Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
  • B60H1/00—Heating, cooling or ventilating [HVAC] devices
  • B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
  • B60H1/00—Heating, cooling or ventilating [HVAC] devices
  • B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
  • B60H1/04—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant from cooling liquid of the plant
  • B60H1/08—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant from cooling liquid of the plant from other radiator than main radiator
• • 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
  • F01P7/165—Controlling of coolant flow the coolant being liquid by thermostatic control characterised by systems with two or more loops
• • 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
  • F01P2070/00—Details
  • F01P2070/04—Details using electrical heating elements

Definitions

• the invention relates to a device for cooling the heat engine and heating the passenger compartment of a motor vehicle, comprising a first heat exchanger capable of contributing to a transfer of heat from a heat transfer fluid to the atmosphere, a second heat exchanger capable of contributing to a transfer of heat from the heat transfer fluid to the passenger compartment, a pump capable of circulating the fluid in the engine and in two branches in parallel containing respectively the first and second exchangers, and switching means allowing the fluid driven by the pump to circulate or not in each of said exchangers, the switching means comprising a first valve adapted to prohibit the circulation of the fluid in the first exchanger when its temperature is below a first threshold and to authorize it when said temperature is above the first threshold.
• a temperature of the heat transfer fluid below the first threshold means that the engine itself is at a temperature too low to have optimal operating characteristics. To allow the engine to pass as quickly as possible this initial heating phase, it is necessary to prevent the heat transfer fluid from circulating in the first heat exchanger to be cooled there. This is the role of the first valve.
• the object of the invention is to optimize the conditions for circulation of the fluid in the second exchanger.
• the invention relates in particular to a device of the kind defined in the introduction, and provides that the switching means further comprise a second valve capable of providing a passage section for the circulation of the fluid in the second exchanger which depends on the temperature of the fluid: maximum below a second threshold greater than the first threshold, gradually decreasing between the second threshold and a third threshold higher than this, and zero beyond the third threshold.
• the third threshold represents a limit which is reached only under exceptional engine load conditions, for example when the vehicle is towing a caravan on a prolonged climb, and it is desirable to exceed as little as possible to avoid deterioration of the engine or its performance. To do this, the circulation of the fluid in the second exchanger is stopped and the total flow rate of the pump passes through the first exchanger, which offers a higher cooling capacity than the second exchanger.
• the second valve is a three-way valve in which said variable passage section is located between first and second channels connected respectively to the engine and to the second exchanger, and adapted to allow a circulation of fluid between the third channel, connected to a bypass line, and one of the first and second channels only when the temperature of the fluid is below the third threshold.
• the first channel is an input and the second and third channels are outputs, or vice versa.
• the circulation of fluid between the third channel and one of the first and second channels is authorized even when the temperature of the fluid is below the second threshold.
• the first and second channels are inputs and the third channel is an output, or vice versa.
• the three-way valve has a movable member which moves between first and second extreme positions when the temperature of the fluid varies between the second and third thresholds, said movable member comprising a first shutter element which isolates the first track from the other two tracks and 'a second shutter element which isolates the third channel from the other two channels, in the second position, the shutter elements freeing the corresponding channels out of the second position.
• the movable member comprises a third shutter element which isolates the third channel from the other two channels in the first position and releases it out of the first position.
• the second valve is also capable of preventing the circulation of the fluid in the second exchanger when the following two conditions are satisfied: temperature of the fluid below the first threshold and absence of heating demand from the passenger compartment.
• the second valve contains a medium in thermal contact with the coolant and whose thermal expansion causes the displacement of the movable member, means being provided for heating said medium independently of the temperature of the fluid to bring the movable member into its second position in response to said two conditions.
• the means for heating said medium include an electrical resistance in thermal contact therewith, in series with a switch which is closed in response to said conditions.
• At least one of said thresholds is as defined below: first threshold: approximately 80 ° C second threshold: approximately 100 ° C third threshold: approximately 110 ° C.
• the second valve is of the thermostatic, electric or pneumatic type.
• Figure 1 is a schematic representation of a heat transfer fluid circuit in a device according to the invention.
