EP0931208A1 - Procede de controle de regulation du circuit de refroidissement d'un vehicule au moyen d'une pompe hydraulique thermoregulee - Google Patents

Procede de controle de regulation du circuit de refroidissement d'un vehicule au moyen d'une pompe hydraulique thermoregulee

Info

Publication number
EP0931208A1
EP0931208A1 EP97909371A EP97909371A EP0931208A1 EP 0931208 A1 EP0931208 A1 EP 0931208A1 EP 97909371 A EP97909371 A EP 97909371A EP 97909371 A EP97909371 A EP 97909371A EP 0931208 A1 EP0931208 A1 EP 0931208A1
Authority
EP
European Patent Office
Prior art keywords
retarder
coolant pump
coolant
speed
engine
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
EP97909371A
Other languages
German (de)
English (en)
Other versions
EP0931208B1 (fr
Inventor
Peter Edelmann
Klaus Vogelsang
Peter Rose
Peter Heilinger
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.)
Voith Turbo GmbH and Co KG
Original Assignee
Voith Turbo GmbH and Co KG
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 Voith Turbo GmbH and Co KG filed Critical Voith Turbo GmbH and Co KG
Publication of EP0931208A1 publication Critical patent/EP0931208A1/fr
Application granted granted Critical
Publication of EP0931208B1 publication Critical patent/EP0931208B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

