EP0969189B1 - Totaler Kühlungszusammenbau für Kraftfahrzeuge, die mit Brennkraftmaschinen angetrieben werden - Google Patents

Totaler Kühlungszusammenbau für Kraftfahrzeuge, die mit Brennkraftmaschinen angetrieben werden Download PDF

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Publication number
EP0969189B1
EP0969189B1 EP98112126A EP98112126A EP0969189B1 EP 0969189 B1 EP0969189 B1 EP 0969189B1 EP 98112126 A EP98112126 A EP 98112126A EP 98112126 A EP98112126 A EP 98112126A EP 0969189 B1 EP0969189 B1 EP 0969189B1
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EP
European Patent Office
Prior art keywords
pump
motor
engine
heat exchanger
inlet
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
EP98112126A
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English (en)
French (fr)
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EP0969189A1 (de
Inventor
Ron Bokkers
Bjorn Rossing
Alexander Joseph
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.)
Continental Tire Canada Inc
Original Assignee
Siemens VDO Automotive Inc
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 Siemens VDO Automotive Inc filed Critical Siemens VDO Automotive Inc
Priority to EP98112126A priority Critical patent/EP0969189B1/de
Priority to DE69823015T priority patent/DE69823015T2/de
Publication of EP0969189A1 publication Critical patent/EP0969189A1/de
Application granted granted Critical
Publication of EP0969189B1 publication Critical patent/EP0969189B1/de
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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
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/10—Guiding or ducting cooling-air, to, or from, liquid-to-air heat exchangers
    • 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
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • F01P5/12—Pump-driving arrangements
    • F01P2005/125—Driving auxiliary pumps electrically
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P2007/143—Controlling of coolant flow the coolant being liquid using restrictions
    • 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
    • F01P2031/00—Fail safe
    • F01P2031/32—Deblocking of damaged thermostat
    • 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
    • F01P2031/34—Limping home
    • 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
    • F01P2031/36—Failure of coolant pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/08—Cabin heater
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/14—Condenser
    • 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

Definitions

  • This invention relates to a cooling assembly and more particularly to a total cooling system that includes various pump and valve configurations to provide efficient fluid circulation and heat rejection in an engine compartment of an internal combustion engine of a vehicle.
  • An internal combustion engine requires heat rejection generally either by air or liquid.
  • liquid cooled engines are most common.
  • Liquid engine cooling is accomplished by an engine-driven coolant pump (commonly referred to as a water pump) mounted on the engine block and operated directly by the engine.
  • the pump forces coolant through passages in the engine, where the coolant absorbs engine heat, then the coolant passes through a radiator where heat is rejected, and finally coolant is returned to the pump inlet to complete the fluid circuit.
  • a fan driven either directly from the engine or by an electric motor, is used in many cases to draw ambient air across the radiator so that heat is rejected at the radiator by transferring heat from the coolant to the ambient air, thus cooling the engine.
  • a conventional thermostat controls the flow of pumped coolant through the radiator in relation to coolant temperature.
  • the thermostat controls flow through the radiator until the coolant reaches a sufficiently hot temperature to cause the thermostat to allow flow through the radiator such that the radiator may effectively limit engine temperature.
  • the thermostat performs a form of coolant temperature regulation that establishes a desired operating temperature for the engine once the engine has fully warmed up while inherently allowing the coolant to heat more rapidly when the engine is started from a cooler condition.
  • cooling system is effective in operation, to improve fuel economy, it is preferable to operate the cooling fan and water pump motor based on cooling requirements, rather than on the rpm of the engine.
  • JP 58,162,716 and JP 7,180,554 describes a cooling device for an engine having a by-pass circuit and includes a thermostat operated 3-way valve.
  • US-A-5,660,145 describes a cooling assembly for an engine.
