EP1832730A2 - Turbosoufflante dotée d'un refroidissement par convection - Google Patents

Turbosoufflante dotée d'un refroidissement par convection Download PDF

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Publication number
EP1832730A2
EP1832730A2 EP07004656A EP07004656A EP1832730A2 EP 1832730 A2 EP1832730 A2 EP 1832730A2 EP 07004656 A EP07004656 A EP 07004656A EP 07004656 A EP07004656 A EP 07004656A EP 1832730 A2 EP1832730 A2 EP 1832730A2
Authority
EP
European Patent Office
Prior art keywords
turbocharger
line
return
coolant
internal combustion
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
EP07004656A
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German (de)
English (en)
Other versions
EP1832730B1 (fr
EP1832730A3 (fr
Inventor
Siegfried Sieben
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.)
GM Global Technology Operations LLC
Original Assignee
GM Global Technology Operations LLC
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 GM Global Technology Operations LLC filed Critical GM Global Technology Operations LLC
Publication of EP1832730A2 publication Critical patent/EP1832730A2/fr
Publication of EP1832730A3 publication Critical patent/EP1832730A3/fr
Application granted granted Critical
Publication of EP1832730B1 publication Critical patent/EP1832730B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • F01P3/00—Liquid cooling
    • F01P3/12—Arrangements for cooling other engine or machine parts
    • 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
    • F01P2060/12—Turbo charger

