EP0731261B1 - Procédé de commande d'un circuit de refroidissement d'un moteur à combustion interne, notamment pour véhicules automobiles - Google Patents

Procédé de commande d'un circuit de refroidissement d'un moteur à combustion interne, notamment pour véhicules automobiles Download PDF

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Publication number
EP0731261B1
EP0731261B1 EP96100637A EP96100637A EP0731261B1 EP 0731261 B1 EP0731261 B1 EP 0731261B1 EP 96100637 A EP96100637 A EP 96100637A EP 96100637 A EP96100637 A EP 96100637A EP 0731261 B1 EP0731261 B1 EP 0731261B1
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EP
European Patent Office
Prior art keywords
cooling medium
flow
temperature
fan
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.)
Expired - Lifetime
Application number
EP96100637A
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German (de)
English (en)
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EP0731261A1 (fr
Inventor
Karsten Dipl.-Ing. Michels
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.)
Volkswagen AG
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Volkswagen AG
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Filing date
Publication date
Application filed by Volkswagen AG filed Critical Volkswagen AG
Publication of EP0731261A1 publication Critical patent/EP0731261A1/fr
Application granted granted Critical
Publication of EP0731261B1 publication Critical patent/EP0731261B1/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
    • 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
    • F01P7/164—Controlling of coolant flow the coolant being liquid by thermostatic control by varying pump 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
    • F01P7/02—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
    • F01P7/048—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio using electrical 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
    • F01P2023/00—Signal processing; Details thereof
    • F01P2023/08—Microprocessor; Microcomputer
    • 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
    • F01P2025/30—Engine incoming 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
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F01P2025/32—Engine outcoming 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
    • 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
    • F01P2025/00—Measuring
    • F01P2025/60—Operating parameters
    • F01P2025/64—Number of revolutions
    • 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
    • F01P2025/66—Vehicle 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
    • F01P2031/00—Fail safe
    • F01P2031/30—Cooling after the engine is stopped
    • 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
    • F01P2037/00—Controlling
    • F01P2037/02—Controlling starting
    • 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
    • F01P2060/04—Lubricant cooler
    • F01P2060/045—Lubricant cooler for transmissions
    • 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
    • F01P3/00—Liquid cooling
    • F01P3/20—Cooling circuits not specific to a single part of engine or machine
    • 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 a method for regulating a cooling circuit of an internal combustion engine, in particular of a motor vehicle, with at least one coolant pump for Setting a coolant flow, a cooler module, in which a heat exchange between an air flow adjustable by means of a blower and the coolant takes place at which the speed of the coolant pump and the speed of the fan at least in Depending on a temperature setpoint of the coolant can be regulated.
  • German patent application DE 38 10 174 A1 a device for regulating the Coolant temperature of an internal combustion engine for use in a motor vehicle described, in which the internal combustion engine on the one hand with coolant lines Heat exchanger (cooler module) and on the other hand is connected to a cooling water pump.
  • the cooling water circuit is closed by a cooling water connection line between the heat exchanger and the cooling water pump.
  • the heat exchanger is still a fan with adjustable speed for generating an air flow through the heat exchanger assigned.
  • the device further includes a control device, which in Dependency of a variable temperature setpoint of the cooling water both the cooling water flow generating coolant pump as well as the air flow through the heat exchanger generating blower controls. In the determination of the variable temperature setpoint the operating variables of the internal combustion engine are included.
  • the object of the invention is a method for regulating a cooling circuit to create for an internal combustion engine in which the power consumption of the coolant pump as well as the blower while maintaining an optimal coolant temperature is kept low.
