EP1923549A2 - Système de refroidissement pour un véhicule automobile - Google Patents

Système de refroidissement pour un véhicule automobile Download PDF

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Publication number
EP1923549A2
EP1923549A2 EP07022194A EP07022194A EP1923549A2 EP 1923549 A2 EP1923549 A2 EP 1923549A2 EP 07022194 A EP07022194 A EP 07022194A EP 07022194 A EP07022194 A EP 07022194A EP 1923549 A2 EP1923549 A2 EP 1923549A2
Authority
EP
European Patent Office
Prior art keywords
coolant
cooling system
heat exchanger
branch
pump
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
EP07022194A
Other languages
German (de)
English (en)
Other versions
EP1923549B1 (fr
EP1923549A3 (fr
Inventor
Eberhard Pantow
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.)
Mahle Behr GmbH and Co KG
Original Assignee
Behr GmbH and Co KG
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 Behr GmbH and Co KG filed Critical Behr GmbH and Co KG
Publication of EP1923549A2 publication Critical patent/EP1923549A2/fr
Publication of EP1923549A3 publication Critical patent/EP1923549A3/fr
Application granted granted Critical
Publication of EP1923549B1 publication Critical patent/EP1923549B1/fr
Expired - Fee Related 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
    • 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
    • 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
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • F01P5/12—Pump-driving arrangements
    • 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
    • F01P2060/02—Intercooler
    • 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
    • F01P2060/16—Outlet manifold

