EP2299083A1 - Système de refroidissement - Google Patents

Système de refroidissement Download PDF

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Publication number
EP2299083A1
EP2299083A1 EP10170841A EP10170841A EP2299083A1 EP 2299083 A1 EP2299083 A1 EP 2299083A1 EP 10170841 A EP10170841 A EP 10170841A EP 10170841 A EP10170841 A EP 10170841A EP 2299083 A1 EP2299083 A1 EP 2299083A1
Authority
EP
European Patent Office
Prior art keywords
coolant
exhaust gas
gas recirculation
valve
cooling system
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
EP10170841A
Other languages
German (de)
English (en)
Other versions
EP2299083B1 (fr
Inventor
Peter Schubert
Carl Bohman
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2299083A1 publication Critical patent/EP2299083A1/fr
Application granted granted Critical
Publication of EP2299083B1 publication Critical patent/EP2299083B1/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
    • 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

Definitions

  • the invention relates to a cooling system.
  • the invention relates to a cooling system for an internal combustion engine.
  • An exhaust gas recirculation system returns a part of the exhaust gas that the engine discharges on its exhaust side to the intake side of the engine. Further reduction of pollutants can be achieved by additionally cooling the exhaust gases in the exhaust gas recirculation system.
  • Conventional exhaust gas recirculation systems are connected to a cooling circuit of the internal combustion engine, wherein circulates a coolant in the cooling circuit to absorb heat and transport. Excess heat is released by means of a radiator of the cooling circuit to an ambient air.
  • a flow of coolant through the internal combustion engine is throttled or completely prevented in order to allow a rapid heating of the internal combustion engine.
  • no coolant flows through the exhaust gas recirculation system.
  • the exhaust gas recirculation system is thermally heavily loaded, which can affect a lifetime and reliability of the exhaust gas recirculation system.
  • pollutants are reduced less than in an operating phase of the internal combustion engine, which is an additional environmental impact.
  • a turbocharger of the internal combustion engine which is also cooled by means of coolant, can set corresponding thermal requirements, such as the exhaust gas recirculation system.
  • the invention is based on the object to provide an improved cooling system.
  • a first coolant path extends through an internal combustion engine and a second coolant path through an exhaust gas recirculation system, wherein both coolant paths are connected in parallel with a radiator.
  • Coolant can be conveyed by means of a first coolant pump by the internal combustion engine. If the outlet side of the first coolant pump is accessible, the flow of coolant provided by the first coolant pump can also be conducted through the exhaust gas recirculation system. In this case, a controllable first coolant valve may be provided to control the cooling effect of the exhaust gas recirculation system.
  • a second coolant pump may be provided which conveys coolant from the radiator through the exhaust gas recirculation system. This arrangement is particularly advantageous when an outlet side of the first coolant pump is difficult to access. A cooling effect of the exhaust gas recirculation system may be controlled by the second coolant pump.
  • the exhaust gas recirculation system may include an exhaust gas recirculation valve and an exhaust gas recirculation cooler, which are flowed through in parallel by coolant. This allows improved cooling and thus an increase in the reliability of the exhaust gas recirculation valve with improved pollutant reduction.
  • a second coolant valve By means of a second coolant valve, coolant leaving the internal combustion engine can be recirculated directly to the radiator in a first flow and returned to the radiator in a second flow parallel to the first flow through a first heat exchanger.
  • the first heat exchanger may belong to an oil circuit of the internal combustion engine, so that a warm-up operation of the internal combustion engine can be controlled independently of a cooling of the exhaust gas recirculation system and the internal combustion engine.
  • the second coolant valve may also control a further flow of coolant to a second heat exchanger, which is part of an interior heating of the motor vehicle.
  • a conventional three-way valve may be used to control a refrigeration cycle through the engine that is independent of exhaust gas recirculation cooling.
  • the second coolant valve may be a three-way valve with a control disk, so that by rotating the control disk, the cooling conditions between the radiator, the first heat exchanger and the second heat exchanger are coupled coupled. A number of actuators can thus be minimized and a control device for the three-way valve can be designed accordingly simpler.
  • FIG. 1 1 shows a cooling system 100 for an internal combustion engine 105.
  • the cooling system 100 includes a radiator 110 that is provided with a first coolant path 115 and a second coolant path 120.
  • the radiator 110 includes an inlet for high temperature coolant on its right side and an outlet for low temperature coolant on its left side.
  • the coolant can be formed for example by water, glycol, alcohol or other liquids or liquid mixtures.
  • the radiator is usually designed as a heat exchanger with an ambient air and can be forced ventilated, for example by means of a blower (not shown), which may be driven electrically or by means of the internal combustion engine 105.
  • the first coolant path 115 starts at the outlet of the radiator 110 and leads from there to a first coolant pump 125.
  • the first coolant pump 125 is usually driven by the engine 105 and may be located in a housing which is flanged to the engine 105 or formed directly on the engine 105 is.
  • the first coolant path 115 continues from the first coolant pump 125 to the engine 105. This connection can be integrated with the engine 105 in such a way that it is practically inaccessible from the outside.
  • the first coolant path 115 continues through the engine 105, which may be a reciprocating engine or other internal combustion engine. From the internal combustion engine 105, the first coolant path 115 extends into a three-way valve 130.
  • the three-way valve 130 is typically a spool valve that includes a control disc with control ports.
  • the three-way valve 130 may be a three-port wax expansion thermostat.
  • the wax expansion thermostat can be influenced in its passage behavior.
  • One side of the control disk is fluid-tightly connected in a port E of the three-way valve 130.
  • the control disk is rotatable about an axis so that the control ports are more or less aligned with ports leading to three different outlets A, B and C of the three-way valve 130.
  • the control angle of the control disk is usually by means of an electric motor (not shown ) controlled as a function of one or more temperatures of the cooling system 100.
  • the first coolant path 115 continues from the three-way valve 130 through the port C to the inlet of the radiator 110. Another portion of the first coolant path 115 extends from the three-way valve 130 through the port B to the oil cooler 135 and from there to the outlet the radiator 110.