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
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • F01P2005/105—Using two or more 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
    • 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
    • F01P2025/66—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
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/06—Retarder
    • 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
    • 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 adjusting the engine temperature by means of a cooling circuit and a device for adjusting the engine temperature.
  • cooling circuits comprising a coolant, preferably water with the appropriate antifreeze additives, are generally used for cooling engines, in particular internal combustion engines.
  • a certain amount of coolant flows through the engine to be cooled per unit of time, absorbs the heat to be dissipated from the internal combustion engine and transports it to a cooler, for example a finned cooler, in which the absorbed and transported amount of heat is released to the environment.
  • the cooling capacity of such a system is essentially determined by the amount of coolant circulated.
  • the coolant is circulated by means of a coolant pump.
  • the flow rate of the coolant pump determines the coolant flow through the cooling circuit.
  • the delivery rate of the coolant pump is generally dependent on its speed.
  • Conventional coolant pumps are in constant drive connection with the engine, so they work depending on the engine speed.
  • a disadvantage of this method for cooling an engine, in particular an internal combustion engine is that a high pump output is made available even in cases in which it is not required. For example, in summer and winter in such an arrangement, the same amount of coolant is always pumped through the cooling circuit. This leads to an unnecessary power consumption on the part of the engine, which in certain operating situations leads to unnecessarily high fuel consumption. This problem becomes particularly serious when a retarder is introduced into the cooling circuit, the working medium of which is also the cooling medium for the engine. Then, for safe heat dissipation, the flow rate of the coolant pump must be designed so that the heat can be dissipated even when the retarder is switched on. This requires pumps with very high performance.
  • this object is achieved by a method according to claim 1 and a device according to claim 17.
  • the coolant temperature in the cooling circuit is adjusted by means of a speed-controlled coolant pump such that an optimal engine temperature value is reached as quickly as possible and a maximum value is never exceeded.
  • the engine temperature is determined continuously, for example in sampling intervals which can be in a range from several seconds to milliseconds.
  • this value can be specified in a further development depending on the current engine power. In this way it is possible to keep the cooling circuit always close to the temperature limit of the engine drive, which is particularly fuel-efficient, since the performance of the coolant pump is then optimally adjusted.
  • cooling circuits which comprise a retarder, which retarder can either be operated with a separate working medium, and the coolant is used only for heat exchange or, in a further developed embodiment, the coolant is the working medium of the retarder itself is.
  • the retarder in the cooling circuit can be switched on and off, for example by means of a changeover valve which bypasses the coolant past the retarder when it is not working.
  • a particularly fuel-efficient embodiment provides that at least one further coolant pump is provided in addition to the speed-controlled coolant pump. This can either be engine speed dependent, vehicle speed dependent or retarder speed dependent.
  • the speed-controlled coolant pump can be designed such that it provides the basic cooling load in the cooling circuit and the further coolant pump is only switched on under special loads, for example at
  • the at least one further coolant pump is switched on when the retarder is operated, so that the heat additionally generated in the retarder can still be dissipated safely, ie. H. with the help of this further coolant pump in combination with the speed-controlled coolant pump, sufficient cooling of the engine is ensured.
  • the further coolant pump which is operated as a function of the engine speed, retarder speed or vehicle speed, is dimensioned in such a way that it provides the basic power required for sufficient cooling of the engine in all
  • the speed-controlled coolant pump is then operated only when the retarder is switched on, in such a way that the maximum engine temperature mentioned above is not exceeded on the engine.
  • Water with the appropriate antifreeze is generally used as the coolant.
  • the retarder can be a primary retarder, ie a retarder whose speed is dependent on the engine speed, or a secondary retarder whose speed is dependent on the driving speed.
  • the coolant also serves as the working medium of the retarder.
  • the invention is also intended to include the case that the coolant of the engine is not also the working medium of the retarder, but is merely passed, for example, through a heat exchanger and from there absorbs the heat which is generated in the retarder during braking operation.
  • the invention provides a device for adjusting the engine temperature.
  • the device comprises means for determining the engine temperature, for example a temperature sensor which is usually attached in the vicinity of the engine or on the engine itself. Furthermore, the device comprises a cooling circuit with a coolant and a coolant pump for setting the engine temperature and a control device for regulating the delivery rate of the coolant pump or coolant pumps depending on the determined engine temperature.
  • At least one of the coolant pumps is a speed-controlled coolant pump, i. H. such a delivery rate depends on the speed.
  • the cooling circuit of the device according to the invention comprises a retarder and a changeover valve.
  • the device also has one
  • Fig. 1 shows a drive unit with the regulating device according to the invention.
  • Fig. 2 shows a drive unit with the control device according to the invention and a further coolant pump.
  • FIG. 3 shows an alternative embodiment of the invention according to FIG. 2.
  • FIG. 1 shows a drive unit consisting of a motor 1 and a cooling circuit 3.
  • the cooling circuit 3 comprises a cooler 5, a coolant pump 7, which is designed as a speed-controlled coolant pump, and an expansion tank 9, which always ensures sufficient overpressure on the pump suction side. Furthermore, one is in the cooling circuit
  • Switch valve 11 and a retarder 13 are provided.
  • the invention is in no way limited to only those embodiments in which a retarder is arranged in the coolant circuit.
  • the invention is also applicable if only engine cooling by means of a cooling circuit and a speed-controlled coolant pump is provided.
  • a bypass line 40 leads past the cooler and branches at point 42.
  • a changeover valve 44 is arranged at point 42 and can be designed as a 3/2-way valve.
  • the 3/2-way valve has the function of controlling the coolant flow in such a way that it can be led past the cooler either through the cooler or through the bypass line 40.
  • the 3/2-way valve controls the cooling flow partially or largely to the radiator 5.
  • the 3/2-way switchover valve 44 controls the coolant via the bypass line to the motor 1 or to the pump 7.
  • the 3/2-way valve can be designed as an expansion control valve or as an electrical or pneumatic continuously regulating valve.
  • the cooler can be supported by a fan 15.
  • the engine 1 has a means for determining the temperature
  • Temperature sensor 20 on. Of course, several can Temperature sensors are positioned at various points in the engine or in the coolant line leading away from the engine.
  • a temperature signal which represents the current engine temperature, is fed to a control device 24 via the signal line 22.
  • the control device 24 it is possible, for example, in the case of a plurality of temperature sensors, to supply the control device 24 with a multiplicity of temperature signals and to determine the actual temperature value, which serves as a reference variable in the present control circuit, by averaging over a multiplicity of temperature signals.
  • a maximum temperature value for the motor is the target value for the
  • Torque sensor or the control unit of the engine can thus be operated at a certain constant speed and the control only intervenes when the engine temperature exceeds the predetermined maximum temperature value.
  • the amount of coolant that is conveyed by the engine is always measured by means of the speed-controlled pump so that the engine is run at the maximum permissible coolant temperature, i. H.
  • the speed of the coolant pump is regulated by means of the control device 24 both in the event of deviations from higher and lower temperatures than the predetermined target temperature. In this way it is ensured that in the cooling circuit only the exact amount circulated to
  • the coolant pump 7 is speed-controlled, which means that its delivery rate depends directly on the speed at which it rotates.
  • Control device which works with the method according to the invention, ensures that the delivery rate in both bypass operation, ie. H. if the coolant liquid is bypassed by the changeover valve 11 in the bypass 26 past the retarder 13, as is also sufficient in the case of the activation of the retarder 13, in order to provide sufficient engine cooling capacity.
  • a considerable saving potential can be used, since when the retarder is switched off, the delivery rate of the water pump 7 turns out to be significantly lower, as a result of which fuel savings can be achieved.
  • FIG. 2 shows a further embodiment of the invention, a further pump 30 being provided in the cooling circuit in addition to the speed-controlled pump 7.
  • the pump 30 is arranged upstream of the switching valve 11 for the bypass 26.
  • the same reference numerals are again chosen in Fig. 2.
  • the advantage of the design according to FIG. 2 can be seen in the fact that the speed-controlled pump 7, which is regulated by the control device 24 as a function of the motor temperature recorded by the sensor 20, can be designed to be very small in terms of its delivery rate, since a further one is present in the cooling circuit Pump 30 is provided, which in the present exemplary embodiment is operated as a function of the travel speed and ensures a basic delivery rate in the cooling circuit.
  • the pump 30 is dimensioned such that when the retarder is not operated, that is to say in the state in which the coolant has passed the bypass line 26 past the retarder is sufficient to provide the pump power required for engine cooling.
  • the control will respond and the control device will put the speed-controlled pump 7 into operation, which will then be operated at precisely such a speed that an additional delivery quantity is made available in order to prevent an inadmissible heating of the motor.
  • the control device in turn works as described in FIG. 1, ie in the event of deviations from a predetermined engine temperature setpoint, the speed of the pump 7 is adjusted accordingly until this predetermined setpoint engine temperature is reached.
  • the control allows the coolant circuit to always run just so that the engine is close to the maximum permissible temperature. As already shown above, this results in considerable fuel savings.
  • the same reference numbers as in FIGS. 1 and 2 are again used for the same units.
  • the further pump 30 is arranged behind the changeover valve 11 immediately before the retarder 13.
  • the basic load for the coolant delivery is now taken over by the speed-controlled pump 7. It is in turn controlled as a function of the engine temperature by means of the control device 24 in such a way that the speed-controlled pump is controlled as a function of the specified setpoint and the deviation of the actual value.
  • the speed-controlled pump can be designed to be very low in terms of its delivery rate, since it only has to remove the heat generated in the coolant circuit without the retarder being switched on. If the retarder is now switched on, the further pump 30 is also switched on and the higher pump required for cooling Delivery volume made available by this.
  • the additional coolant quantity which is used to reduce the heat load which arises from the activation of the retarder, is conveyed by the further coolant pump 30.
  • control device can additionally be connected to the changeover valve 11 via a signal line 32 in order to receive a status signal, which provides information as to whether the coolant is flowing through the
  • the drive of the speed-controlled pumps 7 can be operated by means of an electric motor, which in turn is connected to the electrical circuit of the vehicle.
  • the control of the electric motors that are suitable for this purpose are known to the person skilled in the art from the prior art, see for example "Dubbel, Taschenbuch für den Maschinenbau, 18th edition, 1995, pages V18-V51.
  • a plurality of coolant pumps can be provided, one or more of which are speed-controlled coolant pumps.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

