EP1272747A1 - Circuit de refroidissement - Google Patents

Circuit de refroidissement

Info

Publication number
EP1272747A1
EP1272747A1 EP01913686A EP01913686A EP1272747A1 EP 1272747 A1 EP1272747 A1 EP 1272747A1 EP 01913686 A EP01913686 A EP 01913686A EP 01913686 A EP01913686 A EP 01913686A EP 1272747 A1 EP1272747 A1 EP 1272747A1
Authority
EP
European Patent Office
Prior art keywords
temperature
cooling circuit
control
throttle body
bypass line
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
EP01913686A
Other languages
German (de)
English (en)
Other versions
EP1272747B1 (fr
Inventor
Martin Williges
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1272747A1 publication Critical patent/EP1272747A1/fr
Application granted granted Critical
Publication of EP1272747B1 publication Critical patent/EP1272747B1/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
    • 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
    • F01P2023/00—Signal processing; Details thereof
    • 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
    • F01P2025/08—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
    • F01P2031/00—Fail safe
    • F01P2031/34—Limping home

Definitions

  • the invention is based on a cooling circuit according to the preamble of claim 1.
  • a cooling circuit usually includes a heat source to be cooled, e.g. an internal combustion engine of a vehicle, which is cooled by means of a coolant by free convection or specifically by a coolant pump.
  • a heat source to be cooled e.g. an internal combustion engine of a vehicle
  • the temperature difference across the heat source is only dependent on the size of the volume flow of the coolant, while the absolute temperature of the coolant is determined by the heat input from the heat source, the heat dissipation via a cooler and the heat capacities of the materials.
  • the heat absorbed at the heat source can be dissipated at another point via the cooler or remains in the coolant if the cooler is short-circuited via a bypass line.
  • a continuously variable distribution of the coolant flow between a cooler inlet and the bypass line makes it possible to regulate the temperature level of the coolant. In today's motor vehicles, this regulation is carried out by a so-called thermostatic valve.
  • a sleeve filled with wax serves as an actuator.
  • the wax begins to melt at a certain temperature, its volume increases.
  • the expansion with an increase in temperature and the shrinkage when cooling is used to adjust a throttle body, for example a flap, in the valve, so that the radiator inlet opens and the temperature level is kept reasonably constant. It is therefore a closed control loop.
  • a cooling circuit in which a coolant circulates is characterized by long time constants and dead times. If the temperatures of such a cooling circuit are controlled by simple controllers, e.g. with thermostatic valves, regulated, the regulation is relatively sluggish and not particularly precise.
  • the thermostatic valve When the thermostatic valve is arranged on the outlet side of the internal combustion engine, when the cooler is opened, the coolant coolant first flows through the hot internal combustion engine until it reaches the thermostatic valve at the output of the internal combustion engine and this closes the cooler again somewhat. The temperature fluctuates a few times around a setpoint until a steady state results. Even if the heat output of the heat source increases spontaneously, the temperature of the coolant rises several degrees before the thermostatic valve has adapted to the new conditions.
  • a device and a method for a very sensitive control of the temperature of an internal combustion engine is known.
  • a tax direction of several input signals such as the temperature of the internal combustion engine, the speed and load of the internal combustion engine, the vehicle speed, the operating state of an air conditioning system or the heating of the vehicle and the temperature of the cooling water.
  • a setpoint generator of the control device determines a temperature setpoint for the internal combustion engine, taking into account the input signals.
  • the control device acts on a three-way valve which is located in the mouth of a bypass line in one
  • Pipeline is arranged between the internal combustion engine and a cooler. Depending on the position of the three-way valve, the inlet flow is divided between the cooler inlet and the bypass line. Cooling of the internal combustion engine is thus detected not only as a function of operating parameters which are directly important for the temperature development, but also as a function of parameters of additional units which only indirectly influence the temperature. Furthermore, the options for setting the optimum temperature are expanded considerably, because faults can also be detected and taken into account. By assigning different operating conditions to different ranges of temperature setpoints, the desired temperature can be set quickly, which can be further refined by different priorities of the operating conditions.
  • control unit determines a
  • Characteristic curve of the control valve is a setpoint for the position of the throttle body, which sets a ratio of the cooler flow to the total coolant flow at the control valve. This is equal to the ratio between the difference between a temperature at the outlet of the bypass line minus a target temperature at the inlet of the heat source and the difference between the temperature at the outlet of the bypass line minus a temperature at the outlet of the cooler, the ratio of the cooler volume flow to the total coolant flow being the same for a negative value Set to zero and limited to one if the value is greater than one.
