EP0664383A1 - Système de refroidissement pour un moteur à combustion interne - Google Patents

Système de refroidissement pour un moteur à combustion interne Download PDF

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Publication number
EP0664383A1
EP0664383A1 EP95100448A EP95100448A EP0664383A1 EP 0664383 A1 EP0664383 A1 EP 0664383A1 EP 95100448 A EP95100448 A EP 95100448A EP 95100448 A EP95100448 A EP 95100448A EP 0664383 A1 EP0664383 A1 EP 0664383A1
Authority
EP
European Patent Office
Prior art keywords
temperature
combustion engine
internal combustion
expansion element
coolant
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.)
Granted
Application number
EP95100448A
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German (de)
English (en)
Other versions
EP0664383B1 (fr
Inventor
Gerhart Huemer
Heinz Lemberger
Peter Leu
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.)
Behr Thermot Tronik GmbH
Original Assignee
Bayerische Motoren Werke AG
Behr Thomson Dehnstoffregler GmbH and Co
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Publication date
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Application filed by Bayerische Motoren Werke AG, Behr Thomson Dehnstoffregler GmbH and Co filed Critical Bayerische Motoren Werke AG
Publication of EP0664383A1 publication Critical patent/EP0664383A1/fr
Application granted granted Critical
Publication of EP0664383B1 publication Critical patent/EP0664383B1/fr
Anticipated expiration legal-status Critical
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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
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F01P2025/36—Heat exchanger mixed fluid 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
    • F01P2070/00—Details
    • F01P2070/04—Details using electrical heating elements