Definitions

  • the invention relates to an internal combustion engine with a turbocharger, with a cooling water circuit and: with a surge tank for the cooling water circuit.
  • the US 4 107 927 shows an internal combustion engine with a turbocharger, which is included in the cooling water circuit of the internal combustion engine. Design requirements are opposed to a realization of this concept in modern internal combustion engines.
  • the JP 2 045 617 shows a device in which after switching off the ignition of an internal combustion engine, this is operated for a certain time at idle until the turbocharger has been sufficiently cooled. This requires sensors and electronics. :
  • the JP 5 9224 414 shows an internal combustion engine having an additional separate cooling circuit including radiator for the cooling of turbocharger and cylinder head.
  • the engine block of the internal combustion engine is cooled in a primary cooling circuit.
  • the DE 2 825 945 shows an internal combustion engine in which the turbocharger is supplied with the motor running with a pressure generated by the water pump with coolant. After switching off the engine, the cooling water circuit stops, which can lead to overheating of the turbocharger.
  • One of the problems underlying the invention is to ensure sufficient cooling of the turbocharger immediately after stopping the engine. If this is not ensured, then damage may result, as described in more detail in the prior art.
  • the invention is therefore based on the task of providing an internal combustion engine in which the turbocharger is always sufficiently cooled.
  • the invention provides a turbocharger whose turbocharger flow diverges between the water pump output port and the radiator flow from the cooling water circuit. This will ensure that the turbocharger is supplied with pressurized cooling water. This ensures good cooling of the turbocharger during normal operation of the internal combustion engine.
  • the turbocharger return flows into a region of the cooling water circuit between the radiator return and the water pump inlet port in the cooling water circuit.
  • the turbocharger is subjected to negative pressure, which is generated by the water pump. This results in an improved flow through the turbocharger with cooling water.
  • the turbocharger return is via a vent line with the surge tank in combination.
  • the water level of the partially filled with air surge tank is geodetically higher than the turbocharger return. This embodiment ensures that a flow is started which cools the turbocharger, even if the water pump does not deliver any cooling liquid. This is attributed to a convection effect. Furthermore, the steam generated in the turbocharger water space is discharged to the expansion tank.
  • the turbocharger water space would fill with steam and the cooling would be interrupted.
  • the design according to the invention ensures that the turbocharger is reliably cooled in the event of afterheating when the engine is switched off.
  • the cooling effect is similar to the operation of a coffee machine, in which a water vapor-water mixture is conducted due to heating up.
  • the acting at the lower level back pressure, which allows the Hoch connectedn is formed according to the invention by the pending at the turbocharger feed water volume.
  • the invention can also be implemented in that the turbocharger supply via a degassing line with the expansion tank communicates. Then the water level of the expansion tank must be higher than the turbocharger flow. The resulting in the shutdown of the internal combustion engine in the turbocharger in the water chamber gas in the form of water vapor is then discharged through the degassing into the expansion tank, while the water content is recycled to that portion of the cooling water circuit, which is in communication with the turbocharger flow.
  • turbocharger feed with a hose to the radiator return, wherein the turbocharger return is connected with a hose to the expansion tank. It is also possible to connect the turbocharger feed with a hose to the cooling water circuit in the internal combustion engine, wherein the turbocharger return is connected with a hose to the expansion tank.
  • turbocharger feed with a hose to the water circuit in the internal combustion engine
  • turbocharger return is connected with a hose to the thermostat housing or to the suction side of the water pump.
  • This embodiment can also be configured with an electric auxiliary pump in the flow tube of the turbocharger.
  • the water flow rate through the turbocharger is too low because of too low a differential pressure between the radiator outlet and the surge tank.
  • the cooling of the turbocharger is weak because hoses have to be laid unfavorably due to design requirements and the degassing situation.
  • the expansion tank with in the cooling circuit of the Turboladers is included, there must be made expensive additional measures to avoid foaming. Such additional measures in turn lead to an increase in the flow resistance in the expansion tank, which deteriorates the cooling of the turbocharger with the engine stopped. If the turbocharger forcibly acted upon by the water pump of the cooling circuit, then there is indeed a high water flow rate and good cooling with the engine running. However, when the engine is stopped, the cooling is so bad that turbocharger damage often occurs. A dedicated additional pump is costly and prone to failure and should therefore be avoided.
  • the invention goes with a clever combination of measures another way, resulting in a reliable cooling of the turbocharger both during operation of the internal combustion engine and after stopping the engine. Unacceptable temperatures are avoided, as well as unwanted ⁇ lverkokung in the bearings of the turbocharger and thus increased wear. With the invention, the requirements for the boundary conditions for the operation of a turbocharger can be easily met, so that any damage to the turbocharger can be attributed to causes that are related to the production of the turbocharger.