  • the temperatures required for determining the setpoint are recorded by temperature sensors.
  • Existing temperature sensors can be used here if they are not arranged too far from the points that are relevant for determining the setpoint.
  • the temperature behind the heat source and / or the branch of the bypass line can be used for control if the bypass line is not too long and the distance of the branch from the outlet of the temperature source is not too great.
  • the cooling circuit according to the invention makes it possible to control the temperature of the coolant flowing into the heat source precisely and quickly to a constant or variable externally predetermined temperature.
  • the two coolant paths via the cooler and the bypass line are considered as sources of cold and warm coolant.
  • a temperature sensor is attached to the outlet of the cooler, in addition to the previously customary temperature sensor at the outlet of the heat source, for example an internal combustion engine, for which the cooling circuit according to the invention is particularly suitable. If a third temperature sensor is optionally inserted at the input of the heat source, the temperature control can be further improved by the control according to the invention being superimposed on a control as a function of the temperature at the input of the heat source.
  • the control valve can control the temperature at the input of the heat source relatively well with the aid of the control according to the invention
  • the manipulated variable of the controller which can be integrated in one of the existing control units, can be part of the travel path of the throttle body of the control valve be limited.
  • a simple but well-functioning controller is expediently used for the control, for example a gain scheduling P controller.
  • the gain of the controller should be made dependent on the coolant volume flow, since the sensitivity of the cooling circuit increases with increasing volume flow.
  • the controller for the superimposed control depending on the temperature at the entry of the coolant into the heat source can simultaneously take over the monitoring of the correct function of the control valve. However, monitoring is also possible to a limited extent with the temperature sensor at the outlet of the coolant from the heat source.
  • the heat sinks and / or heat sources can simply be installed parallel to the existing ones without the control goods changing significantly.
  • a control valve is designed as a three-way valve, so-called plug valve, the throttle body of which is designed as a valve plug, at least has a penetrating distribution channel and is adjustable by a drive about the axis of rotation.
  • the control valve according to the invention operates silently. Furthermore, it has an almost linear characteristic curve of the volume flow and the volume flow ratio via the setting angle of the throttle body, so that the position can be controlled for an optimal coolant volume flow and the coolant temperature; even worse valves can be used via a map.
  • the increase in speed is primarily a result of knowing the outlet temperature of the cow, so that you can make an anticipatory decision instead of reacting to events that have already occurred with a controller.
  • the temperature control which is generally slow due to long dead times, can be significantly accelerated.
  • a three-way valve is particularly suitable, the throttle body of which has a spherical surface and an internal distributor channel. This extends transversely to the axis of rotation and is open on a jacket surface essentially parallel to the axis of rotation, while the opposite jacket surface is closed.
  • the ball valve thus flowed to the side of the axis of rotation has a more ideal mixing characteristic curve than the ball valves flowing from below. This can be attributed to favorable deflection effects due to the inclined position of the impact surface on the throttle body in the areas between 60 ° and 120 ° ball rotation.
  • the three-way valve is suitable for cooling circuits with electrically operated pumps. These can be dimensioned smaller the, so that their power consumption is reduced and the overall efficiency improves.
  • the valve body of the three-way valve has a temperature sensor which projects into a distribution channel of the throttle body. It detects a temperature of the coolant that is also representative of the temperature at the outlet of the bypass line and at the outlet of the heat source, provided that the bypass line is not too long and the distance from the branching of the bypass line to the heat source is not too large.
  • a first control unit expediently generates the setpoint for the position of the throttle body, which is processed by a second electronic control unit integrated in the control valve with a determined actual value of the position of the throttle body into a manipulated variable for the position of the throttle body according to the characteristic curve.
  • the control valve is located with the second control unit in a higher-level control circuit, for example a cooling circuit, of an internal combustion engine.
  • the second control unit forms a subordinate control circuit laur with the control valve.
  • the control valve thus has its own control intelligence and can also take over the important functions without a higher-level first control unit in the event of a failure.
  • the first or second control unit has a failure detection, which automatically switches to emergency operation in the event of a failure. Normally, only limited data exchange with the first control unit is necessary, so that signal lines can be saved.