  • the invention comprises a total cooling assembly adapted for installation in an engine compartment of an automotive vehicle and defining an air flow path, the vehicle having an internal combustion engine, the assembly comprising: a heat exchanger module constructed and arranged to transfer heat from fluid coolant to air entering the air flow path and comprising front and rear faces such that air can pass in heat exchange relation across said heat exchanger module to absorb heat from fluid coolant flowing through said heat exchanger module, said heat exchanger module including an inlet and an outlet; a cooling fan module carrying said heat exchanger module and comprising fan and an electric fan motor for drawing air across said heat exchanger module from said front face to said rear face of said heat exchanger module; pump structure carried by said cooling fan module to circulate fluid coolant, said pump structure having at least one pump and an electric motor driving said pump; a cooling circuit in which fluid coolant is circulated by the action of said pump structure, said cooling circuit permitting the fluid coolant to move from said pump structure to the engine, an outlet of said engine being constructed and arranged to communicate fluid coolant with the inlet to said heat exchanger module,
  • a total engine cooling assembly for an internal combustion engine is shown, provided in accordance with the principles of the present invention.
  • the internal combustion engine is schematically illustrated and designated by the letter E.
  • the cooling assembly 10 comprises a cooling fan module, generally indicated at 12, an electric coolant pump structure, generally indicated at 14, an electronic systems control module 16, and a heat exchanger module, generally indicated at 18.
  • the pump structure 14 and the electronic systems control module 16 are carried by the cooling fan module 12.
  • the heat exchanger module 18 is joined with the cooling fan module 12 by suitable joining means, such as fasteners, to form the total cooling assembly 10.
  • the heat exchanger module 18 comprises a radiator 20 and, when air conditioning is provided, an air conditioning condenser 22 is disposed adjacent to the radiator 20.
  • Radiator 20 is conventional, comprising right and left side inlet header tanks 24R and 24L, and a core 25 disposed between the two header tanks 24R, 24L.
  • the right side header tank 24R is an inlet tank and includes an inlet tube 26 at an upper end thereof.
  • the inlet tube 26 is fluidly coupled with a T-type connector 28 of the pump structure 14, the function of which will become apparent below.
  • the left side header tank 24L is an outlet tank and includes an outlet tube 30 near lower end thereof which is fluidly connected to an inlet (not shown) of the pump structure 14.
  • the pump structure 14 comprises first and second pump-motors P1 and P2, respectively, each having a pump being driven by an associated electric motor.
  • Pump-motor P2 has an inlet 29 (FIG. 2) fluidly connected to the outlet tube 30 of the heat exchanger module 18.
  • the pump-motor P2 is fluidly connected to pump-motor P1 and pump-motor P1 includes an outlet 40 fluidly coupled with the internal combustion engine E at inlet 62, and fluidly connected to a heater core 44.
  • bypass structure generally indicated at 43, is provided which includes a hose 45 coupled to a return inlet 47 of the pump-motor P1, and the T-type connector 28.
  • Valve structure 74 is provided in the bypass structure for controlling flow therethrough.
  • inlet 26 of the radiator 20 is fluidly connected to one end of the T-type connector 28.
  • the other end of the T-type connector 28 is fluidly coupled to the engine E, the function of which will be explained below.
  • the cooling fan module 12 comprises a panel structure 32 having a size corresponding generally to the size of the heat exchanger module 18.
  • the pump structure 14 and the electronic systems control module 16 are coupled to the panel structure 32.
  • an axial flow fan structure is provided and comprises a fan 46 and an electric motor 48 coupled to the fan 46 to operate the fan 46.
  • Fan 46 is disposed concentrically with a surrounding circular-walled through opening 50 in the panel structure 32.
  • An expansion tank 52 is mounted on the cooling fan module 12 to receive, from connector 33 of the right header tank and via tube 35, coolant during certain operating conditions.
  • Radiator 20 and condenser 22 each define a heat exchanger serving to reject heat to ambient air.
