EP2868909A1 - Vorrichtung zur Kühlung elektronischer Komponenten in einem Fahrzeug - Google Patents

Vorrichtung zur Kühlung elektronischer Komponenten in einem Fahrzeug Download PDF

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Publication number
EP2868909A1
EP2868909A1 EP20130464017 EP13464017A EP2868909A1 EP 2868909 A1 EP2868909 A1 EP 2868909A1 EP 20130464017 EP20130464017 EP 20130464017 EP 13464017 A EP13464017 A EP 13464017A EP 2868909 A1 EP2868909 A1 EP 2868909A1
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EP
European Patent Office
Prior art keywords
pipe
engine
air flow
air duct
air
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.)
Withdrawn
Application number
EP20130464017
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English (en)
French (fr)
Inventor
Ciprian-Dan Toma
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.)
Continental Automotive GmbH
Original Assignee
Continental Automotive 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 Continental Automotive GmbH filed Critical Continental Automotive GmbH
Priority to EP20130464017 priority Critical patent/EP2868909A1/de
Publication of EP2868909A1 publication Critical patent/EP2868909A1/de
Withdrawn legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
    • F02M35/10249—Electrical or electronic devices fixed to the intake system; Electric wiring
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
    • F02M35/10255—Arrangements of valves; Multi-way valves