  • the oil cooler 135 is connected to an oil circuit of the internal combustion engine 105 and can be used both to introduce heat into the oil circuit to heat the engine 105 in a warm-up phase as quickly and uniformly as possible to an operating temperature, or heat in an operating phase remove from the engine 105, so that a maximum allowable operating temperature of the engine 105 is not exceeded.
  • first coolant path 115 extends from the three-way valve 130 through its port A to an interior heater 140 and from there to the outlet of the radiator 110.
  • the recirculation of coolant from the oil cooler 135 and the interior heater 140 to the outlet of the radiator 110 is selected so as to be able to use the oil cooler 135, the interior heater 140 and the radiator 110 in parallel with the heat dissipation from the internal combustion engine 105.
  • the three-way valve 130 controls the distribution of coolant and thus the distribution of heat to the oil cooler 135, the interior heater 140 and the radiator 110.
  • the second coolant path 120 extends from the outlet of the radiator 110 to a second coolant pump 145.
  • the second coolant pump 145 may be electrically driven and controllable by means of the drive in its flow rate.
  • the second coolant path 120 extends into an exhaust gas recirculation system 170 that includes an exhaust gas recirculation cooler 150 and an exhaust gas recirculation valve 155, with coolant flowing in parallel through the exhaust gas recirculation cooler 150 and the exhaust gas recirculation valve 155.
  • the coolant first flows through the exhaust gas recirculation valve 155 and from there into the exhaust gas recirculation cooler 150.
  • the reverse order is also possible. Exhaust gases emitted from the engine 105 are passed through the exhaust gas recirculation cooler 150 and the exhaust gas recirculation valve 155 back to a combustion train of the engine 105.
  • the second coolant path 120 optionally extends (indicated by dashed lines) through one to the turbocharger 190 for the internal combustion engine 105.
  • the turbocharger 190 is connected in parallel with the exhaust gas recirculation system 170 in the second coolant path 120 to provide maximum cooling of the turbocharger 190 during the warm - up phase of the engine To provide internal combustion engine 105.
  • the turbocharger 190 may be serially connected to the exhaust recirculation cooler 150 and / or to the exhaust gas recirculation valve 155.
  • the turbocharger 190 may replace some or all of the elements of the exhaust gas recirculation system 170.
  • the turbocharger 190 typically heats faster than the engine 105, such that during the warm-up phase of the engine 105, cooling of the turbocharger 190 provided by the second coolant path 120 may be required. Flow of coolant through the engine 105 is unnecessary for cooling the exhaust gas recirculation system 170 or the turbocharger 190. Improved cooling of the turbocharger 190 in the operating phase of the internal combustion engine 105 by means of coolant of the lowest temperature available in the cooling system 100 may increase the life of the turbocharger 190.
  • the second coolant path 120 continues to a backflow barrier 180 and from there to the inlet of the radiator 110.
  • the backflow barrier 180 is configured to provide a flow of coolant opposite to that in FIG FIG. 1 indicated direction of the arrow of the second coolant path 120 and in particular a backflow of hot coolant from the inlet of the radiator 110 into the exhaust gas recirculation system 170 to prevent.
  • the return flow barrier 180 may also be part of the second coolant path 120 between the outlet of the radiator 110 and the suction side of the second coolant pump 145.
  • the return flow barrier 180 can be designed to be integrated with the second coolant pump 145, either by integration into a component or by an already realized by the second coolant pump 145 Blocking effect, for example, if the second coolant pump 145 is designed as a diaphragm or piston pump.
  • the exhaust gas recirculation cooler 150 is usually also designed as a heat exchanger with the coolant of the second coolant path 120.
  • the exhaust gas recirculation valve 155 may include an electric servomotor (not shown) that may be driven by a controller. Exhaust gases in the region of the exhaust gas recirculation valve 155 can reach temperatures of 600 ° C. and more, so that an uncooled exhaust gas recirculation valve 155 can be thermally loaded to such an extent that the servo motor and possibly the control device overheat.
  • FIG. 12 shows a cooling system 200 as an alternative embodiment to the cooling system 100 FIG. 1 ,
  • the first coolant pump 125 delivers coolant to both the first coolant path 115 and the second coolant path 120. Otherwise, the first coolant path 115 extends as in FIG FIG. 1 shown.
  • the second coolant path 120 extends from the outlet side of the first coolant pump 125 to an optional coolant valve 160. From the coolant valve 160, the second coolant path 120 extends in parallel through the exhaust gas recirculation cooler 150 and the exhaust gas recirculation valve 155 and together to the inlet of the radiator 110.
  • the coolant valve 160 may alternatively be provided in the connection of the exhaust gas recirculation cooler 150 and the exhaust gas recirculation valve 155 to the radiator 110.
  • the coolant valve 160 is controllable, so that a flow of coolant through the exhaust gas recirculation cooler 150 and the exhaust gas recirculation valve 155 in the context of the promotion of coolant through the first coolant pump 125 is controllable.
  • a control can be proportional by means of a servo valve or clocked. The control can be carried out, for example, as a function of one or more temperatures in the cooling system 200. The controller may also consider the position of the three-way valve 130.
  • the non-return valve 180 may be integrated with the coolant valve 160.
  • a controllable coolant valve 160 may also provide the functionality of the non-return valve 180 by being opened only when there is no fear of backflow of coolant from the entrance of the radiator 110 into the exhaust gas recirculation system 170. This may be determined from pressure or temperature measurements within the cooling system 200 and / or read from operating conditions of valves and pumps in the cooling circuit 200.
  • the cooling system 200 provides over the cooling system 100 FIG. 1 the advantage that no additional coolant pump 145 is required. However, a precondition for use of the cooling system 200 is an accessibility of the connection between the first coolant pump 125 and the internal combustion engine 105.
  • FIG. 3 FIG. 12 shows a cooling system 300 based on the cooling system 100 FIG. 1 ,
  • the three-way valve 130 is not arranged on a coolant outlet side of the internal combustion engine 105, but on a coolant inlet side of the first coolant pump 125 in the first coolant path 115.
  • the port A of the three-way valve 130 is connected to the outlet of the radiator 110, the port B to an outlet side of the oil cooler 135, the port C to an outlet side of the interior heater 140, and the port E to the inlet side of the first coolant pump 125.
  • the cooling circuit 300 differs only from the cooling circuit 100 only by a down-flow control instead of an inflow control of coolant from / to the internal combustion engine 105.
  • a choice between the two alternative cooling systems may be based on what connections which elements on a given motor vehicle are best accessible.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
EP20100170841 2009-08-24 2010-07-27 Système de refroidissement Not-in-force EP2299083B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200910028827 DE102009028827A1 (de) 2009-08-24 2009-08-24 Kühlsystem