  • Engine coolant in the case of the engine cooling system, and refrigerant, in the case of the air conditioning system, flow through passageways and their respective heat exchangers while ambient air flows across the passageways from the front face to the rear face of the heat exchanger module 18, in a direction of arrows A in FIG. 1.
  • the air passes successively through the condenser 22 and the radiator 20.
  • Each heat exchanger typically is constructed with fins, corrugations, or other means to increase the effective heat transfer surface area of the passageways for increasing heat transfer efficiency.
  • the flow of ambient air across the heat exchanger module 18 forms an effluent stream, with such flow being caused either by the operation of the fan 46 by motor 48 to draw air across the heat exchanger module 18 or by a ram air effect when the vehicle is in forward motion, or a combination of both.
  • the electronic systems control module 16 receives electric power from the vehicle electrical system and also various signals from various sources.
  • Module 16 comprises electronic control circuitry that acts upon the signals to control the operation of electric motors of the pump-motors P1 and P2, fan motor 48 and to control the operation of the valve structure 74 and heater valve 68. Since control module 16 operates the fan 46 and pump structure 14 at speeds based on cooling requirements rather than engine r.p.m., engine power is used more efficiently and thus, fuel economy is improved.
  • Examples of other signal sources controlled by the control module 16 include temperature and/or pressure sensors located at predetermined locations in the respective cooling and air conditioning systems, and/or data from an engine management computer, and/or data from an electronic data bus of the vehicle's electrical system.
  • the control module 16 includes a controller or microprocessor which processes signals and/or data from the various sources to operate the pump-motors and fan such that the temperature of coolant, in the case of the engine cooling system, and the pressure of refrigerant, in the case of the air conditioning system, are regulated to the desired temperature and pressures, respectively.
  • FIG. 2 is a schematic illustration of the total cooling system 10 of FIG. 1.
  • the pump structure 14 comprises the two pump-motors, P1 and P2.
  • An outlet 40 of the pump of the pump-motor P1 fluidly communicates with an inlet 62 of the engine E.
  • an outlet 40 of the pump of pump-motor P1 communicates with an inlet 64 of the heater core 44.
  • An outlet 66 of heater core 44 is in communication with a heater valve 68 which communicates via connecting line 70 with fluid exiting the engine via flow path 72.
  • Connecting line 70 is in fluid communication with the bypass structure 43.
  • the T-type connector 28 permits coolant to flow through to the radiator inlet 26 and also to valve 74 disposed in the bypass structure 43 and return to the pump-motor P1.
  • Valve 74 is preferably a two-way variable flow control valve movable between open and closed positions at any point in between so as to open or close the bypass structure 43.
  • the outlet 30 of the radiator 20 is directed to the second pump-motor P2 and the second pump-motor P2 is in fluid communication with the pump of pump-motor P1.
  • the pump-motors P1 and P2 are conventional and are provided so that a single high power pump-motor generally of higher cost need not be provided. Further, flow of coolant can be controlled easier with two smaller pump-motors than with one large pump-motor.
  • the total cooling assembly may include a built-in "limp-home" fail safe feature.
  • the two pump-motor design if one pump-motor fails, the other pump-motor will ensure that fluid may pass around the failed pump-motor via a pump bypass circuit having a pressure relief valve.
  • the pressure relief valve will ensure that the coolant passes to the engine to protect the engine.
  • the controller of the control module 16 will have logic built-in to control this feature and to alert the driver of the vehicle to bring the vehicle to a service center.
  • valve associated with the bypass structure fails, a default , closed valve condition is established such that all coolant passes through the radiator circuit.
  • pump-motors P1 and P2 each has a two-speed brush motor.
  • Pump-motor P1 preferably operates at 300 W and 120W while pump-motor P2 preferably operates at 450 W and 150 W.
  • the pump-motors P1 and P2 each has a brushless motor, with pump-motor P1 operating at 300 W, while pump-motor P2 operates at 450 W.