Definitions

  • the invention discloses an apparatus for actively cooling an electronic component in a vehicle.
  • ECU electronice control unit
  • ECUs are increasingly used in motor vehicles to perform a wide range of functions including engine control, powertrain control, brace control, suspension control, climate control, electronic stability control etc.
  • an electronic control unit such as an engine control unit may comprise power electronics.
  • the ECU consumes more electricity thereby producing unwanted heat.
  • the maximum temperature of a regular central processing unit (CPU) usually lies at around 70°C. Above this temperature the performance and lifetime of the CPU decrease dramatically. For this reason, ECUs and CPUs may be protected by heat sinks which absorb the dissipated heat and deliver it to an ambient medium such as air or a liquid.
  • Another way to prevent CPU overheating is to use multiple processing cores. However, data inconsistency and data incoherency between multiple cores and additional costs are problems that arise when using multiple processing cores. Another option is to provide fans for actively cooling the electronic components.
  • fans comprise moving parts which limit their reliability and lifetime, especially with respect to the harsh environment in an engine compartment, i.e. high temperatures, vibrations and dust, and the lifetime of a motor vehicle which typically lies between 10-20 years. Fans also cause additional costs and a higher complexity of the system.
  • the present invention aims to construct a reliable and cost-efficient cooling apparatus for electronic components in a vehicle.
  • the apparatus comprises a main air duct for supplying an engine of the vehicle with air.
  • the main air duct in particular receives a forced air flow via suction of the engine.
  • a mass air flow sensor is disposed in the main air duct for measuring an amount of air, i.e. in particular forced air from the main duct - entering the engine.
  • a pipe for cooling the electronic component with forced air is connected to the main air duct and arranged upstream of the mass air flow sensor.
  • the electronic component in the vehicle is cooled with a forced air flow generated by suction of the engine.
  • Said forced air flow flows faster than natural air convection.
  • more heat may be dissipated by the forced air flow compared to a natural air flow, for example due to natural convection.
  • the apparatus is particularly reliable since it does not incorporate moving parts such as fans for moving the air. Furthermore, the solution is cost-efficient as it requires only a little number of additional - and comparatively simple - parts in an existing system.
  • connection of the pipe to the main air duct upstream of the mass air flow sensor enables an accurate measurement of the amount of forced air flowing to the engine.
  • An accurate measurement of the air flowing to the engine reduces environmental pollution and decreases the risk of overcharging the engine.
  • an air filter is disposed in the main air duct or before the inlet opening of the main air duct or at an outlet opening of the main air duct for filtering the forced air before entering the engine.
  • the engine is supplied with filtered, clean air.
  • the air filter is arranged upstream of the pipe and the mass air flow sensor. Hence, filtered air flows through the mass air flow sensor, too. In this way the measurement of the mass air flow by the mass air flow sensor may be more precise.
  • a valve is disposed in the pipe for regulating an amount of forced air flowing through the pipe.
  • the valve may be operable to close, partially close or open the pipe in dependence on the valve position.
  • a temperature sensor may be disposed at the electronic components to be cooled.
  • the valve may be controlled depending on a temperature measured by the temperature sensor.
  • the temperature sensor may be connected to a control device, said control device may be operable control the valve.
  • the temperature sensor and the control device are a thermostat.
  • the electronic components When the electronic components are sufficiently cold, it may be unnecessary to cool them with forced air, for instance in case of the vehicle being exposed to cold weather. In case the temperature of ambient air is below 0°C it may even be unfavourable to provide the electronic components with cold air.
  • Some electronic components do not function well at low temperatures; in addition, some components may freeze over.
  • a signal sent by the thermostat may close the valve in case a temperature of the electronic components falls below a preset temperature. As a result, the entire forced air flow may flow towards the engine.
  • the engine may receive a maximum of forced air. This may be also advantageously used to alleviate the so-called turbo lag effect in turbocharged engines.
  • a closed valve in the pipe may also be beneficial at ignition of a cold engine or when the vehicle accelerates. However, when the temperature of the electronic components reaches a predetermined value e.g. 50°C or more, a signal of the control device may open or partially open the valve to cool the electronic components down with forced air.
  • a predetermined value e.g. 50°C or more
  • the mass air flow sensor may also be operable to control the valve, thereby in particular ensuring a sufficient amount of forced air entering the engine. As described above it may be beneficial to provide the engine with a maximum of forced air.
  • the air mass flow sensor directly measures the amount of forced air flowing towards the engine. In case the amount of air is not sufficient for optimal driving conditions and the temperature of the electronic components is not so high that overheating of the components may occur, the valve disposed in the pipe may be closed or partially closed.
  • the control device and the mass air flow sensor interact in order to control the valve and to provide both the engine and the electronic components with a sufficient amount of forced air.
  • a throttle may be disposed in the main air duct for regulating the amount of forced air entering the engine.
  • the throttle is disposed downstream of the mass air flow sensor.
  • the amount of air detected by the mass air flow sensor is an accurate representation of the air flowing to the throttle.
  • the mass air sensor may be connected to the throttle to control the degree of opening of the throttle.
  • the throttle may be a butterfly valve.
  • An angle between the pipe and a part of the main air duct upstream of the pipe may be obtuse or acute.
  • the forced air flows from the main air duct through the pipe before it reaches the electronic component.
  • the air filter is mounted upstream of the pipe, the air flow is filtered before entering the pipe. Accordingly, the electronic component may be cooled with clean air resulting in a better performance and longer lifetime of the electronic components.
  • a cooling nozzle may be mounted between the pipe and the electronic component. In this way, the direction and speed of the forced air flow can be controlled more precisely.
  • an angle between the pipe and a part of the main air duct upstream of the pipe is acute. Consequently, the air flow in the pipe has an opposite direction.
  • forced air is transported via the electronic component into the pipe and from there into the main air duct.
  • the valve in the pipe may be omitted as the entire forced air flow enters the engine.
  • a valve controlled by a control unit is used here as well to prevent the electronic components from low temperatures as outlined above.
  • the electronic component may be represented by an electronic control unit (ECU) of the vehicle, in particular by an engine control unit.
  • ECU electronice control unit
  • the ECU may be positioned in a housing. That the ECU is positioned in the housing in particular means that the ECU, in particular a casing of the ECU is partially or completely surrounded by the housing.
  • Said housing may comprise a first opening and at least one second opening for receiving and expelling or expelling and receiving forced air, depending on the angle between the pipe and the main air duct.
  • the pipe may connect the main air duct to the first opening of the housing.
  • the first opening may be an inlet opening for receiving forced air.