Definitions

  • the invention relates to a cooling system for an internal combustion engine of a motor vehicle with a radiator and a thermostatic valve, with which the temperature of the coolant can be regulated in a warm-up mode, a mixed mode and a cooler mode, the thermostatic valve containing an expansion element which can be heated electrically to reduce the coolant temperature .
  • the thermostatic valve regulates the flow of coolant between the internal combustion engine and the radiator in such a way that the coolant coming from the internal combustion engine flows back to the internal combustion engine essentially bypassing the cooler during the warm-up operation, so that the coolant coming from the internal combustion engine partially passes through during the mixed operation flows back through the cooler and partly through the short circuit to the internal combustion engine and that during cooler operation the coolant coming from the internal combustion engine essentially flows back through the cooler to the internal combustion engine.
  • the electrical heating of the expansion element serves to enlarge the opening cross section towards the cooler compared to an opening cross section caused by the temperature of the coolant in the area of the thermostatic valve.
  • a cooling system for example from DE 30 18 682 A1.
  • an electrical heating resistor is arranged in an expansion element of a thermostatic valve, to which electrical energy can be supplied through a working piston held stationary.
  • the electrical energy is supplied via a control device in order to be able to keep the coolant temperature regulated by the thermostatic valve constant better than with a normal thermostatic valve.
  • the actual coolant temperature is measured and compared with a predetermined upper and a predetermined lower temperature value. If the upper temperature value is reached, the heating resistor is supplied with electrical energy, so that the thermostatic valve opens further in order to achieve an increased cooling capacity and thus a reduction in the actual coolant temperature.
  • a temperature control device in which instead of a conventional thermostatic valve with an expansion element, a means of a Servomotor adjustable valve is provided.
  • the servomotor for adjusting the valve is controlled as a function of a sensor which measures the coolant temperature in a line connected to the internal combustion engine.
  • the sensor is also equipped with a heating device.
  • the heating device can be switched on and off depending on the characteristics of the internal combustion engine.
  • a higher than the real coolant temperature can accordingly be simulated by heating the sensor in order to achieve increased cooling of the coolant.
  • Such a temperature control device is structurally particularly complex and therefore expensive.
  • a cooling system for an internal combustion engine of a motor vehicle of the type mentioned above in which the expansion element is designed such that the coolant temperature changes to one without warming up the expansion element in warm-up mode and / or in mixed mode regulates the upper limit temperature.
  • a control unit is provided which, depending on the detected operating and / or environmental variables of the internal combustion engine, releases the heating of the expansion element as required in order to change the operating mode of the cooling system from warm-up mode or from mixed mode of the upper working limit temperature to mixed mode or cooling mode compared to the upper one Working limit temperature to shift lower coolant temperature.
  • an electronic control unit is required to control the heating of the expansion element, in which the recorded operating and / or environmental variables of the internal combustion engine processed in a suitable manner and used to control the heating of the expansion element.
  • the invention has for its object to develop a cooling system of the type mentioned as simple as possible so that the operation of the internal combustion engine can be optimized in terms of fuel consumption and exhaust gas values without the performance of the internal combustion engine being reduced in the event of an increased power requirement.
  • the coolant temperature is regulated by designing the expansion element without heating the expansion element in mixed operation to an upper working limit temperature and that a temperature switch is provided which is dependent on the coolant temperature detected at or near the radiator outlet releases the heating of the expansion element if necessary to shift the operation of the cooling system to the cooler operation.
  • the upper working limit temperature is preferably equal to the most economical operating temperature of the internal combustion engine and is slightly lower than the maximum permissible operating temperature of the internal combustion engine.
  • the upper working limit temperature is preferably above 100 ° C., in particular approximately 105 ° C.
  • the maximum permissible operating temperature is the highest possible temperature with which the internal combustion engine can be operated in normal operation over a longer period of time without any problems. This prevents damage to the internal combustion engine even if the electrical heating of the expansion element fails.
  • the maximum permissible operating temperature is usually between 105 ° C and 120 ° C.
  • an opening cross-section to the radiator is set only as a function of the coolant temperature of the internal combustion engine. This cross-section of the opening regulates the coolant temperature to the defined upper working limit temperature.
  • the expansion element for. B. by selecting an appropriate temperature-dependent material and a suitable structural design, designed so that the opening cross-section of the cooler is not yet maximum at the defined upper working limit temperature, d. H. no pure cooler operation is achieved. Additional heating of the expansion element enables a further enlargement of the opening cross section and thus a shift towards the cooler operation.
  • the cooling system according to the invention is in normal operation, ie not with increased power requirements, such as. B. in full load operation of the internal combustion engine or when driving uphill of the motor vehicle driven by the internal combustion engine, the highest possible operating temperature of the internal combustion engine is reached.
  • the power consumption of the internal combustion engine is lower due to lower friction, as a result of which the fuel consumption can be reduced and the exhaust gas composition can be improved.
  • a temperature switch is provided according to the invention.
  • the advantage of the cooling system according to the invention over the cooling system described in the as yet unpublished German patent application P 43 24 178 is that, depending on different performance requirements for the internal combustion engine, different coolant temperature levels are achieved with the aid of a simple temperature switch, without a technically complex and expensive electronic control unit can be.
  • the cooling system according to the invention is therefore particularly suitable for an internal combustion engine for motor vehicles in the lower price segment.
  • Another advantage of the cooling system according to the invention is that it is possible to dispense with the complex and cost-intensive recording of operating and environmental variables of the internal combustion engine.
  • the heating of the expansion element can, for example, be switched off again in a time-controlled manner after a specific predetermined time.