  • the invention dispenses with additional moving parts such as a postheat pump, furthermore, overpressures are avoided in the cooling system, which can lead to a water vapor outlet and possibly to adewas-serlag.
  • the turbocharger supply line is connected to a coolant channel extending in the region of an engine block of the internal combustion engine or even to a coolant channel extending in the engine block itself is. This results in regular reliable flow through the turbocharger with coolant, which is pumped at high pressure through such channels to ensure good cooling of the engine block.
  • turbocharger flow can also be connected to a mounted on the engine block thermostat housing, be. This ensures a simple construction and final assembly.
  • the turbocharger return can open into a further connected to the coolant circuit Walkerradiator return. In certain embodiments, this ensures good turbocharger after engine stop when the turbocharger is supplied with cooling water from the heating system via its turbocharger return.
  • the turbocharger return can also lead to a connected to the coolant circuit water pump return or in a further connected to the coolant circuit oil cooler supply. Depending on the installation space, this may be necessary to obtain small dimensions of the cooling system.
  • the degassing as possible in the region of the highest point of the connecting line between the turbocharger return and to let the coolant circuit branch off the connecting line. This ensures that air bubbles easily separate from the coolant without, for example, the convection flow is obstructed by the air bubbles.
  • the degassing line branches off from this connecting line in the region of the highest point of the connecting line between the turbocharger return line and the coolant circuit or between the turbocharger supply line and the coolant circuit.
  • the invention can also be applied to internal combustion engines in which the flow of the turbocharger with throttles is limited, especially when the turbocharger is connected near the output port of the water pump. Then it may be necessary to provide the line to the turbocharger flow, the line from the turbocharger return and the degassing, each with a throttle for adjusting the flow resistance for the cooling liquid to ensure the flow through the other components of the cooling system with coolant.
  • the invention is also realized in a motor vehicle with such an internal combustion engine.
  • FIG. 1 shows a schematic illustration of the cooling of a turbocharger 1 of an internal combustion engine (not shown in detail in this view) with a cooling circuit (also not shown).
  • the turbocharger 1 has a turbocharger feed 2 and a turbocharger return 3.
  • a feed line 4 is connected between a water pump outlet port and a radiator flow to the coolant circuit of the internal combustion engine.
  • an output line 5 is connected, which leads to a tee 6.
  • One of the other two terminals of the T-piece 6 is connected to a return line 7, which opens in a region of the coolant circuit between the radiator return and the water pump Eingartgsan gleich the internal combustion engine.
  • the remaining connection of the T-piece 6 is connected to a degassing 8, which leads to a surge tank 9, above a water level 10 in the expansion tank 9.
  • a compensation line 11 is connected, which leads to the coolant circuit of the engine ,
  • the water level 10 is above the turbocharger. 1
  • the turbocharger 1 is supplied with pressurized water, via the supply line 4 and via the return line 7.
  • the internal combustion engine turned off, then formed due to the high temperatures of the turbocharger 1 gas bubbles inside the turbocharger 1.
  • the coolant located in the interior of the turbocharger 1, in the feed line 4 and in the outlet line 5 is conveyed upwards, up to the area of the T-piece 6, which is advantageously at a relatively high point from the outlet line 5 and return line 7 is arranged.
  • the gas bubbles separate from the coolant, because they escape through the degassing 8 into the expansion tank 9.
  • the gas bubbles separate from the coolant, because they escape through the degassing 8 into the expansion tank 9.
  • the water vapor contained in the gas bubbles and the auskondensiere coolant is returned to the cooling circuit.
  • mitbe recommendationstes coolant is returned to the surge tank 9 and thus in the cooling circuit of the engine.
  • FIG. 2 shows a schematic illustration of the cooling system of an internal combustion engine 15, on which the turbocharger described in FIG. 1 is provided.
  • the internal combustion engine 15 is designed here as a V-type engine with a first row of cylinders 16 and with a second row of cylinders 17.
  • a water pump 18 having a water pump input port 20, a first water pump output port 21 for the first cylinder bank 16, and a second water pump output port 22 for the second cylinder bank 17.
  • the coolant flow in the internal combustion engine 1, which is generated by the water pump 18 is illustrated with directional arrows.
  • the coolant outlets of the first row of cylinders 16 and of the second row of cylinders 17 are brought together in a ridge line 23. From there, the cooling water flow enters a radiator inlet line 24 from and into a radiator flow 25 of a radiator 26 a.
  • a radiator return 27 is provided, which is connected via a radiator return line 28 with a thermostat 29. From the thermostat 29 performs a water pump line 30 to the water pump 18 back.
  • a short-circuit line 31 connects the thermostat 29 to the land line 23.
  • the coolant circuit of the internal combustion engine 15 is predetermined.
