EP0548174B1 - Kühlanlage für motoren - Google Patents

Kühlanlage für motoren Download PDF

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Publication number
EP0548174B1
EP0548174B1 EP91916280A EP91916280A EP0548174B1 EP 0548174 B1 EP0548174 B1 EP 0548174B1 EP 91916280 A EP91916280 A EP 91916280A EP 91916280 A EP91916280 A EP 91916280A EP 0548174 B1 EP0548174 B1 EP 0548174B1
Authority
EP
European Patent Office
Prior art keywords
engine
coolant
cooling system
passage
cylinder head
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
EP91916280A
Other languages
English (en)
French (fr)
Other versions
EP0548174A1 (de
Inventor
Thomas Tsoi-Hei Ma
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.)
Ford Werke GmbH
Ford France SA
Ford Motor Co Ltd
Ford Motor Co
Original Assignee
Ford Werke GmbH
Ford France SA
Ford Motor Co Ltd
Ford Motor Co
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 Ford Werke GmbH, Ford France SA, Ford Motor Co Ltd, Ford Motor Co filed Critical Ford Werke GmbH
Publication of EP0548174A1 publication Critical patent/EP0548174A1/de
Application granted granted Critical
Publication of EP0548174B1 publication Critical patent/EP0548174B1/de
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
    • 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
    • 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
    • F01P7/161—Controlling of coolant flow the coolant being liquid by thermostatic control by bypassing pumps
    • 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
    • F01P2007/146—Controlling of coolant flow the coolant being liquid using valves
    • 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
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • 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
    • F01P2025/00—Measuring
    • F01P2025/60—Operating parameters
    • 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
    • F01P2025/00—Measuring
    • F01P2025/60—Operating parameters
    • F01P2025/62—Load
    • 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