  • a two-point switch is provided as a temperature switch, whose upper switching point is in the range from 55 ° C to 75 ° C, preferably 65 ° C and whose lower switching point is a minimum of 5 ° C and a maximum of 50 ° C below upper switching point.
  • the heating of the expansion element is switched off again when the coolant temperature detected at or near the radiator outlet falls below the lower switching point of the two-point switch.
  • the cooling system shown in FIG. 1 for an internal combustion engine 1 comprises a cooler 2. Between the internal combustion engine 1 and the cooler 2, a coolant pump 3 is arranged, which generates a flow of the coolant in the direction shown by arrows.
  • a flow line 5 leads from the coolant outlet 4 of the internal combustion engine 1 to the coolant inlet 6 of the cooler 2.
  • a return line 9 leads from the coolant outlet or outlet 7 of the cooler 2 to the coolant inlet 8 of the internal combustion engine 1.
  • a thermostatic valve 10 with a valve not shown here Expansion element arranged.
  • a temperature switch in the form of a two-point switch 11 is provided in the return line 9.
  • the two-point switch 11 controls the heating of the expansion element of the thermostatic valve 10 as a function of the coolant temperature detected at or near the radiator outlet 7 by applying an electrical heating voltage U to a heating element of the expansion element of the thermostatic valve 10.
  • the thermostatic valve 10 is also connected to the flow line 5 via a short-circuit line 12.
  • the cooling system essentially works in three operating modes.
  • a first mode of operation the so-called warm-up mode, in particular after the cold start of the internal combustion engine 1, the thermostatic valve 10 is set such that the coolant flow coming from the internal combustion engine 1 is essentially completely returned to the internal combustion engine 1 via the short-circuit line 12.
  • the cooling system works in mixed mode, i. H. the coolant coming from the internal combustion engine 1 runs partly through the cooler 2 and partly via the short-circuit line 12 back to the internal combustion engine 1.
  • the cooling system operates in the cooler mode, i. H. the coolant coming from the internal combustion engine 10 is essentially completely returned through the cooler 2 to the internal combustion engine 1.
  • the operation of the cooling system can be adjusted by heating the expansion element of the thermostatic valve 10 by actuation via an electrical line 13, through which the thermostatic valve 10 is electrically connected to the two-point switch 11, in the direction of the cooler operation or can be switched completely to cooler operation. This reduces the temperature level of the coolant compared to that with an operating mode without Heating of the expansion element reached the temperature level. If the heating of the expansion element of the thermostatic valve 10 is then interrupted again by activation by the two-point switch 11 via the electrical line 13, the cooler which is now cooler cools the expansion element of the thermostatic valve 10 until it assumes a regulated end position in mixed operation, so that the coolant temperature rises again a final temperature is raised. The regulated final temperature in mixed operation is set to the upper working limit temperature.
  • the supply of electrical energy to the thermostatic valve 10 is controlled by the two-point temperature switch 11 via the electrical line 13 as a function of the coolant temperature detected at or near the cooler outlet 7. Since the coolant temperature at or in the vicinity of the radiator outlet 7 represents the load condition of the internal combustion engine 1 in a very good approximation, this coolant temperature at or in the vicinity of the radiator outlet 7 is very well suited for controlling the heating of the expansion element of the thermostatic valve 10. This is the basis for this, that the heating of the expansion element of the thermostatic valve can be controlled in a structurally very simple and thus very cost-effective manner by a simple temperature switch, preferably a two-point temperature switch. It is therefore not necessary to record various operating and / or environmental variables of the internal combustion engine 1 and to process them in an expensive electronic control unit for controlling the heating of the expansion element of the thermostatic valve 10.
  • the coolant temperature T is shown in a diagram over time t at full load of the internal combustion engine 1 (Fig. 1), as it is by means of the invention Cooling system can be reached.
  • the expansion element of the thermostatic valve 10 (FIG. 1) is designed, for example, by the composition of the expansion material to an upper working limit temperature, which here corresponds, for example, to a cooling temperature of approx. 105 ° C. in the regulated mixed operation.
  • this coolant temperature of approx. 105 ° C is only reached in part-load operation of the internal combustion engine, in which it is expedient to reduce the fuel consumption by reducing friction and at the same time to improve the exhaust gas composition.
  • the coolant temperature should always be as hot as possible to optimize consumption, but should be as cool as possible for performance requirements in the full-load range to improve the cylinder charge.
  • the expansion element of the thermostatic valve 10 is designed so that the possible adjustment path of the thermostatic valve or the maximum possible opening cross section is not yet set at about 105 ° C.
  • the expansion element of the thermostatic valve 10 (FIG. 1) can be heated in such a way that a maximum opening cross-section to the cooler is set in order to reduce the coolant temperature as quickly as possible, thereby completely switching to cooler operation.
  • the full load operation is detected in the cooling system according to the invention by the temperature switch in the form of the two-point switch 11 (FIG. 1). If, due to a heavy load on the internal combustion engine, the coolant temperature at or in the vicinity of the radiator outlet 7 (FIG. 1), as shown in FIG.
  • the cooling system according to the invention is based on the knowledge that the coolant temperature at or in the vicinity of the outlet 7 of the cooler 2 represents, in very good approximation, a measure of the load on the internal combustion engine 1.
  • This finding is used in the cooling system according to the invention in that a temperature switch in the form of a two-point switch 11 is provided at or in the immediate vicinity of the outlet 7 of the cooler 2, which controls the load-dependent heating of the expansion element of the thermostatic valve 10 when the internal combustion engine 1 is operating at full load.
  • a temperature switch in the form of a two-point switch 11 is provided at or in the immediate vicinity of the outlet 7 of the cooler 2, which controls the load-dependent heating of the expansion element of the thermostatic valve 10 when the internal combustion engine 1 is operating at full load.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Devices That Are Associated With Refrigeration Equipment (AREA)
EP95100448A 1994-01-20 1995-01-13 Système de refroidissement pour un moteur à combustion interne Expired - Lifetime EP0664383B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4401620 1994-01-20
DE4401620A DE4401620A1 (de) 1994-01-20 1994-01-20 Kühlanlage für einen Verbrennungsmotor eines Kraftfahrzeuges mit einem Thermostatventil, das ein elektrisch beheizbares Dehnstoffelement enthält