  • the connection between the second control unit and the superordinate first control unit is predominant used to specify the setpoint for the position of the throttle body to the microcontroller of the second control unit.
  • Fig. 1 shows a schematically illustrated cooling circuit of an internal combustion engine
  • Fig. 2 shows a variant of Fig. 1 and
  • Fig. 3 is a partial perspective section through a control valve.
  • an internal combustion engine 12 represents a heat source, while a cooler 14 forms a heat sink.
  • the internal combustion engine 12 is connected via a coolant line 16 to a cooler inlet 18 of the cooler 14.
  • An electrically driven coolant pump 28 conveys the coolant back to the internal combustion engine 12 from a cooler return 20.
  • the cooling circuit thus formed run is designated by 10.
  • An arrow 78 indicates the direction of coolant flow.
  • An air fan 38 applies cooling air to the cooler 14, which thus releases the heat from the coolant to the environment.
  • the cooler 14 can be short-circuited via a bypass line 22.
  • the bypass line 22 branches off from the coolant line 16 at a branch 24 and is connected at its outlet 36 to the radiator return 20.
  • a control valve 26 is provided, which divides the total coolant flow in the coolant line 16 between the cooler inlet 18 and the bypass line 22 in a manner according to the invention.
  • a temperature sensor 32 is arranged at the output of the internal combustion engine 12 and a temperature sensor 34 at the output of the cooler 14.
  • a further temperature sensor 30 is optionally provided at the input of the internal combustion engine 12.
  • the temperature sensor 32 detects a coolant temperature which corresponds to the first approximation of the coolant temperature at the outlet 36 of the bypass line 22, provided the bypass line 22 is short and the distance of the branch 24 from the temperature sensor 32 is not too great. If these requirements are not met, it is advisable to provide a further temperature sensor at the output 36 of the bypass line 22.
  • TKA is the temperature at the outlet of the cooler 14.
  • the desired value 50 for the position of the control valve 26 is determined from the ratio X so ⁇ using a characteristic curve or a map for the control valve 26.
  • Known electronic control units which are not shown in FIG. 1, are used to determine the target value 50. 2 has a first control unit 40 and a second control unit 42. This
  • Control units 40, 42 are connected to one another and to sensors 30, 32, 34 via signal lines 80.
  • the second control unit 42 is integrated in the control valve 26 together with a drive 44, a position measuring device 46 and an actuator 48, so that it can autonomously determine the position of the throttle body 58 in the manner according to the invention.
  • the first control device 40 enables a higher-level control and regulation by using the setpoint generator 56 for the second control device 42 as a function of numerous input signals 54, which also include the temperature signals of the temperature sensors 30, 32, 34 second control device 42 specifies. In this way, the control of the second control unit 42 can be superimposed with a regulation as a function of further relevant parameters, e.g. depending on the
  • control units 40, 42 are expediently for several different characteristic curves of the control valve 26 are programmable.
  • the control valve 26 is designed as a three-way valve and essentially consists of a valve body 60 and a throttle body 58, which expediently has a spherical surface.
  • a valve body 60 and a throttle body 58, which expediently has a spherical surface.
  • other surface shapes are also conceivable, such as cylindrical or conical.
  • the throttle body 58 is expediently an injection molded part made of a thermoplastic.
  • a drive shaft 62 is preferably injection molded in one operation and an inner distribution channel 72 and a bore for receiving the temperature sensor 32 are formed by insert parts which are inserted into the tool before the injection molding.
  • the temperature sensor 32 which is arranged diametrically to the drive shaft 62 and projects into the distribution channel 72, is easily integrated into the control valve 26 and detects the coolant temperature directly in this area, i.e. in the vicinity of the output of the internal combustion engine 12 when the control valve 26 is flanged to the coolant outlet opening on the internal combustion engine 12 by means of screws.
  • the distributor channel 72 extends transversely to an axis of rotation 64 of the throttle body 58 and is open on a lateral surface 82 substantially parallel to the axis of rotation 64, while it is closed on the opposite lateral surface 84.
  • the valve body 60 forms the outer part of the control valve 26 and has a connection on the open side of the outer surface 82 for the coolant line 16 coming from the internal combustion engine 12, and a connection 68 for the cooler inlet 18 and a connection 66 for the bypass line 22.
  • the connections 66, 68 and the connection to the bypass line 22 lie in a plane perpendicular to the axis of rotation 64.
  • valve body 60 has separate sealing rings 74 toward the throttle body 58, which preferably consist of tetrafluoroethylene and at the same time for storage for the throttle body 58 serve.
  • a sealing ring 74 is in the
  • connection 68 Area of the connection 68 held by a sleeve 76 which abuts an end face on the sealing ring 74.
  • the sleeve 76 is pressed against the sealing ring 74 by a helical spring 70. In this way, the wear on the sealing rings 74 is compensated for and an adequate seal is ensured over the entire product life.

