EP1411215B1 - Refroidissement d'huile pour moteur à combustion - Google Patents

Refroidissement d'huile pour moteur à combustion Download PDF

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Publication number
EP1411215B1
EP1411215B1 EP20030256433 EP03256433A EP1411215B1 EP 1411215 B1 EP1411215 B1 EP 1411215B1 EP 20030256433 EP20030256433 EP 20030256433 EP 03256433 A EP03256433 A EP 03256433A EP 1411215 B1 EP1411215 B1 EP 1411215B1
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EP
European Patent Office
Prior art keywords
coolant
temperature
oil
engine
valve
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 - Fee Related
Application number
EP20030256433
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German (de)
English (en)
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EP1411215A1 (fr
Inventor
Ian Pegg
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.)
Ford Global Technologies LLC
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Ford Global Technologies LLC
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Filing date
Publication date
Application filed by Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Publication of EP1411215A1 publication Critical patent/EP1411215A1/fr
Application granted granted Critical
Publication of EP1411215B1 publication Critical patent/EP1411215B1/fr
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M5/00—Heating, cooling, or controlling temperature of lubricant; Lubrication means facilitating engine starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M5/00—Heating, cooling, or controlling temperature of lubricant; Lubrication means facilitating engine starting
    • F01M5/005—Controlling temperature of lubricant
    • 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
    • F01P2025/00—Measuring
    • F01P2025/08—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
    • F01P2025/33—Cylinder head 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
    • F01P2025/40—Oil 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
    • F01P2037/00—Controlling
    • F01P2037/02—Controlling starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/04—Lubricant cooler