Publications (2)

Publication Number Publication Date
EP0664383A1 true EP0664383A1 (fr) 1995-07-26
EP0664383B1 EP0664383B1 (fr) 1998-09-09

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ID=6508338

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EP95100448A Expired - Lifetime EP0664383B1 (fr) 1994-01-20 1995-01-13 Système de refroidissement pour un moteur à combustion interne

Country Status (4)

Country Link
US (1) US5555854A (fr)
EP (1) EP0664383B1 (fr)
DE (2) DE4401620A1 (fr)
ES (1) ES2127949T3 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0727570A1 (fr) * 1995-02-14 1996-08-21 Bayerische Motoren Werke Aktiengesellschaft Dispositif de régulation de la température du système de refroidissement d'un moteur à combustion interne
FR2745033A1 (fr) * 1996-02-21 1997-08-22 Behr Thermot Tronik Gmbh Co Systeme de refroidissement pour un moteur a combustion interne
EP1035307A1 (fr) * 1998-04-07 2000-09-13 Nippon Thermostat Co., Ltd. Dispositif de commande de refroidissement pour moteur a combustion interne
FR3088960A1 (fr) * 2018-11-23 2020-05-29 Psa Automobiles Sa Procede de limitation d’une temperature de fluide de refroidissement d’un moteur thermique

Families Citing this family (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5657722A (en) * 1996-01-30 1997-08-19 Thomas J. Hollis System for maintaining engine oil at a desired temperature
US5582138A (en) * 1995-03-17 1996-12-10 Standard-Thomson Corporation Electronically controlled engine cooling apparatus
IT1291190B1 (it) * 1997-03-13 1998-12-29 Gate Spa Sistema di raffreddamento per un motore a combustione interna, particolarmente per autoveicoli
DE19725222A1 (de) * 1997-06-15 1998-12-17 Behr Thermot Tronik Gmbh & Co Thermostatventil
DE10016405A1 (de) * 2000-04-01 2001-10-11 Bosch Gmbh Robert Kühlkreislauf
CA2325168A1 (fr) 2000-11-06 2002-05-06 Joseph Fishman Thermostat a controle electronique
US6595165B2 (en) 2000-11-06 2003-07-22 Joseph Fishman Electronically controlled thermostat
KR100589140B1 (ko) * 2003-09-20 2006-06-12 현대자동차주식회사 차량의 냉각시스템 제어방법
US7171955B2 (en) * 2003-10-20 2007-02-06 Perkins Michael T Flowing fluid conditioner
US8215381B2 (en) * 2009-04-10 2012-07-10 Ford Global Technologies, Llc Method for controlling heat exchanger fluid flow
CN101737143B (zh) * 2009-11-30 2012-05-09 中国广东核电集团有限公司 一种控制电机冷却系统启动的系统
JP2017078346A (ja) * 2015-10-20 2017-04-27 いすゞ自動車株式会社 ディーゼルエンジン

