point of connection 4 to a connection point 6 located lower than the previous one, and of a third section 7 extending from the connection point 6 to an inlet 8 of a heat exchanger 9 shown diagrammatically by a simple rectangle .
  • a return line 10 extends between the outlet 11 of the heat exchanger 9 and an inlet 12 of a three-way thermostatic valve 13 and has an intermediate connection point 14 placed in its lowest region.
  • An engine inlet pipe comprises a first section 15 which extends from the outlet 16 of the valve 13 to an electric circulation pump 17 and has an intermediate connection point 18, and a second section 19 extending from the pump 17 to an inlet orifice 20 of the engine, a radiator 21 for heating the passenger compartment being mounted on the section 19.
  • a bypass line 22 extends between the connection point 4 and a second inlet 23 of the thermostatic valve 13, the latter being located lower than the point 4.
  • a degassing pipe 24 starts from a degassing orifice 25 opening into the same outlet chamber, not shown, of the heat exchanger 9 as the outlet orifice 11, and leads to an inlet opening 26 of an expansion tank 27, located at a certain height above the bottom thereof.
  • the expansion tank shown only in part, is designed to receive a highly variable volume of heat transfer fluid due to the change of state thereof. It can, for this purpose, present for example a deformable wall allowing a variation of its internal volume.
  • a compensation line 28 extends between an opening 29 formed in the bottom of the expansion tank 27 and the connection point 14, and is entirely located lower than the expansion tank and higher than the point 14.
  • a another degassing pipe 30 starts from a connection point 31 located on the engine inlet pipe 19, between the heating radiator 21 and the engine inlet 20, and leads to an auxiliary tank 32 mounted under the bottom of the expansion tank 27 and communicating with it by a valve 33 suitable for letting air pass from the tank annexed to the expansion tank and for preventing the passage of the fluid in the liquid state between one and the other .
  • the auxiliary tank 32 and the valve 33 are as described in FR-A-2 640 364, to which reference may be made for more details concerning their structure and their operation.
  • On the pipe 30, which is entirely located higher than the connection point 31, is interposed a member 34 which makes it possible to transfer heat from the heat transfer fluid passing through the pipe 30 to the fuel mixture to raise its temperature before introducing it into the engine cylinders 1.
  • a second compensation pipe 35 connects the annex tank 32 and the connection point 18 of the pipe 15, to which it arrives via an end region 41 situated lower than the latter.
  • an oil exchanger inlet pipe 36 starts from the connection point 6, being entirely located lower than the latter and ends at a heat exchanger 37 suitable for transferring heat from the lubricating oil of the engine 1 with heat transfer fluid, called in a simplified manner "oil exchanger", and an oil exchanger outlet pipe 38 going from the exchanger 37 to a second inlet 39 of the heat exchanger 9.
  • the thermostatic valve 13 has a movable element 40, shown by way of example in the form of a pivoting flap, which can move between a first extreme position illustrated in FIG. 1, where it closes the opening 12, and a second extreme position illustrated in FIG. 3, where it closes the opening 23.
  • the element 40 moves as a function of the temperature of the fluid present in the valve, the position of FIG. 1 being reached for a temperature below the range of temperatures encountered in normal operation, and the position of Figure 3 being reached for a temperature equal to or slightly lower than the boiling temperature of the heat transfer fluid.
  • FIG. 1 illustrates the operation of the device during the cold start of the engine 1, while the temperature of the heat transfer fluid leaving it has not reached the threshold temperature making it possible to release the inlet 12 of the thermostatic valve.
  • No fluid circulates in the heat exchanger 9, nor in the lines 5, 7, 10, 36 and 38. All of the fluid circulating in the motor 1, the flow rate of which is determined by the pump 17, passes through the line bypass 22 and enters the thermostatic valve 13 through the opening 23.
  • the degassing of this fluid is carried out exclusively by the pipe 30 and the auxiliary tank 32, the volume of evacuated air being compensated by the same volume of liquid returning of the reservoir 32 through the pipe 35 in the pipe 15.
  • FIG. 2 The normal operation of the motor at low or medium load is illustrated in FIG. 2.
  • the temperature of the fluid arriving in the thermostatic valve 13 through the opening 23 being greater than the lower threshold mentioned above, the movable element 40 releases the inlet 12 and allows the circulation of a fraction of the fluid flow rate through the heat exchanger 9.
  • This fraction crossing the pipe section 5, is subdivided into a first sub-fraction entering the heat exchanger 9 via the pipe section 7 and the inlet 8, and a second sub-fraction passing through the pipe 36, the oil exchanger 37 and the pipe 38 and entering the heat exchanger 9 through the inlet 39.
  • These two sub-fractions come together inside the heat exchanger 9 and the reconstituted fraction leaves it by outlet 11 and arrives at the thermostatic valve via line 10 and the opening 12.
  • the other fraction complementary to the fluid passes through the bypass line 22 and the inlet 23 of the thermostatic valve as described above.
  • the air possibly present in the heat exchanger 9 collects at the upper part of the outlet chamber thereof, exits therefrom the orifice 25 and reaches the expansion tank 27 via the line 24 and the inlet 26.
  • a corresponding volume of fluid in the liquid state is brought back into line 10 through line 28.
  • a small part of the fluid can vaporize in the engine, but it condenses before arriving at the heat exchanger 9 and to the thermostatic valve 13.
  • the fluid vaporizes at least partly inside the engine and partly arrives in the gaseous state in the heat exchanger 9 which then acts as a condenser.
  • the condensed fluid which emerges therefrom through the outlet 11 and reaches the thermostatic valve through the line 10 is still at a temperature close to the boiling temperature, so that the movable element 40 closes the inlet 23 and that all of the fluid flow produced by the pump 17 passes through the heat exchanger 9 for a maximum heat exchange flow.
  • this heat exchange rate can be further increased, in known manner, by a fan (not shown) producing an air current through the heat exchanger 9 and controlled by a thermostatic switch as a function of the temperature of the fluid in the outlet chamber of the heat exchanger.
  • the device described can be modified by placing the thermostatic valve before the heat exchanger between the outlet and the inlet of the engine.
  • the bypass line then connects the thermostatic valve to the engine inlet line.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Heat-Exchange Devices With Radiators And Conduit Assemblies (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
EP92403214A 1991-12-06 1992-11-27 Kühlungsverfahren und Einrichtung für eine Brennkraftmaschine mit stark wechselender Last Withdrawn EP0545795A1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9115173 1991-12-06
FR9115173A FR2684721A1 (fr) 1991-12-06 1991-12-06 Procede et dispositif de refroidissement d'un moteur thermique a charge fortement variable.