Publications (2)

Publication Number Publication Date
EP2299083A1 true EP2299083A1 (fr) 2011-03-23
EP2299083B1 EP2299083B1 (fr) 2012-07-04

Family

ID=43365299

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20100170841 Not-in-force EP2299083B1 (fr) 2009-08-24 2010-07-27 Système de refroidissement

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EP (1) EP2299083B1 (fr)
DE (1) DE102009028827A1 (fr)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2887620A1 (fr) * 2005-06-28 2006-12-29 Denso Corp Dispositif d'echange de chaleur pour gaz d'echappement
EP1995424A2 (fr) * 2007-05-07 2008-11-26 Nissan Motor Co., Ltd. Système de refroidissement de moteur à combustion interne
WO2009085055A1 (fr) * 2008-01-03 2009-07-09 Mack Trucks, Inc. Circuit de refroidissement de recirculation des gaz d'échappement

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2887620A1 (fr) * 2005-06-28 2006-12-29 Denso Corp Dispositif d'echange de chaleur pour gaz d'echappement
EP1995424A2 (fr) * 2007-05-07 2008-11-26 Nissan Motor Co., Ltd. Système de refroidissement de moteur à combustion interne
WO2009085055A1 (fr) * 2008-01-03 2009-07-09 Mack Trucks, Inc. Circuit de refroidissement de recirculation des gaz d'échappement

Also Published As

Publication number Publication date
DE102009028827A1 (de) 2011-03-03
EP2299083B1 (fr) 2012-07-04

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