Definitions

  • the invention relates to a cooling system for an internal combustion engine.
  • a thermostat is provided to improve warm up time.
  • the engine block is isolated by a thermostat from the radiator until a certain coolant temperature is reached and thereafter that temperature is maintained by heat rejection to the radiator.
  • GB-A-2097967 describes an engine cooling system in which a water jacket in the engine is connected by a water passage to the radiator.
  • a thermostat valve opens the passage when the water temperature exceeds a predetermined value and a pump causes the cooling water to flow in the water jacket.
  • a solenoid valve selectively connects a bypass or a circulation pipe with the inlet of the pump and a flow control valve is provided in the water passage to control the flow rate of water to the radiator.
  • the bypass is communicated with the inlet of the pump thereby to cause the water in the water jacket to circulate through the bypass.
  • the flow control valve is operated in dependence upon the engine speed and the load on the engine and controls the water temperature at a water temperature higher than the predetermined value.
  • DE-A-38 10 174 describes a system that acts on the cooling system to vary the set desired engine coolant temperature as a function of the engine operating conditions.
  • a low pass filter is used permit such rapid changes to be disregarded.
  • the low pass filter may include an integrator.
  • the present invention seeks to provide a coolant system in which heat retention in the immediate vicinity of the combustion chambers is maximised immediately after start-up.
  • an engine cooling system comprising a coolant circuit that includes a radiator, the inlet of which is connected to the cylinder head of the engine via a first coolant passage and its outlet is connected to the cylinder block of the engine via a second coolant passage, a circulation pump in the second passage for pumping coolant around the circuit to cool the engine, the cylinder block and the cylinder head of the engine forming part of the coolant circuit, a thermostatic valve in the first passage that opens to allow coolant flow therethrough when the coolant temperature exceeds a threshold value, a third coolant passage connecting the cylinder head with the inlet of the circulation pump, and an electrically operable valve means arranged in said third coolant passage, characterised in that an integrating means is provided for generating a signal representing the total heat produced within the combustion chambers of the engine following engine start-up, and the electrically operable valve means is actuated to prevent all circulation of coolant through at least the cylinder head of the engine until the output signal of the integrating means attains a
  • valve means are additionally operative to prevent coolant from circulating through the engine block.
  • the cooling system further comprises a valve arranged in a by-pass passage connected across the coolant pump, the by-pass passage being normally closed and being opened only during the said predetermined time.
  • the integrating means may simply be a time integrator, the threshold being set to between zero and three minutes.
  • the time must be selected to be the shortest period in which boiling can occur assuming high speed and high load. In practice, a much longer period could still prove safe. For this reason, it is preferred to use another parameter, other than the coolant temperature, to estimate the heat rejection from the engine.
  • the total number of revolutions from start-up may be integrated and the valve means reset after a certain number of turns of the crankshaft. This is an improvement over measuring time alone since this measure is no longer affected by changes in engine speed. However, the heat production during a fixed number of engine revolutions is still load dependent and to eliminate this source of error, the count may be weighted to allow for the load as sensed for example from the manifold vacuum or throttle pedal position.
  • a preferred and more direct assessment of the total heat rejection after start-up can be gained by integrating the total fuel flow or the total mass air flow.
  • integration either of the output of the air flow meter or the pulses applied to the fuel injectors provides a signal directly related to the total heat rejection.
  • the total heat which should be retained after start-up depends upon the initial engine temperature, that is to say the temperature before start-up. If the engine is already warm, then it may be unnecessary to retain any additional heat and if the engine is very cold, having for example been left inoperative for a long period in a cold ambient atmosphere, then an extended period may be safely be adopted to enable rapid warm up of the combustion chambers. It is therefore preferred to set the threshold in dependence upon the engine temperature before start-up.
  • An engine 10 comprises a block 12 and a cylinder head 14 which form part of a cooling circuit around which a coolant, normally water, is pumped by means of an engine driven pump 24.
  • the cylinder head 14 is connected to a radiator 20 by means of a thermostat 22 and the heat exchanger 18 of the passenger compartment heater is connected in a line 28 leading from the cylinder head 14 back to the return hose connecting the radiator 20 back to the pump 24.
  • the cooling system and the engine are entirely conventional. Below the opening temperature of the thermostat 22, no circulation takes place through the radiator 20 and the smaller volume of coolant trapped in the block 12 and the cylinder head 14 can heat up more rapidly.
  • the present invention is aimed at preventing all circulation of coolant past the combustion chambers when the engine is cold and achieves its objective by the use of an electrically controlled isolation valve 26 which is closed to ensure that there is no closed coolant circuit powered by the pump 24.
  • the pump 24 can be prevented from operating during cold starts, or it can be allowed to cavitate during the short time that the valve 26 is closed.
  • a by-pass valve 16 connected in shunt with the pump 24 and short circuits the inlet and outlet connections of the pump 24 to allow at least a small amount of circulation around the pump without the coolant needing to pass through the engine 10, in order to prevent cavitation.
  • the valve 26 is opened and closed by an integrating circuit ( Figure 2) rather than in response to the sensing of a critical temperature.
  • a sensing circuit 30 receives an input signal from the engine and its output is integrated by an integrating circuit 32.
  • the output of the integrating circuit 32 is compared in a comparator 34 with a threshold set by a circuit 38 and if the set threshold is exceeded then the isolation valve 26 is opened to allow normal coolant circulation.
  • the threshold setting circuit 38 in the illustrated embodiment also receives a signal from a temperature sensor 40 and sets the threshold in dependence upon the coolant temperature before starting.
  • the output of the integrating circuit 32 is required to represent the total heat production from the engine following the starting of the engine.
  • the integrating circuit 32 can integrate time pulses, engine cycles, the durations of fuelling pulses, or samples of analogue signals derived from the mass air flow meter of a fuel injection system, and the sensing circuit 30 is designed accordingly.
  • Engine running time is a first approximation, total engine cycles is a better second approximation because it is not engine speed dependent but the most useful reading is to be derived by measurement of the fuel or air used in the combustion process.
  • the engine temperature is measured by the sensor 40 and the threshold setting circuit 38 provides a reference signal for the output of the integrating circuit which is inversely proportional to the difference between the measured starting temperature and the normal running temperature.
  • the valves 16, 26 used to prevent circulation of the coolant past the combustion chamber are operated for as long as the output signal of the integrating circuit lies below the set reference threshold and thereafter the coolant is allowed to circulate normally.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Claims (8)