Definitions

  • the invention relates to a cooling system for a motor vehicle according to the preamble of claim 1 and to a method for cooling a component of a motor vehicle according to the preamble of claim 22.
  • DE 103 19 762 A1 describes a cooling circuit of an internal combustion engine of a motor vehicle, wherein a part of the cooling circuit is branched off for cooling charge air of the internal combustion engine.
  • the branched-off part of the cooling circuit is circulated by a coolant-flow-driven turbine pump, it being possible in an embodiment according to FIG. 6 to bridge the turbine pump via an adjustable multi-way valve.
  • a branch line is advantageously provided, wherein the branch line leads from the main branch to the low-temperature cooler.
  • a branch line allows in a simple manner that the low-temperature radiator is charged in a certain mode with only circulated by the main pump coolant.
  • Such an operating mode is particularly useful in a warm-up phase of the vehicle engine, in which there is no circulation of the coolant in the main branch.
  • the branch line branches in the flow direction towards the vehicle engine and before the main pump. As a result, the flow resistance of the main pump is avoided for the branched coolant flow, the branch after the vehicle engine structurally simple manner and in particular in existing systems can be integrated.
  • the pump unit comprises a coolant-driven turbine and a pump driven therefrom, wherein in particular turbine and pump are arranged on a common shaft.
  • a pump unit is convenient and inexpensive. Due to the arrangement on the common shaft construction costs and components are saved, in particular with an optional connection of the coolant circuits through the coolant radiator and the low-temperature radiator no costly sealing measures between the turbine and pump part of the pump unit are required.
  • the pump unit may preferably be formed of plastic and generally features according to the cited document DE 103 19 762 A1 exhibit.
  • the inner coolant circuit comprises a throttle member, wherein ademitteistrom the branch line adjustable via the throttle member is.
  • the throttle member is controlled in a simple manner, the pressure drop across the branch line and thus the coolant flow of the branch line.
  • throttling of the coolant flow in the inner cooling circuit of the vehicle engine is harmless in a wide context and possibly leads advantageously to a faster heating of the vehicle engine during cold start.
  • the throttle member is arranged as a particular thermo-mechanical throttle valve in the inner coolant circuit.
  • a thermomechanical valve is to be understood as meaning any component which has an immediate conversion of heat into a mechanical force, such as expansion elements, bimetallic elements and the like. Under this term, such components are to be detected in which the control characteristic of the thermo-mechanical element z. B. additional electrical heating elements can be influenced; Such components are known in practice in the form of thermostats under the term "map thermostats". To save costs and space, it is preferably provided that the throttle member is designed as a structural unit with a branch of the branch line.
  • a throttle valve for adjustably limiting the flow through the heat exchanger is arranged in the coolant flow of the heat exchanger.
  • an immediate limit of the amount of coolant flowing through the heat exchanger can be set, which z. B. may be advantageous if the heat exchanger in certain operating conditions should have a reduced cooling capacity or when an increased coolant flow is requested by the vehicle engine during the warm-up phase.
  • the control of the throttle valve in particular of parameters of the depend on the element to be cooled by the heat exchanger or generally by a control electronics of the vehicle.
  • the coolant flow through the vehicle engine and the coolant flow through the heat exchanger are essentially separated, at least during a complete opening of the thermostat.
  • sufficient cooling of the coolant flow flowing through the heat exchanger can be achieved even when the vehicle engine is warm.
  • the coolant flow on the outlet side of the engine typically has temperatures of up to 120 ° C, so that the flow through the low-temperature radiator with such a hot coolant would not lead to sufficient cooling for the feed of the heat exchanger.
  • the coolant flow separated from the engine cooling circuit is then circulated through the low temperature cooler and heat exchanger by means of the pump unit, the drive energy for the pump part of the pump unit being taken from the flow of vehicle engine coolant in the main branch.
  • a check valve is arranged in the coolant flow of the heat exchanger. In this way it can be ensured even in case of malfunction and unfavorable pressure conditions that the coolant in the branch of the heat exchanger can flow only in a defined direction, whereby in particular a shortage of the vehicle engine is excluded with coolant.
  • a branch is arranged downstream of the heat exchanger in the flow direction, a first branch of the branch being designed as a return line to a coolant circuit of the vehicle engine, and a second branch being designed as a return line to a pump side of the pump unit.
  • the coolant circuit are operated by the heat exchanger directly via the main pump (return via the first branch) and with the engine at operating temperature by means of the return via the second branch via the pump unit.
  • the coolant radiator and the low-temperature radiator are designed as a structural unit.