Definitions

  • This invention relates to a method and system for cooling of lubrication oil in internal combustion engines and in particular to the cooling or heating of Diesel engine lubrication systems of motor vehicles.
  • Modem Diesel engines for light commercial vehicles and passenger cars are typically provided with turbochargers, and may also be provided with intercoolers.
  • the heat produced by these engines is such that the lubrication oil needs to be cooled to prevent degradation and consequent engine wear, and the oil is therefore passed through a heat exchanger which may in turn be cooled by air flow or by the engine coolant.
  • the present systems cool the oil continuously and therefore the oil is overcooled in all but relatively high load hot climatic temperature conditions.
  • FR-A-2571431 discloses an engine cooling system comprising a heat exchanger for cooling the oil using the engine coolant wherein the flow of oil through the heat exchanger is controlled by the temperature of the oil in accordance with the temperature in relation to a predetermined temperature (e.g. 90°C).
  • a predetermined temperature e.g. 90°C
  • the flow of coolant is controlled in accordance with the coolant temperature in relation to another predetermined temperature (e.g. 120°C).
  • That portion of the fuel consumption of an engine due to friction within the engine is influenced by the oil temperature (due to viscosity reducing with increasing temperature) and therefore there are conflicting requirements between the improvement of fuel consumption and the cooling of the lubrication oil.
  • HC and CO emissions are particularly high at engine start-up and the catalytic converter will be inoperative because the catalyst temperature will be below its light-off temperature.
  • the present invention provides a simple way to improve both fuel consumption and engine emissions by the control of engine oil temperature and rate of rise of coolant temperature from co ld.
  • a method of controlling the warming and cooling of lubrication oil for an internal combustion engine in which method the engine coolant and engine oil are separately circulated through a mutual heat exchanger, characterised in that the mutual exchange of heat between the oil and coolant is controlled by controlling the flow of coolant through the heat exchanger in accordance with their relative temperatures in relation to predetermined set temperatures.
  • either of the oil or coolant temperatures exceeds said first temperature there is full flow of coolant provided that either one of the coolant temperature and oil temperature is less than a predetermined second temperature, typically 84°C, and the oil temperature is less than the coolant temperature.
  • a predetermined second temperature typically 84°C
  • the oil temperature is less than the coolant temperature.
  • the hot coolant is used to heat the oil until the oil and engine are at substantially the same temperature. This will help reduce friction and improve fuel economy.
  • the oil temperature is normally held back by the coolant. To allow the oil temperature to rise above the coolant temperature then no coolant flow is allowed until the oil temperature is in the desired oil operating range, typically 110-125° C.
  • modulated flow is preferably used to maintain the oil temperature within the desired range.
  • the flow of coolant is controlled in accordance with the relative value of oil temperature relative to further preset higher temperature values, typically 110°C and 125°C.
  • the coolant temperature is less than the predetermined second temperature and the oil temperature is greater than the coolant temperature and, in some cases, the coolant temperature is higher than a predetermined second temperature and the oil temperature is greater than the coolant temperature.
  • the differences between the preset values of oil temperature and actual oil temperature determine the degree of modulation of the coolant flow.
  • the oil cooling/heating system is operable only when the vehicle ignition key is switched on and more preferably only when the vehicle engine is running:
  • an engine oil heating/cooling system for an internal combustion engine having an engine cooling system with a coolant pump circulating liquid coolant through cooling system, the oil heating/cooling system comprising a heat exchanger connected to the engine lubrication system for the flow through of engine oil and also being connected to the engine cooling system for the flow through of engine coolant, a control valve controlling the flow of coolant through the heat exchanger and a controller operating the valve and being connected to an oil temperature sensor and a cylinder head metal temperature sensor, the controller operating the valve in response to signals received from the two sensors.
  • control valve is located between the pump outlet and the heat exchanger, in which case the coolant inlet for the heat exchanger may be connected to the coolant pump outlet so that coolant flows from the coolant pump to the heat exchanger and the coolant outlet for the heat exchanger is connected to the coolant pump inlet so that coolant returns back to the pump inlet or alternatively to the engine outlet (engine side of the thermostat).
  • the control valve may be a vacuum operated valve and is preferably an electrically operated valve operated by a pulse width modulated signal.
  • the valve is preferably a fail open valve.
  • a motor vehicle internal combustion engine 11 preferably a Diesel engine, having a cooling jacket through which a liquid coolant (typically a glycol/water mix) is pumped.
  • the engine cooling system includes a pump 12 mounted externally of the engine and which may be driven electrically or mechanically.
  • the coolant enters the pump 12 from a radiator 13 via conduit 21 and is pumped through outlet 12B into the engine cooling jacket and then exits the engine via a thermostatically regulated valve or valves 14.