  • a cooling nozzle may be arranged at the outlet opening of the pipe and at the inlet opening of the housing to improve a direction and velocity of the air flow within the housing.
  • the forced air may be expelled via the at least one second opening of the housing.
  • the at least one second opening may comprise a plurality of outlet openings.
  • An additional air filter may then be located at the at least one second opening of the housing.
  • the at least one second opening may comprise a plurality of inlet openings.
  • the ECU may feature a heat sink for passively cooling the electronic components in the ECU.
  • the heat sink in turn may be actively cooled by the forced air flow, and may exhibit a plurality of fins.
  • the electronic control unit has a casing with an interior in which a circuit board is arranged.
  • the casing comprises the heat sink.
  • the heat sink comprises a plurality of elongated cooling fins.
  • the cooling fins are arranged at an outer surface of the casing.
  • the cooling fins are in one piece with the casing.
  • the cooling fins may be arranged parallel to one another with respect to the elongated direction.
  • the housing is preferably positioned so that it covers the cooling fins.
  • the first opening of the housing is positioned adjacent to one lateral end of the cooling fins and the at least one second opening is positioned adjacent to an opposite lateral end of the cooling fins. Said lateral ends are delimiting the cooling fins in the elongated direction.
  • the forced air flow may be directed along the cooling fins in the elongated direction between the first and second openings, so that particularly good heat dissipation from the cooling fins is achievable by means of convection.
  • FIG. 1 shows an apparatus 1 for an cooling electronic component 2 of a vehicle.
  • An air intake manifold of an engine 3 forces air into a main air duct 4.
  • a flow direction of the forced air is indicated by arrows.
  • the forced air is filtered through an air filter 5.
  • a mass air flow sensor 6 is mounted in the main air duct 4 downstream of the air filter 5. Said mass air flow sensor 6 measures the amount of air flowing towards the engine 3.
  • the air mass sensor 6 may for instance be a vane meter, a cold wire, a hot wire, a membrane sensor, laminar flow elements or a Kármán vortex sensor.
  • a throttle 7 is disposed downstream of the air mass sensor 6 in the main air duct 4 for regulating the amount of forced air entering the engine 3.
  • the throttle 7 is connected to the mass air flow sensor 6 and controlled thereby, and features a butterfly valve.
  • other devices may be used as a throttle.
  • a pipe 8 for leading an amount of forced air from the main air duct 4 onto the electronic component 2 of the vehicle is located between the air filter 5 and the mass air flow sensor 6.
  • the pipe 8 branches off from the main duct 4 between the air filter 5 and the mass air flow sensor 6.
  • One end of the pipe 8 is connected to a portion of the main air duct 4 extending from the air filter 5 to the mass air flow sensor 6.
  • the pipe 8 receives clean air due to the arrangement of the air filter 5 upstream of the pipe 8. Therefore, the electronic components 2 are cooled with clean, filtered air.
  • An outlet opening of the pipe 8 is connected to a first opening 9 of a housing 10 in which an electronic control unit (ECU) 2 is located.
  • the first opening 9 of the housing is an inlet opening through which the housing receives forced air.
  • Said housing 10 will be described in more detail in Figure 2 .
  • the ECU 2 incorporates several microcontrollers bearing single or multi core central processing units (CPUs).
  • the microcontrollers perform and control a wide range of functions within the vehicle that are not specified in detail here.
  • the CPUs show higher clock rates compared to CPUs of ECUs not being actively cooled.
  • the ECU 2 further comprises a thermostat 11 which measures the temperature of the CPUs and other electronic components.
  • the thermostat 11 and the mass air flow sensor 6 are both connected to a valve 12 which is arranged in the pipe 8.
  • the thermostat 11 and/or the mass air flow sensor 6 control the valve 12 in order to regulate the amount of forced air entering the housing 10 as well as the engine 3.
  • the main air duct 4 may exhibit a somewhat larger diameter than a main air duct without a pipe 8 in order to provide the cylinders of the engine 3 with a satisfactory amount of forced air.
  • an angle ⁇ between the pipe 8 and a part of the main air duct 4 upstream of the pipe 8 is obtuse.
  • the value of the angle ⁇ is 130°.
  • the obtuse angle ⁇ may have any value greater than 90°. Due to the obtuse angle ⁇ pipe 8 expels the forced, clean air via the first opening 9 into the housing 10.
  • the angle ⁇ between the pipe 8 and a part of the main air duct 4 upstream of the pipe 8 is acute.
  • the angle ⁇ has a value of 45°.
  • this acute angle ⁇ may have any value smaller than 90°.
  • the flow direction of the forced air within the pipe 8 of Figure 1B is opposite to the flow direction of the forced air in the pipe 8 shown in Figure 1A .
  • the pipe 8 now receives forced air from the first opening 9 of housing 10. That is, in this case the first opening 9 is the outlet opening of the housing 10.
  • an additional filter 13 is located at a plurality of second openings 14 of the housing 10 to ensure the ECU 2 to be cooled with clean, filtered air.
  • the second openings 14 are inlet openings through which the forced air enters the housing 10. The entire forced air flow reaches the engine 3 in the embodiment shown.
  • a valve is not disposed in the pipe 8.
  • a valve connected to thermostat 11 may be mounted in the pipe 8, for example to protect the electronic components from freezing over during cold weather.
  • the ECU 2 and the housing 10 are shown in more detail.
  • the angle ⁇ between the pipe 8 and a part of the main air duct 4 upstream of the pipe 8 is obtuse in the configuration shown.
  • the ECU 2 exhibits a plurality of elongated fins 15 that passively cool the ECU 2 and function as a heat sink.
  • the fins 15 are comprises at an outer surface of a casing of the ECU 2.
  • the casing encloses an interior in which a circuit board (not visible in the figures) is arranged which circuit board carries the CPUs.
  • the housing 15 is put over the fins 15 to cover a portion of the casing. In this way, the fins 15 are actively cooled by the forced air flow generated by suction of the engine.
  • a cooling nozzle 16 is mounted between the pipe 8 and the first opening 9 of the housing 10. By using this cooling nozzle 16 the ECU 2 may be efficiently cooled.
  • the cooling nozzle 16 is located above the ECU 2 in a distance of the casing and no housing is provided.
  • the nozzle may be expediently arranged such that the forced air flows along the fins 15.
  • the cooling nozzle 16 is located at an upper part of the housing 10, because most of the heat is produced in an upper part of the ECU 2 in the example shown. However, in other embodiments the nozzle 16 may also be arranged in the middle or a lower part of the housing 10 depending on where the majority of the heat is generated.
  • the housing 10 shields the ECU 2 from external heat of the engine 3 as well as it assists in removing internal heat generated by the ECU 2.
  • the housing 10 further comprises a plurality of second openings 14.
  • the second openings are outlet openings through which the forced air flow is expelled.
  • One second opening may be arranged in each case between two adjacent fins 15, for example.
  • an additional air filter 13 may be disposed at the plurality of second openings 14.
  • the invention is not limited to specific embodiments by the description on the basis of said exemplary embodiments but comprises any combination of elements of different embodiments. Moreover, the invention comprises any combination of claims and any combination of features disclosed by the claims.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cooling Or The Like Of Electrical Apparatus (AREA)
EP20130464017 2013-11-01 2013-11-01 Vorrichtung zur Kühlung elektronischer Komponenten in einem Fahrzeug Withdrawn EP2868909A1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP20130464017 EP2868909A1 (de) 2013-11-01 2013-11-01 Vorrichtung zur Kühlung elektronischer Komponenten in einem Fahrzeug