  • the cooler can z. B. in the field of a vehicle front in the structural unit next to each other.
  • the coolers are arranged one behind the other, wherein the low-temperature radiator is expediently arranged with respect to the cooling air flow in front of the coolant radiator.
  • the structural unit additionally comprises the pump unit, whereby the costs are also optimized and space is saved. In addition, there are fewer potential weak points due to connections of hoses and the like.
  • a branch line between the main branch and a coolant flow of the low-temperature radiator is also preferably integrated in the structural unit and expediently also a valve member for adjusting a coolant flow through the low-temperature radiator. It is particularly optimal in the course of structural integration of the addressed components, that ultimately a cooler component with branch line, valve means for controlling the flow through the branch line and pump unit is provided, wherein the structural unit only one inlet and one outlet for the low-temperature cooler and the Has coolant radiator. Such a unit is particularly easy to integrate into existing vehicle construction spaces and in particular modularly replaced by existing components such as conventional main radiator.
  • the pump unit is arranged downstream of the coolant cooler, so that this unit does not constitute a resistance to be flowed through in the first operating mode, in particular if the coolant stream branches off through the heat exchanger between coolant cooler and pump unit.
  • the heat exchanger is a charge air cooler for the vehicle engine. It may be the only or an additional intercooler. Alternatively or additionally, the heat exchanger may also be an exhaust gas cooler, in particular for an exhaust gas recirculation system of the vehicle engine. Likewise alternatively or additionally, the heat exchanger can dissipate heat from an electrical energy source to the coolant, wherein the vehicle has in particular a hybrid drive with an electric motor supplied by the energy source. In principle, it is possible for a plurality of heat exchangers with different cooling functions to be arranged in the low-temperature cooling circuit, it being possible for the arrangement to be serial and / or parallel.
  • the object of the invention is achieved by a method according to the preamble of claim 22 by the characterizing features of claim 22.
  • the thermostat is expedient at the same time the main thermostat of the cooling circuit of the vehicle engine.
  • the inventive method is particularly preferably carried out with a cooling system according to one of claims 1 to 21.
  • the cooling system according to FIG. 1 comprises an internal cooling circuit with a main pump 1, a vehicle engine 2 following the main pump, z. B. a gasoline or diesel engine of a passenger car, a vehicle engine 2 downstream thermostat 3 and a thermostat 3 downstream and the main pump 1 in the inner circuit upstream throttle valve. 4
  • a branch 5 a branch line 6 is provided, which opens on the input side of a low-temperature cooler 7 in a low-temperature cooling circuit, which includes the low-temperature cooler 7 and this below a heat exchanger 16.
  • a heat exchanger 16 is present charge air of a compressor 9, z. B. an exhaust gas turbocharger of the engine, cooled before it is supplied to the vehicle engine 2 as combustion air.
  • a main branch of the coolant flow of the vehicle engine 2 passes through a coolant radiator 8 with fan 8 a arranged thereon, which assumes the main cooling function for the engine 2 when the engine 2 is warm and the main thermostat 3 is open.
  • a pump unit 10 Downstream of the thermostat 3 and in front of the coolant cooler 8, a pump unit 10 is arranged in the main branch, wherein the coolant flow of the main branch, ie the flow through the coolant cooler 8, drives a drive turbine 10 a of the pump unit 10.
  • the mechanical drive energy of the pump unit 10 thus comes ultimately from the main pump 1, which may be integrated in a generally known construction, in particular in the vehicle engine 2 and z. B. may be driven by a timing belt or accessory drive belt of the engine.
  • a pump side 10 b of the pump unit 10 is arranged in front of the low-temperature cooler 7, so that the coolant by means of the pump unit 10th can be promoted by low-temperature cooler 7 and subsequent heat exchanger 16.
  • the heat exchanger 16 is followed by a throttle valve 11, via which the size of the coolant flow through the heat exchanger 16 is adjustable.
  • the throttle valve 11 is optional for the present structure of the first embodiment.
  • the cooling circuit to a branch 12 After the throttle valve 11, the cooling circuit to a branch 12, the first branch 12a on the output side of the coolant radiator 8 and before the main pump 1 opens into the main branch.
  • a check valve 13 is arranged, via which it is ensured that the exit-side coolant of the coolant cooler 8 can not enter the branch 12 a, but is reliably returned to the vehicle engine 2.
  • a second branch 12b of the branch 12 leads to the suction side of the pump 10b of the pump unit 10.
  • a warm-up phase of the internal combustion engine 2 which is shown in Fig. 2, the thermostat 3 is closed, so that the main pump 1 circulates only the internal cooling circuit of the vehicle engine 2 in a known per se.
  • This branched-off part of the coolant flow conveyed by the main pump 1 enters the low-temperature cooler 7 and subsequently into the heat exchanger 16, wherein the coolant cooled by the low-temperature cooler 7 has considerably lower temperatures than the coolant leaving the engine 2.