L'invention concerne un procédé destiné au réglage de la température d'un moteur au moyen d'un circuit de refroidissement renfermant un agent réfrigérant et une pompe à réfrigérant. L'invention est caractérisée en ce que la température de l'agent réfrigérant est réglée au moyen d'au moins une pompe à réfrigérant à régulation de vitesse (7) en fonction de la température du moteur, de façon qu'une valeur maximale prédéterminée de la température du moteur ne soit pas dépassée.
EP97909371A 1996-10-09 1997-10-08 Procede de controle de regulation du circuit de refroidissement d'un vehicule au moyen d'une pompe hydraulique thermoregulee Expired - Lifetime EP0931208B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE1996141558 DE19641558A1 (de) 1996-10-09 1996-10-09 Verfahren und Steuerung zur Regelung des Kühlkreislaufes eines Fahrzeuges mittels einer thermisch geregelten Wasserpumpe
DE19641558 1996-10-09
PCT/EP1997/005545 WO1998015726A1 (fr) 1996-10-09 1997-10-08 Procede de controle de regulation du circuit de refroidissement d'un vehicule au moyen d'une pompe hydraulique thermoregulee

Publications (2)

Publication Number Publication Date
EP0931208A1 true EP0931208A1 (fr) 1999-07-28
EP0931208B1 EP0931208B1 (fr) 2003-03-12

Family

ID=7808239

Family Applications (1)

Application Number Title Priority Date Filing Date
EP97909371A Expired - Lifetime EP0931208B1 (fr) 1996-10-09 1997-10-08 Procede de controle de regulation du circuit de refroidissement d'un vehicule au moyen d'une pompe hydraulique thermoregulee

Country Status (3)

Country Link
EP (1) EP0931208B1 (fr)
DE (2) DE19641558A1 (fr)
WO (1) WO1998015726A1 (fr)