  • the thermostat 29 closes the connection between the radiator return line 28 and thermostat 29. At the same time, the connection between the short-circuit line 31 and the thermostat 29 is opened. Coolant then circulates from the water pump 18 into the first row of cylinders 16, into the second row of cylinders 17 and into the line 23. From there, the coolant is fed into the short line 31, to the thermostat 29 and from there via the water pump line 30 back to the water pump 18 ,
  • the thermostat 29 closes the connection between the short-circuit line 31 and the thermostat 29, at the same time the connection between the radiator return line 28 and the thermostat 29 is opened.
  • the coolant then flows from the riser 23 into the radiator feed line 24 and into the radiator run 25. It is cooled in the radiator 26 and takes its way via the radiator return 27 and the radiator return line 28 to the thermostat 29 There it is conveyed back to the water pump 18 via the water pump line 30.
  • a plurality of auxiliary units are connected, such as an oil cooler 32, a Schuungsradiator 33, the surge tank 9 and the turbocharger 1.
  • the oil cooler 32 is supplied via an oil cooler inlet line 34 with coolant from the radiator feed line 24.
  • the coolant heated in the oil cooler 32 is returned to the radiator return line 28 via an oil cooler drain line 35.
  • the Bankungsradiator 33 is supplied with coolant, which is taken at a location of the web lead 23. From there it is fed via a Bankungsradiator supply line 36 to the Bankungsradiator 33. The coolant cooled in the heating radiator 33 is returned to the thermostat 29 via a heating radiator return line 37. From the Bankungsradiator-return line 37 branches a compensation line 38 to the bottom of the surge tank 9 from. Furthermore, the return line 7 is connected from the T-piece 6 to the Bankungsradiator-return line 37.
  • a vent line 39 extends between the bridge line 23 and the surge tank 9, wherein the expansion tank 9 facing the end of the vent line 39 forks into a above the water level 10 opening gas line 40 and into a below the water level 10 opening coolant line 41.
  • the flow line 4 to the turbocharger 1 is connected to a coolant outlet 42 second row of cylinders 17 to the coolant circuit.
  • a properly sized flow restrictor 43 of the flow resistance of the flow line 4 is set so that the turbocharger 1 is supplied with sufficient coolant during normal operation of the engine 15.
  • a degassing throttle 44 in the degassing 8 whose flow resistance is set.
  • the degassing throttle 44 has the task of counteracting the excessive inflow of coolant from the turbocharger return 3 to the expansion tank 9.
  • the vent throttle 44 causes, above all, water vapor to escape into the expansion tank 9 and not so much coolant.
  • the design from FIG. 2 can essentially be adopted.
  • the return line 7 is not connected to the Bankradradiator-return line 37, but at the thermostat 29, to the water pump line 30 or immediately adjacent to the water pump 18.
  • the supply line 4 can also be on the bridge line 23 or at the Radiator feed line 24 are connected.
  • the flow restrictor 43 and the degassing throttle 44 can also be designed as variably adjustable throttles.
  • the return line 7 can be connected to the radiator return line 28.
  • Figure 3 shows a schematic representation of another internal combustion engine 45, which is designed as a four-cylinder with a single row of cylinders 46. Parts with the same function are designated in Figure 3 with the same reference numerals as in Figure 1 and in Figure 2, but they are provided with an apostrophe.
  • the thermostat 29 ' When starting the engine 45 in a cold state, the thermostat 29 'is closed. The coolant therefore circulates from the water pump 18 'into the cylinder bank 46, thence into the heater radiator supply line 36', through the heating radiator 33 ', back into the heating radiator return line 37', thence into the oil cooler 32 'and back into the Water pump inlet port 20 '. Coolant flows from the thermostat 29 '' to the T-piece 6 'and from there via the supply line 4' to the turbocharger 1 '. The coolant in the turbocharger 1' is sucked into the radiator return line 28 via the outlet line 5 ' the action of the water pump 18 'communicating with the radiator return line 28' via the oil cooler 32 '.
  • the thermostat 29 opens, the path is released via the radiator supply line 24 'to the radiator 26'. At the flow through the turbocharger 1 'nothing changes.
  • the escaping gas bubbles / coolant mixture is replaced by the output line 5 'nachströmendes coolant.
  • the flow direction of the turbocharger 1 'in the normal operating state of the internal combustion engine 45 is reversed to the flow of coolant with the internal combustion engine stopped when gas bubbles form inside the turbocharger 1'.
  • the opening for the turbocharger feed 2 ' can be arranged at a geodetically greater altitude than that for the turbocharger return 3'.
  • the water level 10 ' is then at a higher altitude than the turbocharger return 3'.
  • a continuous convection flow does not set when gas bubbles form inside the turbocharger 1 '.
  • this version offers a turbochargers, which are only a limited thermal load.
  • this embodiment has advantages in terms of compactness in the arrangement of the components provided for the coolant circuit. A particularly space-saving design is hereby made possible.
  • the output line 5 'at the turbocharger return 3' is not connected to the radiator return line 28 ', but to the Schuungsradiator return line 37'. At the flow through the turbocharger 1 'thereby nothing changes.
  • the coolant in the turbocharger 1 ' is drawn via the output line 5' in the Schuradradator return line 37 ', due to the action of the water pump 18', which communicates via the oil cooler 32 'with the Schuradradiator return line 37'.
EP07004656A 2006-03-07 2007-03-07 Turbosoufflante dotée d'un refroidissement par convection Not-in-force EP1832730B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102006010470A DE102006010470A1 (de) 2006-03-07 2006-03-07 Turbolader mit Konvektionskühlung