  • the heated coolant is then returned to the radiator 13 via conduit 22 for cooling, and some portion of the heated coolant may be diverted via conduit 23 to a cabin or passenger compartment heater matrix 15.
  • the heater matrix 15 is connected via conduit 24 and conduit 21 to the pump 12 for the circulation of coolant back through the engine 11.
  • an oil heat exchanger 16 is mounted externally of the engine and hot lubrication oil is pumped from the engine 11 into the heat exchanger and then cooled oil returned to the engine via conduits 25 & 26 respectively.
  • the engine coolant pump outlet 12B is also connected to the heating/cooling system of the heat exchanger 16 via a conduit 27 and the coolant returned to the engine via conduit 28 which in turn is connected into conduit 24.
  • the heat exchanger may be any suitable type of exchanger. In the present example a shell and tube exchanger is shown in Fig. 2 .
  • the coolant is also fed from the hot side of the thermostatic valve 14 through the radiator 13 and back to the coolant pump inlet.
  • the volume flow of coolant direct to the heat exchanger 16 is controlled by a control valve 18.
  • the control valve 18 may be operated by vacuum or electrically through a programmable electrical controller 19 which may be a part of the engine control unit and the valve should fail in an open condition.
  • the controller 19 monitors engine conditions through a number of sensors, for example an oil temperature sensor 31 and a cylinder head metal temperature sensor 32.
  • Other useful sensors may include an engine speed sensor, a vehicle speed sensor, an engine load or torque demand sensor, an ambient temperature sensor and a coolant temperature sensor.
  • the valve 18 regulates the coolant flow through the heat exchanger 16 in accordance with requirements that are pre-programmed into the controller 19.
  • the valve 18 may be controlled by a pulse width modulated signal which controls the valve open position.
  • the frequency of the control signal may be the order of 2 pulses /min due to oil temperature changes occurring slowly and the valve should go from the fully open to the fully closed conditions over several seconds in order to avoid water hammer.
  • the separate control of the engine coolant through the oil heat exchanger 16 allows for good control without significantly affecting other components of the engine cooling circuit.
  • the controller 19 operates the valve 18 such that the valve is open when the vehicle ignition is switched off, or when the ignition is on but the engine is stationary.
  • the controller 19 operates according to a general control strategy and in particular:
  • Fig.3 is a flow chart of a suitable control strategy that is programmed into the controller 19.
  • the controller 19 is sensing the oil temperature and coolant temperatures with the engine coolant thermostat opening at T1, e.g. 88° C.
  • step 1 determines if the coolant temperature is less than T2, e.g. 60° C. If yes, then step 2 determines if the oil temp is less than T2. If yes, step 3 determines that the valve 18 remains closed, i.e. no coolant flow across the exchanger. If at step 2 the oil temp is greater that T2 then the step 4 determines that the valve 18 is fully opened allowing the oil to heat the coolant. This helps increase the coolant temperature to reduce CO and HC emissions due to hotter combustion chamber temperatures..
  • step 5 determines if the oil temp is also less than T2 and if so step 6 determines the valve 18 is fully open allowing the coolant to heat the oil. If at step 5 the oil temperature is greater than T2, then step 7 determines if the coolant temperature is below T3, e.g. 84°C, that is just below the engine thermostat opening temperature T. If the coolant temperature is below T3 (in this example that is between 60-84°), step 8 determines if the oil temperature is less than the coolant temperature and, if so, step 9 determines that the valve 18 is opened for full flow so that the coolant heats the oil.
  • T3 e.g. 84°C
  • step 10 determines if the oil temperature is less than T4, e.g. 110°C. When the oil temperature is less than T4, step 11 determines the valve 18 remains closed allowing the oil temperature to rise to the optimum operating band.
  • step 12 determines if the oil temperature is less than T5 e.g. 125° and if so step 13 causes the position of valve 18 to be modulated to keep the oil temperature at a set temperature T6 e.g. about 118°.
  • step 14 determines the valve 18 is fully open to cool the oil to the desired operating temperature.
  • the steps 5-14 are operating within an engine coolant temperature range of 60-84°C to reduce CO 2 and NO X formation and increase fuel efficiency.
  • step 15 determines if the oil temperature is below T3. If the oil temperature is below then step 16 opens the valve 18 to transfer heat from coolant to the oil.
  • step 15 determines the oil temperature is above T3, then step 17 determines if the oil temperature is less than T4.
  • step 18 determines if the oil temperature is less than the coolant temperature. If the oil temperature at step 18 is less than the coolant temperature then step 19 determines that the valve 18 is fully open so that the coolant heats the oil and if the oil temperature is above the coolant temperature then step 20 closes the valve 18 preventing the oil from being over cooled and/or allowing the oil temperature to rise to T6.
  • step 21 determines if the oil temperature is less than T5. If the oil temperature is below T5 then step 22 modulates the valve 18 to maintain an oil temperature of T6 and if the oil temperature is above T5 then step 23 causes the valve 18 to fully open to cause the coolant flow to reduce the oil temperature towards T6.
  • the steps 15-23 are operating with a coolant temperature above T3 to limit CO 2 and NO X emissions.
  • Maintaining an oil temperature in the range 110-125°C helps prolong oil life, improves wear characteristics and prevents emulsions forming in the oil due to water vapour present in the blow-by gases.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)