  • the speed of the coolant pump and the speed are regulated of the blower by the control unit by comparing the time efficiencies of Coolant pump and blower for the heat flow transferred to the cooler module.
  • a heat transfer coefficient is used for this determined for the heat flow transferred to the cooler module. From this heat transfer coefficient, which is mainly from the heat transfer coefficient of the heat flow from the coolant into the material of the cooler module and from that Heat transfer coefficient of the heat flow from the cooler module into the flow Air depends, the partial derivatives are now based on the generated coolant flow and according to the airflow generated as a measure of the temporal efficiency of the Coolant pump and the blower formed.
  • a preferred further development provides that the temporal efficiencies of the coolant pump and the blower for the heat flow transferred to the cooler module to the the generation of the corresponding coolant flow or the corresponding air flow necessary energy input are related and thus comparative values for the efficiency-dependent control of the coolant pump and the fan can be obtained.
  • both the one to be applied must be in the control unit Energy for the coolant pump depending on the coolant flow generated with it as well as that to be applied for a specific air flow through the cooler module Energy stored depending on the driving speed of the motor vehicle.
  • a temperature limit for the coolant set which preferably the end of the warm-up phase of the internal combustion engine indicates, the control of the coolant pump and the blower depending the comparison of the time efficiencies for the heat flow transferred to the cooler module only after reaching this temperature limit.
  • the coolant pump maintains a coolant flow a predetermined differential temperature of the coolant between the entry into the internal combustion engine and generated its exit.
  • the coolant circuit has a second flow branch that does not have the cooler module the coolant temperature is adjusted until it is reached of the temperature setpoint via the connection of which its cross section can be changed Flow branch.
  • This connection is preferably a temperature-dependent Valve, e.g. B. realized a thermostat. If the temperature setpoint is exceeded is the speed of the coolant pump and the fan to maintain the temperature setpoint by comparing their temporal efficiencies depending on the temperature setpoint regulated.
  • the coolant circuit shown in FIG. 1 for an internal combustion engine 1 of a motor vehicle consists of several line branches a to f, the opening cross sections of which are controlled by a temperature-dependent valve 6 (thermostat).
  • the direction of rotation of the coolant flow, which is driven by the coolant pump 3, is indicated by arrows.
  • the line branch a is led via a cooler module 2 for cooling the coolant emerging from the internal combustion engine 1. Air is drawn in from outside the motor vehicle by the fan 4 arranged behind the radiator module 2. When flowing through the cooler module 2, a heat exchange takes place between the air flow m ⁇ l adjustable by the blower 4 and the coolant flow m ⁇ w .
  • a line branch b is provided, the cross section of which can be controlled by the temperature-dependent valve 6 in order to influence the coolant temperature.
  • the line branch c has an expansion tank 7 and serves to regulate the pressure in the entire coolant circuit.
  • a heat exchanger 8 for the interior heating of the motor vehicle and a cooler 9 and 10 for cooling the engine oil and the transmission oil are arranged in the additional line branches d to f. These line branches d to f are optional.
  • the corresponding cooling or heating functions can also be solved in other ways.
  • the coolant circuit includes a control unit 5, for example, the control unit of the internal combustion engine, the sen as an input signal the output signal S of the coolant temperature ⁇ w, is obtained at the outlet from the engine detected temperature sensor 11 and pump via the output signals S, S air and S therm both the speed of the Coolant pump 3 and the fan 4 and the temperature-dependent valve 6 controls.
  • a control unit 5 for example, the control unit of the internal combustion engine, the sen as an input signal the output signal S of the coolant temperature ⁇ w, is obtained at the outlet from the engine detected temperature sensor 11 and pump via the output signals S, S air and S therm both the speed of the Coolant pump 3 and the fan 4 and the temperature-dependent valve 6 controls.
  • the warm-up V1 of the internal combustion engine As illustrated in FIG. 2, three cases are distinguished in the method according to the invention; the warm-up V1 of the internal combustion engine, the driving mode V2 at the operating temperature of the coolant and the run-on V3.