Publications (3)

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EP1832730A2 true EP1832730A2 (fr) 2007-09-12
EP1832730A3 EP1832730A3 (fr) 2009-09-23
EP1832730B1 EP1832730B1 (fr) 2011-05-18

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EP07004656A Not-in-force EP1832730B1 (fr) 2006-03-07 2007-03-07 Turbosoufflante dotée d'un refroidissement par convection

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EP (1) EP1832730B1 (fr)
AT (1) ATE510115T1 (fr)
DE (1) DE102006010470A1 (fr)

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* Cited by examiner, † Cited by third party
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WO2015053684A1 (fr) * 2013-10-10 2015-04-16 Scania Cv Ab Circuit de mise à l'air libre
WO2016050939A1 (fr) * 2014-10-02 2016-04-07 Mtu Friedrichshafen Gmbh Système de refroidissement et moteur à combustion interne doté d'un tel système de refroidissement
US20170016383A1 (en) * 2015-07-14 2017-01-19 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Cooling system for a vehicle
US10232702B2 (en) 2012-05-23 2019-03-19 Denso Corporation Thermal management system
WO2019203701A1 (fr) * 2018-04-17 2019-10-24 Scania Cv Ab Système de refroidissement comprenant au moins deux circuits de refroidissement reliés à un réservoir d'expansion commun

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KR101013961B1 (ko) * 2007-12-14 2011-02-14 기아자동차주식회사 자동차 엔진의 냉각수 순환회로
DE102008021263A1 (de) * 2008-04-29 2009-11-12 GM Global Technology Operations, Inc., Detroit Flüssigkeitskühlsystem, Fahrzeug mit einem Flüssigkeitskühlsystem und Verfahren zum Betreiben eines derartigen Flüssigkeitskühlsystems
JP5494294B2 (ja) * 2010-06-30 2014-05-14 マツダ株式会社 車両用エンジンのターボ過給機の冷却装置
DE102012210320B3 (de) * 2012-06-19 2013-09-26 Ford Global Technologies, Llc Flüssigkeitsgekühlte Brennkraftmaschine mit Nachlaufkühlung und Verfahren zum Betreiben einer derartigen Brennkraftmaschine
DE102012217229A1 (de) * 2012-09-25 2014-06-12 Bayerische Motoren Werke Aktiengesellschaft Kühlmittelkreislauf für eine Brennkraftmaschine und Betriebsverfahren hierfür
DE102014218587B4 (de) * 2014-09-16 2022-09-29 Ford Global Technologies, Llc Aufgeladene Brennkraftmaschine mit flüssigkeitskühlbarer Turbine und Verfahren zur Steuerung der Kühlung dieser Turbine
DE102014218916B4 (de) * 2014-09-19 2020-06-04 Ford Global Technologies, Llc Aufgeladene Brennkraftmaschine mit flüssigkeitsgekühlter Turbine und Verfahren zur Steuerung der Kühlung dieser Turbine
DE102014016861B3 (de) * 2014-11-14 2016-01-28 Audi Ag Brennkraftmaschine mit einem Abgasturbolader