  • pump-motor P1 has a two-speed brush motor operating at 300 W and 120 W while pump-motor P2 has a brushless motor operating at 450 W.
  • TABLE 1 shows flow rates through the radiator 20, heater core 44 and bypass structure 46 at operating conditions for option 1, wherein pump-motors P1 and P2 each have a two speed brush motor.
  • valve 74 in the bypass structure 43 is open and generally no flow is permitted through the radiator 20 since flow is restricted at pump-motor P2 which is not in operation.
  • both pump-motors P1 and P2 are in operation.
  • the current draw is shown in the table for each operating condition. It is noted that only 0.3 l/s is required through the radiator 20 at idle and at 70 Kph for heat balance, but the low speed of the pump motors forces 2.0 l/s.
  • TABLE 2 shows flow rates through the radiator 20, heater core 44 and bypass structure 46 at operating conditions for option 2, wherein pump-motors P1 and P2 each have a brushless motor.
  • valve 74 in the bypass structure 43 is open and generally no flow is permitted through the radiator 20 since flow is restricted at pump-motor P2 which is not in operation.
  • both pump-motors P1 and P2 are in operation.
  • the current draw is shown in the table for each operating condition. Opening Condition Q (K w ) Circuit Flow (l/s) Tot Eng Flow (l/s) Delta P(Kps) Flow (l/s) Inp Power (W) Current Draw (A) Rad.
  • TABLE 3 shows flow rates through the radiator 20, heater core 44 and bypass structure 46 at operating conditions for option 3, wherein pump-motor P1 has a two-speed brush motor and pump-motor P2 has a brushless motor.
  • valve 74 in the bypass structure 43 is open and generally no flow is permitted through the radiator 20 since flow is restricted at pump-motor P2 which is not in operation.
  • both pump-motors P1 and P2 are in operation.
  • Operating Condition Q Kw) Circuit Flow (l/s) Tot Eng Flow (l/s) Delta P(Kpa) Flow (l/s) Inp Power (W) Current Draw (A) Rad.
  • FIG. 3 is a schematic illustration of a total cooling system 10' not according to the invention.
  • pump outlet 40 fluidly communicates with an inlet to the engine E and outlet 78 of the engine E communicates via a line 80 with the inlet 26 of the radiator 20.
  • Outlet 78 also communicates with the bypass structure 43. Coolant flow through the bypass structure 43 is controlled by a three-way variable flow control valve 82.
  • An outlet 30 of the radiator 20 communicates with the three-way valve 82 which in turn communicates with the inlet of the pump-motor P1.
  • a heater core 44 communicates with an inlet 84 of the pump-motor P1 via line 86 and a heater valve 68 is disposed between the heater core and the engine E.
  • the pump-motor P1 preferably has a brushless motor which operates generally at 760 W.
  • FIG. 3 represents a 36 volt system.
  • TABLE 4 shows flow rates through the radiator 20, heater core 44 and bypass structure 46 at operating conditions for the embodiment of FIG. 3, wherein the pump-motor P1 has a brushless motor and a three-way valve 82 is employed in the fluid circuit. As shown, at warm-up, the three- way valve 82 permits flow from the bypass to the pump-motor P1, but prevents flow through the radiator 20. Note that the current draw is much less than the two pump-motor embodiments in TABLES 1-3 since only one motor is need. Operating Condition Q (Kw) Circuit Flow (l/s) Tot Eng Flow (l/s) Delta P(Kpa) Flow (l/s) Inp Power (W) Current Draw (A) Red.
  • FIG. 4 is a schematic illustration of a total cooling system 10' not according to the invention.
  • an outlet 40 of pump-motor P1 is in fluid communication with an inlet to engine E.
  • an outlet of the pump of the pump-motor P1 is in fluid communication with the inlet 26 of radiator 20.
  • a two-way variable flow control valve 88 is disposed between the pump-motor P1 and the radiator 20.
  • An outlet of the engine E is fluidly connected to the bypass structure 43 via line 90, which is also connected to the outlet 30 of the radiator 20.