Claims (15)

  1. Procédé de commande du chauffage et du refroidissement de l'huile de lubrification pour un moteur à combustion interne (11), dans lequel procédé le liquide de refroidissement moteur et l'huile moteur circulent séparément à travers un échangeur mutuel de chaleur (16), caractérisé en ce que l'échange mutuel de chaleur entre l'huile et le liquide de refroidissement est commandé en commandant 1"écoulement de liquide de refroidissement à travers l'échangeur de chaleur (16) en fonction de leurs températures relatives par rapport à des températures de consigne prédéterminées.
  2. Procédé selon la revendication 1, dans lequel il n'y a pas d'écoulement de liquide de refroidissement quand la température de liquide de refroidissement et la température d'huile sont inférieures à une première température prédéterminée.
  3. Procédé selon la revendication 2, dans lequel si l'une des températures d'huile ou de liquide de refroidissement dépasse ladite première température il y à un écoulement total de liquide de refroidissement à condition que l'une de la température de liquide refroidissement et de la température d'huile soit inférieure à une deuxième température prédéterminée et que la température d'huile soit inférieure à la température de liquide de refroidissement.
  4. Procédé selon la revendication 2 ou la revendication 3, dans lequel si l'une des températures d'huile ou de liquide de refroidissement dépasse ladite première température et à condition qu'une de la température d'huile ou de la température de liquide de refroidissement soit supérieure à l'autre desdites températures l'écoulement de liquide de refroidissement est commandé en fonction de la valeur relative de la température d'huile par rapport à d'autres valeurs de températures supérieures prédéterminées.
  5. Procédé selon la revendication 4, dans lequel la température de liquide de refroidissement est inférieure à une deuxième température prédéterminée qui est supérieure à ladite première température et la température d'huile est supérieure à la température de liquide de refroidissement.
  6. Procédé selon la revendication 4 ou la revendication 5, dans lequel la température de liquide de refroidissement est supérieure à une deuxième température prédéterminée qui est supérieure à ladite première température et la température d'huile est supérieure à la température de liquide de refroidissement.
  7. Procédé selon la revendication 5 ou la revendication 6, dans lequel les valeurs prédéterminées déterminent le degré de modulation de l'écoulement de liquide de refroidissement.
  8. Procédé selon l'une quelconque des revendications 1 à 7 et qui fonctionne seulement quand la clé de contact du véhicule est à la position de contact.
  9. Procédé selon la revendication 8 et qui fonctionne seulement quand le moteur du véhicule est en marche.
  10. Système de chauffage/refroidissement de l'huile moteur pour un moteur à combustion interne (11) comprenant un système de refroidissement moteur doté d'une pompe à eau (12) faisant circuler le liquide de refroidissement à travers le système de refroidissement, le système de chauffage/refroidissement d'huile moteur comprenant un échangeur de chaleur (16) raccordé au système de graissage moteur pour permettre l'écoulement d'huile moteur à travers celui-ci et raccordé également au système de refroidissement moteur pour permettre l'écoulement de liquide de refroidissement moteur à travers celui-ci, une soupape de commande (18) pour commander l'écoulement de liquide de refroidissement à travers l'échangeur de chaleur (16) et un dispositif de commande (19) actionnant la soupape (18), caractérisé en ce que le dispositif de commande (19) est raccordé à une sonde de température d'huile (31) et à une sonde de température de métal de la culasse (32), le dispositif de commande (19) actionnant la soupape (18) en réponse aux signaux reçus des deux sondes.
  11. Système selon la revendication 10, dans lequel la soupape de commande (18) est située entre la sortie de la pompe (12B) et l'échangeur de chaleur (16).
  12. Système selon la revendication 10, dans lequel l'entrée de liquide de refroidissement de l'échangeur de chaleur (16) est raccordée à la sortie de la pompe à eau (12B) et la sortie de liquide de refroidissement de l'échangeur de chaleur (16) est raccordée à l'entrée de la pompe à eau.
  13. Système selon l'une quelconque des revendications 10 à 12, dans lequel la soupape de commande (18) est une soupape à commande électrique actionnée par un signal à modulation d'impulsions en largeur.
  14. Système selon l'une quelconque des revendications 10 à 13, dans lequel la soupape de commande (18) est une soupape normalement fermée en cas de défaut.
  15. Moteur à combustion interne (11) pour un véhicule à moteur, qui comprend en outre un système de refroidissement moteur doté d'une pompe à eau (12) faisant circuler le liquide de refroidissement à travers le système de refroidissement, et un système de chauffage/refroidissement d'huile moteur selon l'une quelconque des revendications 10 à 14.
EP20030256433 2002-10-16 2003-10-11 Refroidissement d'huile pour moteur à combustion Expired - Fee Related EP1411215B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB0224068A GB0224068D0 (en) 2002-10-16 2002-10-16 Engine oil cooling
GB0224068 2002-10-16