Families Citing this family (12)

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Publication number Priority date Publication date Assignee Title
DE19818030C2 (de) * 1998-04-22 2003-12-18 Schatz Thermo System Gmbh Verfahren und Vorrichtung zum Betreiben eines Kühlmittelkreises einer Brennkraftmaschine
DE19848544C1 (de) * 1998-10-22 2000-06-21 Voith Turbo Kg Verfahren und Vorrichtung zur Erhöhung der Bremsmomentenausnutzung eines hydrodynamischen Retarders in einem Kraftfahrzeug
DE19951735A1 (de) 1999-10-27 2001-05-17 Zahnradfabrik Friedrichshafen Retardersystem
DE10023519A1 (de) 2000-05-13 2002-01-03 Zahnradfabrik Friedrichshafen Kühlsystem für Fahrzeuge
DE102004018227A1 (de) * 2004-04-15 2005-11-17 Zf Friedrichshafen Ag Kühlsystem
DE102005013075A1 (de) * 2005-03-18 2006-09-21 Voith Turbo Gmbh & Co. Kg Kühlkreislauf mit einer hydrodynamischen Bremse
US8131431B2 (en) 2007-01-23 2012-03-06 Volvo Lastvagnar Ab Method for controlling cooling of an auxiliary brake
DE102011116933A1 (de) 2011-10-26 2013-05-02 Man Truck & Bus Ag Kühlkreislauf für eine flüssigkeitsgekühlteBrennkraftmaschine
SE538626C2 (sv) * 2013-10-24 2016-10-04 Scania Cv Ab Kylsystem i ett fordon
CN105799493A (zh) * 2014-12-29 2016-07-27 上海大郡动力控制技术有限公司 纯电动汽车水泵的控制方法
CN110805487B (zh) * 2019-01-24 2020-10-27 长城汽车股份有限公司 一种发动机电子水泵的控制方法和系统
SE543280C2 (en) 2019-03-08 2020-11-10 Scania Cv Ab A method for controlling a vehicle in association with a descent, a powertrain, a vehicle, a computer program and a computer-readable medium

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NL6913276A (fr) * 1968-09-17 1970-03-19
FR2384106A1 (fr) * 1977-03-16 1978-10-13 Sev Marchal Dispositif de refroidissement pour moteur a combustion interne
DE3024209A1 (de) * 1979-07-02 1981-01-22 Guenter Dr Rinnerthaler Fluessigkeitskuehlung fuer verbrennungsmotoren
US4434749A (en) * 1981-03-25 1984-03-06 Toyo Kogyo Co., Ltd. Cooling system for liquid-cooled internal combustion engines
JPH0623539B2 (ja) * 1985-05-20 1994-03-30 本田技研工業株式会社 車両用エンジン冷却装置
DE3738412A1 (de) * 1987-11-12 1989-05-24 Bosch Gmbh Robert Vorrichtung und verfahren zur motorkuehlung
DE3810174C2 (de) * 1988-03-25 1996-09-19 Hella Kg Hueck & Co Einrichtung zur Regelung der Kühlmitteltemperatur einer Brennkraftmaschine, insbesondere in Kraftfahrzeugen
JPH0417715A (ja) * 1990-05-07 1992-01-22 Nippondenso Co Ltd 内燃機関の冷却装置
DE4102929A1 (de) * 1991-01-31 1992-08-06 Man Nutzfahrzeuge Ag Kraftfahrzeug mit einer einrichtung zur bremsenergierueckgewinnung
SE501444C2 (sv) * 1993-07-01 1995-02-20 Saab Scania Ab Kylsystem för ett med retarder utrustat fordon
DE9419818U1 (de) * 1994-02-09 1995-03-16 Luebeck Tino Regelbare elektrische Wasserpumpe zur Kühlung von Verbrennungskraftmaschinen
DE4445024A1 (de) * 1994-12-16 1995-06-08 Voith Turbo Kg Antriebseinheit
DE4446288A1 (de) * 1994-12-23 1995-06-29 Voith Turbo Kg Antriebseinheit mit einer Brennkraftmaschine und einem hydrodynamischen Retarder
DE4447166A1 (de) * 1994-12-30 1995-06-08 Voith Turbo Kg Bremsanlage mit einem hydrodynamischen Retarder, insbesondere für ein Kraftfahrzeug

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Title
See references of WO9815726A1 *

Also Published As

Publication number Publication date
DE19641558A1 (de) 1998-04-16
DE59709520D1 (de) 2003-04-17
WO1998015726A1 (fr) 1998-04-16
EP0931208B1 (fr) 2003-03-12

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