  • the bypass structure 43 communicates with the pump-motor P1.
  • an outlet of the pump-motor P1 is in fluid communication with an inlet to the heater core 44.
  • a heater valve 68 is disposed downstream of the heater core 44 and the outlet of the heater core 44 communicates with the pump-motor P1.
  • Pump-motor P1 preferably has a brushless motor which operates at 640 W.
  • FIG. 4 represents a 36 volt system.
  • TABLE 5 shows flow rates through the radiator 20, heater core 44 and bypass structure 46 at operating conditions for the embodiment of FIG. 4, wherein the pump-motor P1 has a brushless motor and a two-way valve 88 is provided in the fluid circuit. Again, at warm-up, valve 88 is closed such that no flow is permitted though the radiator.
  • Operating Condition Q Kw
  • Circuit Flow l/s
  • Radiator Bypass Heater Warm Up 40 Kph 0.0 0.5 0.0 Idle 40 Kph 8.0 0.3 0.5 0.0 70 Kph 25.0 1.0 0.5 0.0 Trailer + grade 490 Kph 35.0 2.0 0.5 0.0 A.
  • Motors of the pump-motors P1 and P2, and the motor 48 to operate the fan 46 are typically DC motors compatible with the typical DC vehicle electrical system.
  • the electrical current flowing to each motor is controlled by respective switches, solid-state or electromechanical, which are operated by control module 16, and may be internal to that module.
  • Figure 1 shows electric wing 51 leading from control module 16 to the respective electric motors.
  • the total cooling system 10 is installed in vehicle by "dropping" it into the vehicle engine compartment and securing it in place. Various connections are then made such as connecting the fluid hoses and connecting the module 16 with the vehicle electrical system and with various signal sources mentioned above.
  • the total cooling system of the invention provides cooling based on cooling requirements and not based on engine rpm. Cooling is optimized based on the current draw of the coolant pump-motor selected.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
  • Air-Conditioning For Vehicles (AREA)

Claims (10)

  1. Gesamt-Kühlbaugruppe (10), die für den Einbau in den Motorraum eines Kraftfahrzeugs geeignet ist und einen Luftdurchflussweg definiert, wobei das Fahrzeug einen Verbrennungsmotor aufweist und wobei die Baugruppe umfasst:
    eine Wärmeaustauschereinheit (18), die so konstruiert und angeordnet ist, dass sie Wärme vom Kühlmittel auf die in den Luftdurchflussweg einströmende Luft überträgt, und die eine Vorderseite und eine Rückseite umfasst, so dass Luft durch die besagte Wärmeaustauschereinheit strömen und dabei mit ihr in eine Beziehung des Wärmeaustausches eintreten kann, um Wärme von dem durch die besagte Wärmeaustauschereinheit strömenden Kühlmittel zu absorbieren, wobei die besagte Wärmeaustauschereinheit einen Einlass und einen Auslass umfasst;
    eine Kühlgebläseeinheit (12), welche die besagte Wärmeaustauschereinheit trägt und ein Gebläse (46) und einen elektrischen Gebläsemotor (48) zum Ansaugen von Luft durch die besagte Wärmeaustauschereinheit von der besagten Vorderseite zu der besagten Rückseite der besagten Wärmeaustauschereinheit umfasst;
    eine Pumpenkonstruktion (14), die von der besagten Kühlgebläseeinheit getragen wird, um die Zirkulation des Kühlmittels zu bewirken, wobei die besagte Pumpenkonstruktion wenigstens eine Pumpe und einen die besagte Pumpe antreibenden Elektromotor aufweist;