  • the warm-up phase of internal combustion engines is typically up to internal circulation temperatures around 85 ° C (start of thermostat opening). It has been found that, at these temperature ranges, cooling by the low-temperature cooler 7 is regularly sufficient to allow indirect charge air cooling or also exhaust gas cooling.
  • the coolant lines shown in dotted lines in the respective operating state shown (in Fig. 2: warm-up phase of the engine) is not flowed through.
  • the pump unit 10 In the warm-up phase, in particular the pump unit 10 is not flowed through, so that the entire flowing through the heat exchanger 16demitteistrom is funded by the main pump 1.
  • the operating state after opening of the thermostat 3 with operating-warm combustion engine 2 is shown in Fig. 3.
  • the branch line 6 is no longer flowed through by coolant, since the inner coolant circuit is shut off by the position of the thermostat 3.
  • two separate circuits exist, one of which is an engine coolant circuit with main pump, vehicle engine, thermostat, turbine side 10 a of the pump unit 10 and main cooler 8.
  • the seconddestoffkrels is a low-temperature coolant circuit with low-temperature cooler 7, heat exchanger 16, throttle valve 11 and pump part 10b of the pump unit 10. This separation allows a sufficiently low coolant temperature at the heat exchanger 16 even when the engine is warm.
  • FIG. 6 Another embodiment of the invention is shown in FIG. With regard to the conception of the engine cooling circuit, the difference to the first exemplary embodiment results here that the thermostat 3 is arranged on the output side of the coolant cooler 8 and in front of the main pump 1, which is also referred to as "entry control" with respect to the vehicle engine 2.
  • the branch 5 of the branch line 6 takes place in the inner circuit in front of the thermostat 3. Since thus there would always exist a certain pressure drop across the branch line 6 when the engine is warm (see illustration according to FIG. 6), the branch line 6 is designed to be shut off via a suitable means. In the present case, this barrier is designed as an acting on branch line 6 and cooling line of the inner circle throttle member 14, wherein the throttle member 14 may cause a complete shut-off of the line 6.
  • the throttle element 14 can also be integrated into the branch line 6 as a simple serial throttle valve be. This is a possible solution in particular if a sufficient pressure drop for the branch line 6 is available via the flow resistance of the main thermostat 3.
  • the throttle member 14 is formed in a preferred embodiment as a thermomechanical valve. This eliminates costly and trouble-prone control means, as would be required for electromechanical control valves.
  • the thermo-mechanical throttle member 14 is analogous to a map thermostat is formed, for example by combining a thermomechanical component such as a Dehnscherlement with a controllable electrical heating element for influencing the control characteristics of the thermo-mechanical element.
  • the third exemplary embodiment according to FIG. 7 is a modification of the exemplary embodiment according to FIGS. 4 to 6.
  • the branch 5 the branch line 6 is arranged in this case after a motor outlet-side branch 15 of the inner circle and immediately in front of the drive side 10a of the pump unit 10.
  • the throttle member 14 is serially integrated as an adjustable cross-sectional narrowing throttle valve in the branch line.
  • An embodiment according to FIG. 7 is particularly simple and can be integrated with only a few changes in a motor vehicle, depending on the given installation space.
  • FIG. 7 it is possible in an embodiment according to FIG. 7 to integrate all of the components labeled A (see dashed enclosure A in FIG. 7) as a structural unit. These are the coolant cooler 8, the low-temperature cooler 7, the pump unit 10 and the throttle member 14 and the branch line 6.
  • This integrated structural unit is ideally a cooler module with only two input-side connection lines and two output-side connection lines.
  • Such an integration of the pump 10 and the throttle member 14 can be done for example in a water tank of the coolant radiator or the low-temperature radiator.
  • the water box could form part of the pump housing. It may be the water tank of a multi-circuit cooler, ie a combination of main cooler and low-temperature cooler. This may be either a single-row system, in which the low-temperature cooler 7 is arranged in the same cooler block next to the coolant cooler 8, wherein in particular the pump unit 10 may be integrated in the partition wall area.
  • low-temperature coolers 7 and coolant coolers 8 are formed one behind the other, but as an integrated component with a common, internally divided water box, wherein preferably the pump unit 10 is integrated in the common water box.
  • the pump unit 10 is arranged downstream of the coolant cooler 8.
  • the branch line 6 branches off via its branch 5 on the outlet side of the coolant cooler 8, but even before the pump unit 10.
  • a throttle member 14 for shutting off the branch line 6 in normal operation of the cooling system is arranged.
  • the components according to the identification B are structurally integrated in the fourth exemplary embodiment, namely coolant radiator 8, low-temperature radiator 7, branch line 6, throttle element 14 and pump unit 10.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
  • Motor Or Generator Cooling System (AREA)
EP20070022194 2006-11-15 2007-11-15 Système de refroidissement pour un véhicule automobile Expired - Fee Related EP1923549B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200610054223 DE102006054223A1 (de) 2006-11-15 2006-11-15 Kühlsystem für ein Kraftfahrzeug