Landscapes

  • 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)
  • Temperature-Responsive Valves (AREA)

Abstract

L'invention concerne un circuit de refroidissement (10) comportant au moins une source de chaleur (12), un radiateur (14) et une dérivation (22), reliant une arrivée (18) à un retour (20) de radiateur et présentant une jonction (24) sur laquelle une soupape de distribution (26) est agencée. Le corps d'étranglement (58) de ladite soupape de distribution peut être entraînée électriquement en fonction de paramètres d'exploitation et de paramètres ambiants par au moins une unité de commande (40, 42) et répartit le flux de liquide de refroidissement entre l'arrivée (18) de radiateur et la dérivation (22). Selon ladite invention, l'unité de commande (40, 42) détermine, d'après une courbe caractéristique de la soupape de distribution (26), une valeur théorique (50) de position du corps d'étranglement (58), qui fixe un rapport entre le débit volumétrique du radiateur et le flux total de liquide de refroidissement, au niveau de la soupape de distribution (26), qui est identique au rapport entre la différence d'une température à la sortie (36) de la dérivation (22) moins une température théorique à l'entrée de la source de chaleur (12) et la différence de la température à la sortie (36) de la dérivation (22) moins une température à la sortie du radiateur (14), le rapport entre le débit volumétrique du radiateur et le flux total de liquide de refroidissement étant identique à zéro pour une valeur négative et limité à un pour une valeur supérieure.
EP01913686A 2000-04-01 2001-02-21 Circuit de refroidissement Expired - Lifetime EP1272747B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10016405A DE10016405A1 (de) 2000-04-01 2000-04-01 Kühlkreislauf
DE10016405 2000-04-01
PCT/DE2001/000637 WO2001075281A1 (fr) 2000-04-01 2001-02-21 Circuit de refroidissement

Publications (2)

Publication Number Publication Date
EP1272747A1 true EP1272747A1 (fr) 2003-01-08
EP1272747B1 EP1272747B1 (fr) 2006-06-21

Family

ID=7637357

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01913686A Expired - Lifetime EP1272747B1 (fr) 2000-04-01 2001-02-21 Circuit de refroidissement

Country Status (7)

Country Link
US (1) US6796375B2 (fr)
EP (1) EP1272747B1 (fr)
JP (1) JP2003529709A (fr)
KR (1) KR20020079361A (fr)
AU (1) AU772216B2 (fr)
DE (2) DE10016405A1 (fr)
WO (1) WO2001075281A1 (fr)