    einen Kühlkreislauf, in welchem durch die Funktion der besagten Pumpenkonstruktion eine Zirkulation von Kühlmittel bewirkt wird, wobei der besagte Kühlkreislauf eine Bewegung des Kühlmittels von der besagten Pumpenkonstruktion zum Motor ermöglicht, wobei ein Auslass des besagten Motors so konstruiert und angeordnet ist, dass von ihm Kühlmittel zum Einlass der besagten Wärmeaustauschereinheit strömen kann, wobei der Auslass der besagten Wärmeaustauschereinheit auf eine den Durchfluss eines Fluids ermöglichende Weise mit einem Einlass der besagten Pumpenkonstruktion verbunden ist, damit das Kühlmittel zu der besagten Pumpenkonstruktion zurückströmen kann, wobei der besagte Kühlkreislauf eine Kurzschlusskonstruktion umfasst, die so konstruiert und angeordnet ist, dass sie auf eine den Durchfluss eines Fluids ermöglichende Weise einen Auslass des Motors mit einem Einlass der besagten Pumpenkonstruktion verbindet;
    eine Ventilkonstruktion (74) in dem besagten Kühlkreislauf, um den Durchfluss durch diesen hindurch auf eine solche Weise zu regeln, dass während eines Warmlauf-Betriebszustandes des Motors die besagte Ventilkonstruktion so gesteuert wird, dass sie ein Fließen des Kühlmittels vom Auslass des Motors durch die besagte Kurzschlusskonstruktion zum Einlass der Pumpenkonstruktion ermöglicht, während sie ein Fließen von Kühlmittel durch die besagte Wärmeaustauschereinheit im Wesentlichen verhindert; und
    ein Steuergerät (16) zum Steuern der Funktion des besagten wenigstens einen Elektromotors der besagten Pumpenkonstruktion, des besagten elektrischen Gebläsemotors und der besagten Ventilkonstruktion; dadurch gekennzeichnet, dass die besagte Ventilkonstruktion (74) ein Zweiwege-Durchflussregelventil (74) ist, das in der Kurzschlusskonstruktion zwischen einem Auslass des Motors und einem Einlass der besagten Pumpenkonstruktion angeordnet ist, so dass es den Durchfluss zwischen dem Auslass des Motors und dem besagten Einlass der besagten Pumpenkonstruktion regelt.
  2. Baugruppe nach Anspruch 1, welche ferner einen Heizungswärmetauscher (44) und ein mit dem besagten Heizungswärmetauscher in Zusammenhang stehendes Ventil (66) umfasst, wobei der besagte Heizungswärmetauscher so konstruiert und angeordnet ist, dass er das Kühlmittel aufnimmt und das Kühlmittel zu der besagten Pumpenkonstruktion zurückführt.
  3. Baugruppe nach Anspruch 1 oder 2, wobei die besagte Pumpenkonstruktion eine erste und eine zweite Pumpen-Motor-Einheit (P1, P2) umfasst, wobei die besagte erste Pumpen-Motor-Einheit in Strömungsrichtung gesehen vor dem besagten Zweipositionsventil und nach einem Einlass des Motors angeordnet ist und die besagte zweite Pumpen-Motor-Einheit in Strömungsrichtung gesehen vor einem Auslass der besagten Wärmeaustauschereinheit und nach der besagten ersten Pumpen-Motor-Einheit angeordnet ist.
  4. Baugruppe nach Anspruch 3, wobei jeweils ein Motor der besagten ersten und zweiten Pumpen-Motor-Einheit ein Bürstenmotor mit zwei Drehzahlstufen ist.
  5. Baugruppe nach Anspruch 3, wobei jeweils ein Motor der besagten ersten und zweiten Pumpen-Motor-Einheit ein bürstenloser Motor ist.
  6. Baugruppe nach Anspruch 3, wobei ein Motor der besagten ersten Pumpen-Motor-Einheit ein Bürstenmotor und ein Motor der besagten zweiten Pumpen-Motor-Einheit ein bürstenloser Motor ist.
  7. Baugruppe nach einem der vorhergehenden Ansprüche, wobei das besagte Steuergerät eine elektronische Steuereinheit (16) ist, die von der besagten Kühlgebläseeinheit getragen wird.