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JPS59224414A (ja) 1983-06-01 1984-12-17 Toyota Motor Corp タ−ボチヤ−ジヤ付内燃機関の冷却装置
US4561387A (en) 1984-03-01 1985-12-31 Dr. Ing.H.C.F. Porsche Aktiengesellschaft Liquid cooling system for a turbocharged internal combustion engine
JPH0245617A (ja) 1988-08-06 1990-02-15 Komutetsuku:Kk 自動車用ターボチャージャの冷却制御装置及び冷却制御方法
EP0160243B2 (fr) 1984-04-13 1991-10-09 Toyota Jidosha Kabushiki Kaisha Système de refroidissement d'un moteur à combustion interne avec turbo-compresseur

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JPH063143B2 (ja) * 1988-08-30 1994-01-12 富士重工業株式会社 ターボチャージャ付内燃機関の冷却装置
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Publication number Priority date Publication date Assignee Title
US4107927A (en) 1976-11-29 1978-08-22 Caterpillar Tractor Co. Ebullient cooled turbocharger bearing housing
JPS59224414A (ja) 1983-06-01 1984-12-17 Toyota Motor Corp タ−ボチヤ−ジヤ付内燃機関の冷却装置
US4561387A (en) 1984-03-01 1985-12-31 Dr. Ing.H.C.F. Porsche Aktiengesellschaft Liquid cooling system for a turbocharged internal combustion engine
EP0160243B2 (fr) 1984-04-13 1991-10-09 Toyota Jidosha Kabushiki Kaisha Système de refroidissement d'un moteur à combustion interne avec turbo-compresseur
JPH0245617A (ja) 1988-08-06 1990-02-15 Komutetsuku:Kk 自動車用ターボチャージャの冷却制御装置及び冷却制御方法

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10232702B2 (en) 2012-05-23 2019-03-19 Denso Corporation Thermal management system
WO2015053684A1 (fr) * 2013-10-10 2015-04-16 Scania Cv Ab Circuit de mise à l'air libre
WO2016050939A1 (fr) * 2014-10-02 2016-04-07 Mtu Friedrichshafen Gmbh Système de refroidissement et moteur à combustion interne doté d'un tel système de refroidissement
CN106715858A (zh) * 2014-10-02 2017-05-24 Mtu 腓特烈港有限责任公司 冷却系统和具有这样的冷却系统的内燃机
KR20170065566A (ko) * 2014-10-02 2017-06-13 엠테우 프리드리히스하펜 게엠베하 냉각 시스템 및 이와 같은 유형의 냉각 시스템을 구비한 내연 기관
US20170204776A1 (en) * 2014-10-02 2017-07-20 Mtu Friedrichshafen Gmbh Cooling system, and internal combustion engine comprising a cooling system of said type
RU2680278C2 (ru) * 2014-10-02 2019-02-19 Мту Фридрихсхафен Гмбх Система охлаждения и двигатель внутреннего сгорания с такой системой охлаждения
CN106715858B (zh) * 2014-10-02 2021-12-17 罗尔斯·罗伊斯解决方案有限公司 冷却系统和具有这样的冷却系统的内燃机
US20170016383A1 (en) * 2015-07-14 2017-01-19 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Cooling system for a vehicle
US10364737B2 (en) * 2015-07-14 2019-07-30 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Cooling system for a vehicle
WO2019203701A1 (fr) * 2018-04-17 2019-10-24 Scania Cv Ab Système de refroidissement comprenant au moins deux circuits de refroidissement reliés à un réservoir d'expansion commun
US11199125B2 (en) 2018-04-17 2021-12-14 Scania Cv Ab Cooling system comprising at least two cooling circuits connected to a common expansion tank

Also Published As

Publication number Publication date
ATE510115T1 (de) 2011-06-15
EP1832730B1 (fr) 2011-05-18
DE102006010470A1 (de) 2007-09-20
EP1832730A3 (fr) 2009-09-23

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