  1. Motorkühlsystem mit:
    - einem Kühlmittelkreislauf, welcher einen Kühler (20) beinhaltet, dessen Einlaß über eine erste Kühlmittelleitung mit dem Zylinderkopf des Motors verbunden ist, und dessen Auslaß über eine zweite Kühlmittel leitung mit dem Zylinderblock des Motors verbunden ist;
    - einer in der zweiten Kühlmittel leitung angeordneten Umwälzpumpe (24) zum Umwälzen von Kühlmittel in dem Kreislauf, so daß der Motor (10) gekühlt wird, wobei der Zylinderblock (12) und der Zylinderkopf (14) des Motors Teil des Kühlmittelkreislaufs sind;
    - einem in der ersten Leitung angeordneten Thermostatventil (22), das einen Kühlmittelfluß durch dieses Ventil zulassend öffnet, wenn die Kühlmitteltemperatur einen Schwellenwert übersteigt;
    - einer dritten Kühlmittelleitung (28), welche den Zylinderkopf mit dem Einlaß der Umwälzpumpe (24) verbindet; und
    - einem elektrisch betätigbaren Ventilmittel (26), das in besagter dritter Kühlmittelleitung (28) angeordnet ist;
    dadurch gekennzeichnet, daß
    - Integratormittel (32) zur Erzeugung eines Signals vorgesehen sind, welches die Gesamtwärmemenge darstellt, die im Anschluß an ein Anlassen des Motors in den Brennräumen des Motors erzeugt wurde, und
    - die elektrisch betätigbaren Ventilmittel (26) betätigt werden, um jeden Kühlmittelstrom wenigstens durch den Zylinderkopf (14) des Motors zu unterbinden, bis das Ausgangssignal der Integratormittel einen vorgegebenen Schwellenwert erreicht.
  2. Motorkühlsystem nach Anspruch 1, worin die Ventilmittel (26) zusätzlich betätigt werden, um einen Kühlmittelfluß durch den Motorblock zu unterbinden.
  3. Motorkühlsystem nach Anspruch 1 oder 2, außerdem Ventilmittel (16) aufweisend, welche in einer mit der Kühlmittelpumpe (24) verbundenen Bypass-Leitung angeordnet sind, wobei dieses Ventil normalerweise geschlossen ist und nur dann geöffnet wird, wenn der Kühlmittelfluß durch den Zylinderkopf (14) unterbunden ist.
  4. Motorkühlsystem nach einem beliebigen der vorangehenden Ansprüche, worin besagter Schwellenwert als Funktion der Motortemperatur vor dem Anlassen bestimmt wird.
  5. Motorkühlsystem nach einem beliebigen der vorangehenden Ansprüche, worin der Integratorschaltkreis (32) derart wirksam ist, daß er beginnend mit dem Anlassen des Motors Zeitimpulse summiert.
  6. Motorkühlsystem nach einem beliebigen der Ansprüche 1 bis 4, worin der Integratorschaltkreis (32) derart wirksam ist, daß er beginnend mit dem Anlassen des Motors Motorzyklen summiert.
  7. Motorkühlsystem nach einem beliebigen der Ansprüche 1 bis 4, worin der Integratorschaltkreis (32) derart wirksam ist, daß er beginnend mit dem Anlassen des Motors Kraftstoffimpulse summiert.
  8. Motorkühlsystem nach einem beliebigen der Ansprüche 1 bis 4, worin der Integratorschaltkreis (32) derart wirksam ist, daß er beginnend mit dem Anlassen des Motors Signale summiert, welche den Massen-Luftdurchsatz zum Motor darstellen.
EP91916280A 1990-09-05 1991-09-04 Kühlanlage für motoren Expired - Lifetime EP0548174B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
GB9019391 1990-09-05
GB9019391A GB2247745A (en) 1990-09-05 1990-09-05 Engine cooling system
PCT/GB1991/001500 WO1992004534A1 (en) 1990-09-05 1991-09-04 Engine cooling system