  8. Baugruppe nach einem der vorhergehenden Ansprüche, wobei die besagte Wärmeaustauschereinheit einen Kühler (20) und einen Kondensator (22) umfasst.
  9. Baugruppe nach einem der vorhergehenden Ansprüche, wobei die besagte Kühlgebläseeinheit eine Plattenkonstruktion umfasst, wobei die besagte Plattenkonstruktion eine durch sie hindurchgehende Öffnung aufweist, wobei das besagte Gebläse in der besagten Öffnung angebracht ist und die besagte Pumpenkonstruktion und das besagte Steuergerät auf der besagten Plattenkonstruktion montiert sind.
  10. Baugruppe nach einem der vorhergehenden Ansprüche, wobei das besagte Steuergerät so konstruiert und angeordnet ist, dass es, falls eine der besagten Pumpen-Motor-Einheiten ausfällt, den Betrieb der anderen Pumpen-Motor-Einheit so steuert, dass gewährleistet ist, dass dem Motor Kühlmittel zugeführt wird.
EP98112126A 1998-07-01 1998-07-01 Totaler Kühlungszusammenbau für Kraftfahrzeuge, die mit Brennkraftmaschinen angetrieben werden Expired - Lifetime EP0969189B1 (de)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP98112126A EP0969189B1 (de) 1998-07-01 1998-07-01 Totaler Kühlungszusammenbau für Kraftfahrzeuge, die mit Brennkraftmaschinen angetrieben werden
DE69823015T DE69823015T2 (de) 1998-07-01 1998-07-01 Totaler Kühlungszusammenbau für Kraftfahrzeuge, die mit Brennkraftmaschinen angetrieben werden

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP98112126A EP0969189B1 (de) 1998-07-01 1998-07-01 Totaler Kühlungszusammenbau für Kraftfahrzeuge, die mit Brennkraftmaschinen angetrieben werden

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EP0969189B1 true EP0969189B1 (de) 2004-04-07

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DE10113652A1 (de) * 2001-03-21 2002-10-02 Bosch Gmbh Robert Wärmetauscher
DE102004023746A1 (de) * 2004-05-11 2005-12-29 Behr Gmbh & Co. Kg Kühlmittelpumpenanordnung für ein Kraftfahrzeug
FR2965297B1 (fr) * 2010-09-28 2015-12-04 Valeo Systemes Thermiques Ensemble d'une buse pour vehicule automobile et d'une pompe
FR3002280A1 (fr) * 2013-02-20 2014-08-22 Cyclam Dispositif de refroidissement pour vehicule.
JP6111809B2 (ja) * 2013-04-15 2017-04-12 スズキ株式会社 電動ウォータポンプの取付構造
KR101925537B1 (ko) * 2013-12-18 2018-12-05 한온시스템 주식회사 프론트 엔드 모듈
US10661650B2 (en) * 2016-07-22 2020-05-26 Nimer Ibrahim Shiheiber Radiator system
CN109532467B (zh) * 2018-12-20 2024-01-12 天津巴泰克汽车装备有限公司 一种新能源电动汽车散热器
US11320215B2 (en) 2019-06-24 2022-05-03 Denso International America, Inc. Radiator including thermal stress countermeasure
DE102020201350A1 (de) * 2020-02-04 2021-08-05 Volkswagen Aktiengesellschaft Baugruppe für ein Kühlsystem eines Kraftfahrzeugs mit einem Wärmetauscher, einem Steuerventil und einer Stellvorrichtung
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EP3936709A1 (de) * 2020-07-07 2022-01-12 Ningbo Geely Automobile Research & Development Co. Ltd. Bauteilgehäuseeinheit und fahrzeugwärmemanagementsystem mit einer bauteilgehäuseeinheit
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DE69823015D1 (de) 2004-05-13
DE69823015T2 (de) 2005-03-31

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