Publications (1)

Publication Number Publication Date
EP0545795A1 true EP0545795A1 (de) 1993-06-09

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ID=9419771

Family Applications (1)

Application Number Title Priority Date Filing Date
EP92403214A Withdrawn EP0545795A1 (de) 1991-12-06 1992-11-27 Kühlungsverfahren und Einrichtung für eine Brennkraftmaschine mit stark wechselender Last

Country Status (4)

Country Link
US (1) US5309870A (de)
EP (1) EP0545795A1 (de)
JP (1) JPH0617649A (de)
FR (1) FR2684721A1 (de)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4342293A1 (de) * 1993-12-11 1995-06-14 Bayerische Motoren Werke Ag Kühlsystem für eine Brennkraftmaschine
DE4342292A1 (de) * 1993-12-11 1995-06-14 Bayerische Motoren Werke Ag Teilgeflutetes Verdampfungskühlsystem
DE4342294A1 (de) * 1993-02-12 1995-06-14 Bayerische Motoren Werke Ag Flüssigkeitskühlsystem für eine Brennkraftmaschine
CN103363148A (zh) * 2012-03-30 2013-10-23 福特环球技术公司 可变流阻
CN104865074A (zh) * 2015-05-29 2015-08-26 安徽江淮汽车股份有限公司 一种发动机测试用的水恒温装置