Publications (3)

Publication Number Publication Date
EP1923549A2 true EP1923549A2 (fr) 2008-05-21
EP1923549A3 EP1923549A3 (fr) 2009-12-09
EP1923549B1 EP1923549B1 (fr) 2012-11-14

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EP20070022194 Expired - Fee Related EP1923549B1 (fr) 2006-11-15 2007-11-15 Système de refroidissement pour un véhicule automobile

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EP (1) EP1923549B1 (fr)
DE (1) DE102006054223A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011085961A1 (de) * 2011-11-08 2013-05-08 Behr Gmbh & Co. Kg Kühlkreislauf
WO2013095262A1 (fr) * 2011-12-23 2013-06-27 Scania Cv Ab Dispositif et procédé pour refroidissement d'agent de refroidissement dans un système de refroidissement dans un véhicule
GB2570656A (en) * 2018-01-31 2019-08-07 Safran Electrical & Power Coolant system
EP3402964A4 (fr) * 2016-01-15 2019-08-21 Scania CV AB Système de refroidissement pour un moteur à combustion et système de récupération de chaleur perdue
CN113199936A (zh) * 2021-06-18 2021-08-03 一汽解放汽车有限公司 车用冷却系统管路分配设计方法、车用冷却系统

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008044672A1 (de) * 2008-08-28 2010-03-04 Behr Gmbh & Co. Kg Gaskühler für einen Verbrennungsmotor
DE102012001675A1 (de) 2012-01-28 2013-08-01 Daimler Ag Kreislaufanordnung zur Kühlung von Verbrennungsluft einer Verbrennungskraftmaschine eines Kraftfahrzeugs und Verfahren zum Betrieb einer Kreislaufanordnung zur Kühlung von Verbrennungsluft einer Verbrennungskraftmaschine eines Kraftfahrzeugs
DE102013021090B4 (de) * 2013-12-18 2021-02-04 Deutz Aktiengesellschaft Kühlwassersteuerung
DE102015015488B4 (de) * 2015-11-30 2020-12-24 Audi Ag Kreislaufanordnung zur Kühlung von Verbrennungsluft einer Brennkraftmaschine eines Fahrzeugs

Citations (1)

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Publication number Priority date Publication date Assignee Title
DE10319762A1 (de) 2003-04-30 2004-12-02 Behr Gmbh & Co. Kg Kreislauf zur Kühlung von Ladeluft und Verfahren zum Betreiben eines derartigen Kreislaufs

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US3134371A (en) * 1962-10-29 1964-05-26 Cooper Bessemer Corp Cooling system for internal combustion engines
FR1597204A (fr) * 1968-12-27 1970-06-22
DE19637817A1 (de) * 1996-09-17 1998-03-19 Laengerer & Reich Gmbh & Co Einrichtung und Verfahren zum Kühlen und Vorwärmen
DE19834135A1 (de) * 1998-07-29 2000-02-03 Daimler Chrysler Ag Aufladbare Brennkraftmaschine
DE10317003A1 (de) * 2003-04-11 2004-12-09 Behr Gmbh & Co. Kg Kreislaufanordnung zur Kühlung von Ladeluft und Verfahren zum Betreiben einer derartigen Kreislaufanordnung
DE10332949A1 (de) * 2003-07-19 2005-02-10 Daimlerchrysler Ag Vorrichtung zum Kühlen und Vorwärmen

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10319762A1 (de) 2003-04-30 2004-12-02 Behr Gmbh & Co. Kg Kreislauf zur Kühlung von Ladeluft und Verfahren zum Betreiben eines derartigen Kreislaufs

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011085961A1 (de) * 2011-11-08 2013-05-08 Behr Gmbh & Co. Kg Kühlkreislauf
US8985066B2 (en) 2011-11-08 2015-03-24 Behr Gmbh & Co. Kg Cooling circuit
WO2013095262A1 (fr) * 2011-12-23 2013-06-27 Scania Cv Ab Dispositif et procédé pour refroidissement d'agent de refroidissement dans un système de refroidissement dans un véhicule
CN104011343A (zh) * 2011-12-23 2014-08-27 斯堪尼亚商用车有限公司 对车辆内的冷却系统中的冷却剂进行冷却的设备和方法
US20140326443A1 (en) * 2011-12-23 2014-11-06 Scania Cv Arrangement and method for cooling of coolant in a cooling system in a vehicle
EP3402964A4 (fr) * 2016-01-15 2019-08-21 Scania CV AB Système de refroidissement pour un moteur à combustion et système de récupération de chaleur perdue
US10830121B2 (en) 2016-01-15 2020-11-10 Scania Cv Ab Cooling system for a combustion engine and a WHR system
GB2570656A (en) * 2018-01-31 2019-08-07 Safran Electrical & Power Coolant system
GB2570656B (en) * 2018-01-31 2022-02-16 Safran Electrical & Power Coolant system
CN113199936A (zh) * 2021-06-18 2021-08-03 一汽解放汽车有限公司 车用冷却系统管路分配设计方法、车用冷却系统

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Publication number Publication date
EP1923549B1 (fr) 2012-11-14
EP1923549A3 (fr) 2009-12-09
DE102006054223A1 (de) 2008-05-21

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