Cited By (2)

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Publication number Priority date Publication date Assignee Title
WO2024074557A1 (fr) 2022-10-07 2024-04-11 Groschopp Ag Drives & More Procédé de fabrication d'un moteur électrique et moteur électrique
DE102023003249A1 (de) 2022-10-07 2024-04-18 Groschopp Aktiengesellschaft Drives & More Verfahren zur Herstellung eines Elektromotors und Elektromotor

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DE19960931A1 (de) * 1999-12-17 2001-06-28 Bosch Gmbh Robert Dreiwegeventil
EP1393004B1 (fr) * 2001-05-03 2008-08-27 Matts Lindgren Procede et systeme permettant de reguler la temperature du flux sortant d'un echangeur de chaleur et de mesurer la chaleur produite
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DE10261793A1 (de) * 2002-12-23 2004-07-15 Robert Bosch Gmbh Regelungseinrichtung und Verfahren zur Regelung und/oder Kalibrierung eines Mischventils
US7886988B2 (en) * 2004-10-27 2011-02-15 Ford Global Technologies, Llc Switchable radiator bypass valve set point to improve energy efficiency
DE102005046117B4 (de) * 2005-09-27 2015-06-25 Robert Bosch Gmbh Mehrwegeventil für einen Kühlmittelkreislauf einer Verbrennungskraftmaschine
JP4434220B2 (ja) * 2007-03-06 2010-03-17 トヨタ自動車株式会社 電気機器の冷却装置、その冷却方法および冷却方法をコンピュータに実現させるプログラムならびにそのプログラムを記録した記録媒体
DE102009032647A1 (de) * 2009-07-08 2011-01-13 Illinois Tool Works Inc., Glenview Kühlsystem für eine Verbrennungskraftmaschine
US8689742B2 (en) * 2009-11-24 2014-04-08 Hyundai Motor Company Integrated coolant flow control and heat exchanger device
US8459389B2 (en) * 2010-12-30 2013-06-11 Hyundai Motor Company Integrated pump, coolant flow control and heat exchange device
US20120168138A1 (en) * 2010-12-30 2012-07-05 Hyundai Motor Company Integrated pump, coolant flow control and heat exchange device
US9890681B2 (en) * 2013-07-25 2018-02-13 Yutaka Giken Co., Ltd. Heat exchange device with thermoactuator
JP2015094264A (ja) * 2013-11-11 2015-05-18 トヨタ自動車株式会社 エンジン冷却制御装置
JP2017067016A (ja) * 2015-09-30 2017-04-06 アイシン精機株式会社 冷却制御装置
KR101834167B1 (ko) 2016-04-21 2018-04-13 현대자동차주식회사 연료전지 시스템, 및 그 제어방법
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CN113623062B (zh) * 2020-05-06 2022-07-29 长城汽车股份有限公司 发动机热管理模块自清洗控制方法和装置
DE102022213727A1 (de) * 2022-12-15 2024-06-20 Robert Bosch Gesellschaft mit beschränkter Haftung Vorintegriertes Thermomanagement-Modul, Fahrzeug und Verfahren

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2024074557A1 (fr) 2022-10-07 2024-04-11 Groschopp Ag Drives & More Procédé de fabrication d'un moteur électrique et moteur électrique
DE102023003249A1 (de) 2022-10-07 2024-04-18 Groschopp Aktiengesellschaft Drives & More Verfahren zur Herstellung eines Elektromotors und Elektromotor

Also Published As

Publication number Publication date
US20020189557A1 (en) 2002-12-19
DE50110260D1 (de) 2006-08-03
JP2003529709A (ja) 2003-10-07
AU3918601A (en) 2001-10-15
WO2001075281A1 (fr) 2001-10-11
US6796375B2 (en) 2004-09-28
KR20020079361A (ko) 2002-10-19
EP1272747B1 (fr) 2006-06-21
DE10016405A1 (de) 2001-10-11
AU772216B2 (en) 2004-04-22

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