• Figures 2a to 2d are sectional views of a three-way thermostatic valve belonging to the circuit of Figure 1, for different temperatures of the fluid.
• Figure 3 is a representation similar to Figure 1, relating to a modified circuit.
• FIGS. 4a to 4c are views similar to FIGS. 2a to 2d, showing a valve which is part of the circuit of FIG. 3.
• Each of the circuits shown in FIGS. 1 and 3 comprises three main components capable of being traversed by a heat transfer fluid, namely the heat engine 1 for driving a motor vehicle, a radiator 2 provided for cooling the engine 1, and a radiator 3 provided for heating the passenger compartment of the vehicle.
• the circuit has, outside the engine, two main branches in which the fluid can circulate by being driven by a pump 4, for example electric, namely a first branch 5 into which the fluid penetrates, coming from of the engine, through a thermostatic valve 6, passing through the radiator 2 and ending at the pump 4, and a second branch 7 which starts from the engine, crosses the radiator 3 and also ends at the pump 4.
• a complementary branch 8 containing an expansion vessel 9 starts from the outlet of the valve 6 and joins the branch 5 in one Junction point A located downstream of the radiator 2.
• the pump 4 brings back to the motor 1 all the fluid circulating in the branches 5 and 7.
• a three-way thermostatic valve 10 is interposed on the branch 7, upstream of the radiator 3, and communicates by a pipe 11 with a junction point B located on the branch 7 downstream of the radiator 3.
• the inlet of the valve 10 connected to the engine 1, its outlet connected to the radiator 3 and its outlet connected to the point B are designated respectively by the references 10-1, 10-2 and 10-3.
• FIG. 2a to 2d An exemplary embodiment of the valve 10 is shown in Figures 2a to 2d.
• This valve comprises a valve body formed of two parts 21 and 22 substantially of revolution around an axis 23, mutually assembled in a fluid-tight manner.
• the part 21 comprises a tube 24 extending along the axis 23 and defining the inlet 10-1 of the valve.
• the outputs 10-2 and 10-3 are defined by pipes 25 and 26 attached respectively to the parts 21 and 22, and extending respectively perpendicular to the axis 23 and obliquely with respect thereto.
• a bulb 30 containing a fluid substance with a high coefficient of thermal expansion, and in which a rod 31 can slide, the latter protruding from the bulb of a length all the more greater than the temperature of the fluid substance and therefore its volume are higher.
• the rod 31 is fixed by its free end to the part 22 and extends along the axis 23, so that the bulb 30 moves along this axis as a function of the temperature.
• An electrical resistor 32 connected to a voltage source by means of a switch 33, is placed inside the bulb 30.
• the valve 10 and oriented as shown in FIGS. 2a to 2d, the axis 23 being vertical, the part 22 being located at the bottom and the tube 24 being turned upwards.
• the bulb 30 can thus move between a lower extreme position shown in FIG. 2b, the rod 31 being retracted as far as possible, and an upper extreme position shown in FIGS. 2a and 2d, the rod 31 being extended as far as possible.
• the bulb 30 carries three valves " in the form of profiled sheet metal rings, of revolution about the axis 23, each suitable for cooperating with a seat formed by an annular surface of the body oriented radially, for closing and freeing a passage for the fluid inside the valve.
• a first valve 34 cooperates with a seat 35 facing downwards, formed in the part 21 below the pipe 24 and above the pipe 25.
• a conical coil spring 36 compressed axially between a shoulder of the bulb 30 and the valve 34, applies the latter against the seat 34, in the high position of the bulb, so as to isolate the inlet 10-1 from the interior of the valve.
• valve 37 located immediately above the valve 37 cooperates with a seat 40 formed in part 21, facing downwards and facing seat 38, so as to separate the interior of the valve, in the high position of the bulb, into an upper chamber communicating with channels 10-1 and 10-2 and a lower chamber 42 communicating with the track 10-3.
• the valve 37 is welded to the bulb 30 and the valve 39 is welded to the upper face of the previous one.
• a helical spring 43 compressed axially between the valve 39 and an internal shoulder 44 of the part 21, promotes the return of the bulb to its low position.
• the circuit of Figure 1 operates as follows.
• the low temperature of the heat transfer fluid contained therein causes the closing of the thermostatic valve 6, so that the fluid does not circulate in the branch 5 and consequently in the cooling radiator 2.
• the switch 33 is controlled jointly as a function of the temperature of the fluid and of the demand heating the passenger compartment so as to be closed only when the fluid is cold and in the absence of heating demand.
• the closing of the switch 33 causes the supply of the resistor 32 and the heating of the substance contained in the bulb 30, bringing the latter in its upper position where the valve 34 closes the inlet 10-1 connected to the motor.
• the fluid therefore does not circulate in the branches 7 and 11 either, and remains inside the motor 1, ensuring that the latter swells as quickly as possible. Pump 4 then turns to no load.
• the switch 33 is open, as shown in FIG. 2b, so that the resistor 32 is not supplied and the bulb is kept in the low position by the low temperature fluid.
• the outlet 10-3 is therefore closed by the valve 37, while the valve 34 releases the communication between the inlet 10-1 and the outlet 10-2.