Publications (2)

Publication Number Publication Date
EP1411215A1 EP1411215A1 (fr) 2004-04-21
EP1411215B1 true EP1411215B1 (fr) 2009-01-28

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EP20030256433 Expired - Fee Related EP1411215B1 (fr) 2002-10-16 2003-10-11 Refroidissement d'huile pour moteur à combustion

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EP (1) EP1411215B1 (fr)
DE (1) DE60326029D1 (fr)
GB (1) GB0224068D0 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1957164B (zh) * 2004-05-18 2011-11-23 Gm全球科技运作股份有限公司 机动车辆的优化冷却系统
CN106499462A (zh) * 2016-12-27 2017-03-15 张明 汽车气门室机油防乳化系统

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2887289B1 (fr) * 2005-06-21 2010-07-30 Peugeot Citroen Automobiles Sa Dispositif et procede pour la gestion thermique d'une huile d'un moteur a combustion interne et vehicule automobile comportant un tel dispositif
CN109826687A (zh) * 2019-04-08 2019-05-31 清华大学苏州汽车研究院（吴江） 一种用于发动机台架试验的润滑油温度控制系统和方法
US11415040B1 (en) * 2021-02-25 2022-08-16 GM Global Technology Operations LLC Heating oil for enhanced active thermal coolant system
CN115309209B (zh) * 2022-09-30 2022-12-06 深圳市安亿达制冷设备有限公司 一种高精度控温系统及油式恒温机组

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Publication number Priority date Publication date Assignee Title
US2392723A (en) * 1945-03-15 1946-01-08 Edward F Chandler Cooling system for diesel engines
US4512300A (en) * 1984-04-17 1985-04-23 Cummins Engine Company, Inc. Oil temperature control system for internal combustion engine
FR2571431B1 (fr) * 1984-10-09 1989-04-21 Renault Vehicules Ind Dispositif de refroidissement pour moteur a combustion interne
DE19715324A1 (de) * 1997-04-12 1998-10-15 Bayerische Motoren Werke Ag Wärmetauscher für flüssige Wärmetauschmittel
US6182616B1 (en) * 1997-12-24 2001-02-06 Isuzu Motors Limited Cooling water circulating structure for engines
GB2362210B (en) * 2000-05-08 2003-11-05 Ford Global Tech Inc Engine temperature management
US6510830B2 (en) * 2001-04-13 2003-01-28 David Rossiter Method and apparatus for a lubricant conditioning system

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1957164B (zh) * 2004-05-18 2011-11-23 Gm全球科技运作股份有限公司 机动车辆的优化冷却系统
CN106499462A (zh) * 2016-12-27 2017-03-15 张明 汽车气门室机油防乳化系统
CN106499462B (zh) * 2016-12-27 2022-04-08 张明 汽车气门室机油防乳化系统

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Publication number Publication date
GB0224068D0 (en) 2002-11-27
EP1411215A1 (fr) 2004-04-21
DE60326029D1 (de) 2009-03-19

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