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP20130464017 EP2868909A1 (de) 2013-11-01 2013-11-01 Vorrichtung zur Kühlung elektronischer Komponenten in einem Fahrzeug

Publications (1)

Publication Number Publication Date
EP2868909A1 true EP2868909A1 (de) 2015-05-06

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EP20130464017 Withdrawn EP2868909A1 (de) 2013-11-01 2013-11-01 Vorrichtung zur Kühlung elektronischer Komponenten in einem Fahrzeug

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014225943A1 (de) * 2014-12-15 2016-06-16 Robert Bosch Gmbh Kraftfahrzeug mit einer Brennkraftmaschine und einem Kühldurchlauf für eine elektrische Maschine
JP2020084801A (ja) * 2018-11-16 2020-06-04 本田技研工業株式会社 鞍乗り型車両
FR3104213A1 (fr) * 2019-12-05 2021-06-11 Faurecia Systemes D'echappement Dispositif de refroidissement d’un organe de mesure de débit pour une ligne de recirculation de gaz d’échappement

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4403219A1 (de) * 1994-02-03 1995-08-10 Daimler Benz Ag Als Baueinheit vorfertigbares Saugmodul für eine Mehrzylnder-Brennkraftmaschine
FR2715972A1 (fr) * 1994-02-04 1995-08-11 Renault Dispositif d'admission pour un moteur à combustion interne.
EP0997632A1 (de) * 1998-10-28 2000-05-03 Rover Group Limited Luftfilteranordnung
US20020104490A1 (en) * 2001-02-07 2002-08-08 Keisuke Itakura Cooling mechanism for engine electronic control module
DE10332946A1 (de) * 2003-07-19 2005-02-03 Daimlerchrysler Ag Ansaugvorrichtung für Brennkraftmaschine
DE102005057308A1 (de) * 2005-12-01 2007-06-14 Bayerische Motoren Werke Ag Brennkraftmaschine mit Aufladung

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4403219A1 (de) * 1994-02-03 1995-08-10 Daimler Benz Ag Als Baueinheit vorfertigbares Saugmodul für eine Mehrzylnder-Brennkraftmaschine
FR2715972A1 (fr) * 1994-02-04 1995-08-11 Renault Dispositif d'admission pour un moteur à combustion interne.
EP0997632A1 (de) * 1998-10-28 2000-05-03 Rover Group Limited Luftfilteranordnung
US20020104490A1 (en) * 2001-02-07 2002-08-08 Keisuke Itakura Cooling mechanism for engine electronic control module
DE10332946A1 (de) * 2003-07-19 2005-02-03 Daimlerchrysler Ag Ansaugvorrichtung für Brennkraftmaschine
DE102005057308A1 (de) * 2005-12-01 2007-06-14 Bayerische Motoren Werke Ag Brennkraftmaschine mit Aufladung

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014225943A1 (de) * 2014-12-15 2016-06-16 Robert Bosch Gmbh Kraftfahrzeug mit einer Brennkraftmaschine und einem Kühldurchlauf für eine elektrische Maschine
JP2020084801A (ja) * 2018-11-16 2020-06-04 本田技研工業株式会社 鞍乗り型車両
FR3104213A1 (fr) * 2019-12-05 2021-06-11 Faurecia Systemes D'echappement Dispositif de refroidissement d’un organe de mesure de débit pour une ligne de recirculation de gaz d’échappement
US11313329B2 (en) 2019-12-05 2022-04-26 Faurecia Systemes D'echappement Cooling device for a flow sensor in an exhaust gas recirculation line

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