  • the first step A1 it is checked whether the internal combustion engine 1 has been started., This is the case, a comparison is made of the coolant temperature ⁇ w, (output signal S sen of the temperature sensor 11) at the engine outlet to a termination of the warm-up phase ⁇ V1 characterizing temperature limit value w , warm. At a coolant temperature ⁇ w, below this temperature limit, warm-up V1 is detected. If the coolant temperature ⁇ w, the temperature limit ⁇ w, warml has been reached, the coolant circuit is controlled according to the algorithm for driving mode V2 at operating temperature.
  • the coolant circuit is controlled using an algorithm for the run-on V3. If the coolant temperature ⁇ w is below the temperature limit ⁇ w, then the control stops until the internal combustion engine 1 is started again.
  • the coolant temperature ⁇ w is compared in a first method step , is at the engine outlet with a coolant start temperature ⁇ w, start . If the coolant temperature is below the coolant start value ⁇ w, start , the coolant pump 3 starts with a delay of the time period t start in order to keep the heat flow from components of the internal combustion engine 1 into the coolant as low as possible and thus to achieve a faster heating of the components .
  • the coolant flow m ⁇ w generated by the coolant pump 3 is continuously increased until, for the first time, the minimum coolant flow m ⁇ w , min for maintaining the differential temperature setpoint ⁇ w, Mot is intended between Motorein- reaches and exits.
  • the control signal S pump, min for the coolant pump 3 is calculated in the control unit 5 from the minimum coolant flow m ⁇ w , min . From the first time the minimum coolant flow m ⁇ w , min is reached, the coolant pump 3 is regulated to maintain the differential temperature setpoint ⁇ w, Mot, coolant with a control signal S pump, warml .
  • the actual differential temperature ⁇ w, Mot, required for the control is derived from the heat flow Q ⁇ Mot from the internal combustion engine into the coolant, which in turn is calculated from the current coolant flow m ⁇ w , the current engine load L Mot and the engine speed n.
  • the heat flow Q ⁇ Mot is preferably stored as a map in the control unit 5 for the special internal combustion engine 1.
  • the control signal S pump for the coolant pump is therefore assigned a dynamic transmission behavior, the time constants T stg of which are selected so that the time behavior of the coolant pump corresponds approximately to the behavior of the heat flow Q ⁇ Mot from the internal combustion engine into the coolant.
  • the blower 4 is not activated, ie in addition to the airflow generated by the dynamic pressure from the vehicle movement, no further airflow m ⁇ l is generated by the cooler module 2.
  • the warm-up phase V1 has ended when the current coolant temperature ⁇ w, the temperature limit value den w, warml is reached for the first time.
  • the coolant temperature is also controlled as a function of a temperature setpoint ⁇ w, according to the algorithm for the Driving mode V2 takes place at operating temperature.
  • the temperature setpoint ⁇ w, set is first calculated.
  • the optimal temperature setpoint ⁇ w, for the given engine temperature with variable engine load L Mot , engine speed n and coolant flow m ⁇ w is stored.
  • the control temperature ⁇ w, therm results for the temperature-dependent valve 6, from which the control signal S therm is determined for the temperature-dependent valve 6.
  • the valve 6 regulates the coolant temperature ⁇ w via the coolant flow conditions between the line branch a led via the cooler module 2 and the line branch b.
  • the temperature setpoint is ⁇ w
  • the engine outlet is hot by a difference value ⁇ w
  • K ⁇ ⁇ k, l ⁇ 1 P L ⁇ K, wapu . 1 P wapu
  • the coolant circuit is simultaneously used to cool the engine oil via a cooler 9, the current oil temperature ⁇ oil can be monitored with a sensor (not shown). Exceeds the current oil temperature ⁇ oil has a temperature limit value ⁇ oil, cross so the coolant temperature is gradually ⁇ w, is lowered until the oil temperature ⁇ oil drops below this limit temperature value. The coolant temperature required for the selected engine temperature is then set again.
  • the dynamic behavior of the control in the event of brief changes in the engine load L Mot and the engine speed n is different for compliance with the differential temperature setpoint ⁇ w, Mot, setpoint and the temperature setpoint ⁇ w, setpoint.
  • the control according to the differential temperature setpoint ⁇ w, Mot, soll corresponds in its dynamics to that of warming up V1.
  • the regulation according to the temperature setpoint ⁇ w should be done faster by varying the valve current S therm and the speeds of the coolant pump 3 and fan 4.
  • a compromise must be found between an energetic optimum and the temperature constancy of the components of the internal combustion engine 1. For energy purposes, it makes sense to allow brief temperature changes in the components, such as those that occur during the overtaking process.