• the only flow of fluid in circulation is that required in the radiator 3 for heating the passenger compartment.
• the thermostatic valve 6 opens and the fluid circulates in the cooling radiator 2.
• the same temperature threshold at least approximately, is used for the control of the switch 33, so that the configuration of FIG. 2b, in which a maximum flow circulates in the heating radiator 3, is then also obtained although in the event of a heating demand than in the contrary case, the radiator 3 is of course not swept by an air flow in the latter case.
• a second threshold for example 100 ° C.
• valve 37 then moves away from the seat 38, releasing the outlet 10- 3, so that the fluid entering the valve 10 through the inlet 10-1 is distributed between the outlet 10-2 leading to the radiator 3 and the outlet 10-3 bringing back to the pump 4, the fluid flow rate in the radiator 3 being a decreasing function of its temperature.
• the bulb 30 arrives at its high position, as shown in FIG. 2d, preventing any circulation of the fluid in the branches 7 and 11 as indicated above. about Figure 2a.
• a third threshold for example 110 ° C.
• the bulb 30 arrives at its high position, as shown in FIG. 2d, preventing any circulation of the fluid in the branches 7 and 11 as indicated above. about Figure 2a.
• the bulb 30 is raised (FIG. 2c)
• the passage section between the valve 34 and its seat 35 decreases progressively, so that an increasing fraction of the flow created by the pump 4 passes through the radiator 2, improving the efficiency of the cooling.
• This efficiency is maximum in the position of FIG. 2d, which is only reached in exceptional circumstances, for example in the case of traction of a heavy trailer such as a caravan during a prolonged climb.
• Figure 3 shows an engine 1, a cooling radiator 2, a heating radiator 3, a branch 5, a thermostatic valve 6, a branch 8 and an expansion tank 9 similar to the elements designated by the same references in the figure 1.
• a branch 7 of the circuit goes from the output of the motor 1 to the pump 4 passing through a three-way valve 10 and through the radiator 3, the valve 10 being connected to the motor 1 by an input 10-1 and to the radiator 3 by an output 10-2.
• the third channel 10-3 of the valve 10 is an inlet which is connected to the outlet of the pump 4 by a branch 12.
• the valve 10 used in the circuit of Figure 3, shown in detail in Figures 4a to 4c, has the same structure as that of Figures 2a to 2d, but is connected differently, channels 10-1, 10-2 and 10 -3 being defined respectively by the pipes 26, 25 and 24.
• the switch 33 associated with the resistor 32 is controlled as described above with reference to FIGS. 2a and 2b, so that, when the engine is cold and in the absence of heating demand, the configuration of FIG. 4a is obtained. , identical to that of FIG. 2a, isolating from each other the channels 10-1 to 10-3 and preventing any circulation of fluid in the branches 7 and 12.
• the rod 31 has a minimum length of protrusion outside the bulb 30 greater than in the valve of FIGS. 2a to 2d, so that, in the lowest position that can be reached by the bulb 30, the switch 33 being open and the engine being cold, the valve 37 is detached from the seat 38 (FIG. 4b) allowing communication between the channels 10-1 to 10-3 and the circulation of the fluid both in the radiator 3 than in branch 12.
• the rod 31 From the second temperature threshold (100 ° C), the rod 31 gradually leaves the bulb 30, lifting the latter and bringing the valves 34 and 39 closer to the seats 35 and 40 respectively, which decreases the flow rate of the fluid entering through the input 10-1 from the engine and the one entering through input 10-3 from branch 12, and consequently the flow rate of the fluid in the radiator 3, which is the sum of the previous two.
• These two valves close the corresponding passages (FIG. 4c) when the temperature of the fluid reaches or exceeds the third threshold (110 ° C.), so that the entire flow produced by the pump 4 passes through the cooling radiator 2.
• valve shown in Figures 2a to 2d, used in the circuit of Figure 1, and the one shown in Figures 4a to 4c, used in the circuit of FIG. 3, are identical except for the length of the rod 31.
• the valve 39 is not necessary for the operation of the circuit of FIG. 1 since, each time that it is closed ( Figures 2a and 2d), the valve 34 is also closed, preventing any entry of fluid into the valve. The valve 39 can then be removed, the spring 44 pressing directly on the valve 37.
• the valve 37 is not necessary for the operation of the circuit of FIG. 3, since it never comes into contact with the seat 38.
• the valves 37 and 39 can then be replaced by a single valve fixed to the bulb 30 and coming into contact with the seat 40 in the high position of the bulb.
• the three-way thermostatic valve may be of a different type from that with an expandable substance in thermal contact with the heat transfer fluid. It may for example be an electrically controlled valve.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• Physics & Mathematics (AREA)
• Thermal Sciences (AREA)
• General Engineering & Computer Science (AREA)
• Air-Conditioning For Vehicles (AREA)

Applications Claiming Priority (3)

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• 2001
  • 2001-02-06 FR FR0101589A patent/FR2820371B1/fr not_active Expired - Lifetime
• 2002
  • 2002-02-01 WO PCT/FR2002/000424 patent/WO2002062603A1/fr not_active Application Discontinuation
  • 2002-02-01 EP EP02701407A patent/EP1358083A1/de not_active Withdrawn
  • 2002-02-01 US US10/467,228 patent/US20050098644A1/en not_active Abandoned
  • 2002-02-01 JP JP2002562584A patent/JP2004526616A/ja active Pending

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