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2816711A (en) * 1955-07-07 1957-12-17 James A Woods Temperature control of coolant circulation
DE3315308A1 (de) * 1983-04-27 1984-10-31 Gustav Wahler Gmbh U. Co, 7300 Esslingen Kuehlwasserregler fuer brennkraftmaschinen
JPS63124821A (ja) * 1986-11-14 1988-05-28 Mazda Motor Corp エンジンの冷却装置
EP0557113A2 (fr) * 1992-02-19 1993-08-25 Honda Giken Kogyo Kabushiki Kaisha Système de refroidissement pour moteur

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2456838A1 (fr) * 1979-05-18 1980-12-12 Sev Marchal Vanne a action thermostatique destinee a un circuit de refroidissement de moteur a combustion interne
DE3347002C1 (de) * 1983-12-24 1985-05-15 Bayerische Motoren Werke AG, 8000 München Temperaturregler-Einsatz fuer den Kuehlkreis fluessigkeitsgekuehlter Brennkraftmaschinen
DE3705232C2 (de) * 1987-02-19 1996-01-18 Wahler Gmbh & Co Gustav Verfahren und Einrichtung zur Temperaturregelung des Kühlmittels von Brennkraftmaschinen
DE4324178A1 (de) * 1993-07-19 1995-01-26 Bayerische Motoren Werke Ag Kühlanlage für einen Verbrennungsmotor eines Kraftfahrzeuges mit einem Thermostatventil, das ein elektrisch beheizbares Dehnstoffelement enthält

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2816711A (en) * 1955-07-07 1957-12-17 James A Woods Temperature control of coolant circulation
DE3315308A1 (de) * 1983-04-27 1984-10-31 Gustav Wahler Gmbh U. Co, 7300 Esslingen Kuehlwasserregler fuer brennkraftmaschinen
JPS63124821A (ja) * 1986-11-14 1988-05-28 Mazda Motor Corp エンジンの冷却装置
EP0557113A2 (fr) * 1992-02-19 1993-08-25 Honda Giken Kogyo Kabushiki Kaisha Système de refroidissement pour moteur

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 12, no. 374 (M - 749) 6 October 1988 (1988-10-06) *

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0727570A1 (fr) * 1995-02-14 1996-08-21 Bayerische Motoren Werke Aktiengesellschaft Dispositif de régulation de la température du système de refroidissement d'un moteur à combustion interne
US5692460A (en) * 1995-02-14 1997-12-02 Bayerische Motoren Werke Aktiengesellschaft Coolant temperature control system for an internal-combustion engine
FR2745033A1 (fr) * 1996-02-21 1997-08-22 Behr Thermot Tronik Gmbh Co Systeme de refroidissement pour un moteur a combustion interne
EP1035307A1 (fr) * 1998-04-07 2000-09-13 Nippon Thermostat Co., Ltd. Dispositif de commande de refroidissement pour moteur a combustion interne
EP1035307A4 (fr) * 1998-04-07 2007-06-13 Nippon Thermostat Kk Dispositif de commande de refroidissement pour moteur a combustion interne
FR3088960A1 (fr) * 2018-11-23 2020-05-29 Psa Automobiles Sa Procede de limitation d’une temperature de fluide de refroidissement d’un moteur thermique

Also Published As

Publication number Publication date
ES2127949T3 (es) 1999-05-01
EP0664383B1 (fr) 1998-09-09
DE59503471D1 (de) 1998-10-15
US5555854A (en) 1996-09-17
DE4401620A1 (de) 1995-07-27

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