Claims (9)

  1. Procédé de réglage d'un circuit de refroidissement d'un moteur à combustion interne, en particulier d'un véhicule automobile, comprenant au moins une pompe d'agent de refroidissement pour établir un flux d'agent de refroidissement, un module de refroidissement dans lequel a lieu un échange de chaleur entre un flux d'air réglable par un ventilateur et l'agent de refroidissement, ainsi qu'un appareil de commande qui règle la vitesse de la pompe d'agent de refroidissement et la vitesse du ventilateur au moins en fonction d'une valeur de consigne de température de l'agent de refroidissement, caractérisé en ce que le réglage de la vitesse de la pompe (3) d'agent de refroidissement et de la vitesse du ventilateur (4) a lieu par ailleurs par l'intermédiaire d'une comparaison des rendements dans le temps (ηk,wapu,ηk,l) de la pompe d'agent de refroidissement (3) et du ventilateur (4) en ce qui concerne le flux de chaleur (Q ˙k ) transmis au module de refroidissement (2) .
  2. Procédé selon la revendication 1, caractérisé en ce que le coefficient (k) de transmission de chaleur du flux transmis de chaleur (Q ˙k ) est déterminé sur le module de refroidissement (2) et les dérivées partielles de ce coefficient de transmission de chaleur (k) sont formées en fonction du flux d'agent de refroidissement (m ˙w ) généré par la pompe d'agent de refroidissement et en fonction du flux d'air (m ˙l ) généré par le ventilateur pour servir de mesure du rendement dans le temps (ηk,wapu, ηk,l).
  3. Procédé selon la revendication 2, caractérisé en ce que les rendements dans le temps (ηk,wapu, ηk,l) de la pompe (3) d'agent de refroidissement et du ventilateur (4) en ce qui concerne le flux de chaleur (Q ˙k ) transmis au module de refroidissement (2) sont mis en rapport avec la consommation d'énergie (Pwapu, PL) nécessaire à la génération du flux correspondant d'agent de refroidissement (m ˙w ) et du flux d'air correspondant (m ˙l ) et les valeurs de comparaison (kη,wapu, kηl) sont ainsi obtenues pour le réglage de la pompe d'agent de refroidissement et du ventilateur en fonction du rendement.
  4. Procédé selon la revendication 3, caractérisé en ce que l'énergie (Pwapu) devant être fournie à la pompe d'agent de refroidissement (3) est calculée dans l'appareil de commande (5) en fonction du flux d'agent de refroidissement (m ˙w ) qui doit être généré.
  5. Procédé selon la revendication 3 ou 4 pour le réglage d'un circuit de refroidissement d'un véhicule automobile, caractérisé en ce que l'énergie (PL) devant être fournie pour la commande du ventilateur (4) est calculée dans un appareil de commande en fonction du flux d'air (m ˙l ) devant être généré et de la vitesse de marche du véhicule automobile.
  6. Procédé selon l'une des revendications 1 à 5, caractérisé en ce que le réglage de la pompe d'agent de refroidissement (3) et du ventilateur (4) n'a lieu, en fonction d'une comparaison des rendements dans le temps (ηk,wapu,ηk,l) en ce qui concerne le flux de chaleur (Q ˙k ) transmis au module de refroidissement (2), qu'après qu'un seuil de température (ϑw,échauff) de l'agent de refroidissement a été atteint.
  7. Procédé selon la revendication 6, caractérisé en ce que le seuil de température (ϑw,échauff) caractérise la fin d'une phase d'échauffement après le démarrage du moteur à combustion interne (1).
  8. Procédé selon la revendication 6 ou 7, caractérisé en ce que, au-dessous du seuil de température (ϑw, échauff), le flux d'agent de refroidissement (m ˙w ) généré par la pompe d'agent de refroidissement (3) est réglé pour l'obtention d'une différence de température (Δϑw,Mot,cons) de l'agent de refroidissement entre l'entrée et la sortie du moteur à combustion interne, mais aucun flux d'air (m ˙l ) n'est généré par le ventilateur (4).
  9. Procédé selon l'une des revendications 1 à 8, caractérisé en ce que le réglage de la température de l'agent de refroidissement (ϑw,réelle) a lieu, jusqu'à ce que la valeur de consigne de température (ϑw,cons) soit atteinte, par le raccordement d'un deuxième embranchement de circulation, dont le diamètre est modifiable par une soupape (6) assujettie à la température et qui ne passe pas par le module de refroidissement (2) et, lors d'un dépassement de la valeur de consigne de température (ϑ w,cons), la vitesse de la pompe d'agent de refroidissement ou du ventilateur est réglée par l'intermédiaire de la comparaison du rendement dans le temps (ηk,wapu,ηk,l) en fonction de la valeur de consigne de température (ϑw,cons).
EP96100637A 1995-03-08 1996-01-18 Procédé de commande d'un circuit de refroidissement d'un moteur à combustion interne, notamment pour véhicules automobiles Expired - Lifetime EP0731261B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19508102A DE19508102C1 (de) 1995-03-08 1995-03-08 Verfahren zur Regelung eines Kühlkreislaufes eines Verbrennungskraftmotors, insbesondere für Kraftfahrzeuge
DE19508102 1995-03-08

Publications (2)

Publication Number Publication Date
EP0731261A1 EP0731261A1 (fr) 1996-09-11
EP0731261B1 true EP0731261B1 (fr) 1998-06-03

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EP96100637A Expired - Lifetime EP0731261B1 (fr) 1995-03-08 1996-01-18 Procédé de commande d'un circuit de refroidissement d'un moteur à combustion interne, notamment pour véhicules automobiles

Country Status (4)

Country Link
US (1) US5619957A (fr)
EP (1) EP0731261B1 (fr)
DE (2) DE19508102C1 (fr)
ES (1) ES2117455T3 (fr)

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DE19728814A1 (de) * 1997-07-05 1999-01-07 Behr Thermot Tronik Gmbh & Co Kühlanlage für einen Verbrennungsmotor eines Kraftfahrzeuges
DE19741861B4 (de) 1997-09-23 2004-07-22 Daimlerchrysler Ag Vorrichtung zur Regelung des Kühlwasserkreislaufes für einen Verbrennungsmotor
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EP0960759B1 (fr) 1998-05-26 2002-02-13 Ford Global Technologies, Inc. Chauffage de l'habitacle d'un véhicule automobile à moteur
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EP0731261A1 (fr) 1996-09-11
US5619957A (en) 1997-04-15
DE19508102C1 (de) 1996-07-25
ES2117455T3 (es) 1998-08-01

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