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5699759A (en) * 1995-12-21 1997-12-23 Thomas J. Hollis Free-flow buoyancy check valve for controlling flow of temperature control fluid from an overflow bottle
SE521618C2 (sv) * 1998-07-31 2003-11-18 Volvo Lastvagnar Ab Förfarande och anordning för avluftning av ett kylvätskesystem till en förbränningsmotor
CA2474415A1 (en) * 2004-07-15 2006-01-15 Gerald Hayes Auxillary cooler for an engine located in a building
SE529541C2 (sv) * 2005-12-05 2007-09-11 Volvo Lastvagnar Ab Kylsystem
US7748211B2 (en) * 2006-12-19 2010-07-06 United Technologies Corporation Vapor cooling of detonation engines
US8056345B2 (en) 2007-06-13 2011-11-15 United Technologies Corporation Hybrid cooling of a gas turbine engine
US20150136381A1 (en) * 2012-04-23 2015-05-21 Toyota Jidosha Kabushiki Kaisha Heat transport device
GB2530736B (en) * 2014-09-30 2020-04-15 Ford Global Tech Llc Engine cooling system
DE102021200549A1 (de) 2021-01-21 2022-07-21 Psa Automobiles Sa Verfahren zum Steuern eines Kühlsystems zur Kühlung mindestens einer zu kühlenden Komponente sowie Vorrichtung zur Durchführung des Verfahrens

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1767598A (en) * 1921-07-22 1930-06-24 Sue R Mallory Engine-cooling system
US4550694A (en) * 1984-05-11 1985-11-05 Evans Cooling Associates Process and apparatus for cooling internal combustion engines
EP0207354A2 (de) * 1985-07-05 1987-01-07 Nissan Motor Co., Ltd. Verfahren und Vorrichtung zum Kühlen von Fahrzeugbrennkraftmaschinen
US4768484A (en) * 1987-07-13 1988-09-06 General Motors Corporation Actively pressurized engine cooling system
DE3809136A1 (de) * 1987-04-02 1988-10-13 Volkswagen Ag Einrichtung zur verdampfungskuehlung einer brennkraftmaschine und betreiben eines heizungswaermetauschers durch das kuehlmittel

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6093113A (ja) * 1983-10-28 1985-05-24 Nissan Motor Co Ltd エンジンの沸騰冷却装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1767598A (en) * 1921-07-22 1930-06-24 Sue R Mallory Engine-cooling system
US4550694A (en) * 1984-05-11 1985-11-05 Evans Cooling Associates Process and apparatus for cooling internal combustion engines
EP0207354A2 (de) * 1985-07-05 1987-01-07 Nissan Motor Co., Ltd. Verfahren und Vorrichtung zum Kühlen von Fahrzeugbrennkraftmaschinen
DE3809136A1 (de) * 1987-04-02 1988-10-13 Volkswagen Ag Einrichtung zur verdampfungskuehlung einer brennkraftmaschine und betreiben eines heizungswaermetauschers durch das kuehlmittel
US4768484A (en) * 1987-07-13 1988-09-06 General Motors Corporation Actively pressurized engine cooling system

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4342294A1 (de) * 1993-02-12 1995-06-14 Bayerische Motoren Werke Ag Flüssigkeitskühlsystem für eine Brennkraftmaschine
DE4342293A1 (de) * 1993-12-11 1995-06-14 Bayerische Motoren Werke Ag Kühlsystem für eine Brennkraftmaschine
DE4342292A1 (de) * 1993-12-11 1995-06-14 Bayerische Motoren Werke Ag Teilgeflutetes Verdampfungskühlsystem
CN103363148A (zh) * 2012-03-30 2013-10-23 福特环球技术公司 可变流阻
CN104865074A (zh) * 2015-05-29 2015-08-26 安徽江淮汽车股份有限公司 一种发动机测试用的水恒温装置

Also Published As

Publication number Publication date
FR2684721A1 (fr) 1993-06-11
FR2684721B1 (de) 1995-04-21
US5309870A (en) 1994-05-10
JPH0617649A (ja) 1994-01-25

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