Publications (2)

Publication Number Publication Date
EP0548174A1 EP0548174A1 (de) 1993-06-30
EP0548174B1 true EP0548174B1 (de) 1996-10-30

Family

ID=10681713

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91916280A Expired - Lifetime EP0548174B1 (de) 1990-09-05 1991-09-04 Kühlanlage für motoren

Country Status (4)

Country Link
EP (1) EP0548174B1 (de)
DE (1) DE69122968T2 (de)
GB (1) GB2247745A (de)
WO (1) WO1992004534A1 (de)

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2270560A (en) * 1992-09-12 1994-03-16 Ford Motor Co Engine cooling system
JPH07150937A (ja) * 1993-11-27 1995-06-13 Honda Motor Co Ltd 火花点火式２サイクルエンジンの冷却装置
GB2293893A (en) * 1994-10-05 1996-04-10 Ford Motor Co Engine temperature management
DE10007241B4 (de) * 2000-02-17 2006-03-16 Daimlerchrysler Ag Kühlwasserkreislauf einer Brennkraftmaschine
FR2849673B1 (fr) 2003-01-03 2006-08-04 Peugeot Citroen Automobiles Sa Actionneur a barillet pour moteur a refroidissement separe
GB2420846B (en) 2004-12-04 2009-07-08 Ford Global Technologies Llc A cooling system for a motor vehicle engine
DE102005020958A1 (de) 2005-05-06 2006-11-09 Dr.Ing.H.C. F. Porsche Ag Kühlkreis für eine Brennkraftmaschine
DE102009001129B4 (de) * 2009-02-25 2014-07-10 Ford Global Technologies, Llc Kühlstrategie für Verbrennungsmotoren
DE102010027843B4 (de) * 2010-04-16 2013-12-12 Ford Global Technologies, Llc Verfahren und Vorrichtung zur Steuerung eines Kühlsystems eines Verbrennungsmotors
DE102012200746A1 (de) 2012-01-19 2013-07-25 Ford Global Technologies, Llc Brennkraftmaschine mit im Kühlmittelkreislauf angeordneter Pumpe und Verfahren zum Betreiben einer derartigen Brennkraftmaschine
JP6634739B2 (ja) * 2015-08-26 2020-01-22 三菱自動車工業株式会社 エンジンの冷却装置

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2053446A5 (de) * 1969-07-04 1971-04-16 Saviem
DE3024209A1 (de) * 1979-07-02 1981-01-22 Guenter Dr Rinnerthaler Fluessigkeitskuehlung fuer verbrennungsmotoren
JPS57181920A (en) * 1981-05-01 1982-11-09 Fuji Heavy Ind Ltd Cooling controller for water-cooled engine
JPS58124017A (ja) * 1982-01-19 1983-07-23 Nippon Denso Co Ltd エンジンの冷却系制御装置
DE3810174C2 (de) * 1988-03-25 1996-09-19 Hella Kg Hueck & Co Einrichtung zur Regelung der Kühlmitteltemperatur einer Brennkraftmaschine, insbesondere in Kraftfahrzeugen

Also Published As

Publication number Publication date
DE69122968T2 (de) 1997-02-27
GB9019391D0 (en) 1990-10-17
GB2247745A (en) 1992-03-11
EP0548174A1 (de) 1993-06-30
WO1992004534A1 (en) 1992-03-19
DE69122968D1 (de) 1996-12-05

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