EP2876274B1 - Brennkraftmaschine - Google Patents

Brennkraftmaschine Download PDF

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Publication number
EP2876274B1
EP2876274B1 EP14178808.3A EP14178808A EP2876274B1 EP 2876274 B1 EP2876274 B1 EP 2876274B1 EP 14178808 A EP14178808 A EP 14178808A EP 2876274 B1 EP2876274 B1 EP 2876274B1
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EP
European Patent Office
Prior art keywords
cooling
coolant
cooling circuit
internal combustion
combustion engine
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.)
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Application number
EP14178808.3A
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German (de)
English (en)
French (fr)
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EP2876274A1 (de
Inventor
Christoph KÄPPNER
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Volkswagen AG
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Volkswagen AG
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Publication of EP2876274A1 publication Critical patent/EP2876274A1/de
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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
    • F01P7/164—Controlling of coolant flow the coolant being liquid by thermostatic control by varying pump speed
    • 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
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/02—Liquid-coolant filling, overflow, venting, or draining devices
    • F01P11/0204—Filling
    • 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
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/02—Liquid-coolant filling, overflow, venting, or draining devices
    • F01P11/029—Expansion reservoirs
    • 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
    • F01P3/02—Arrangements for cooling cylinders or cylinder heads
    • F01P2003/027—Cooling cylinders and cylinder heads in parallel
    • 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
    • F01P2005/105—Using two or more pumps
    • 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
    • F01P2005/125—Driving auxiliary pumps electrically
    • 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
    • F01P2007/146—Controlling of coolant flow the coolant being liquid using valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F01P2025/32—Engine outcoming fluid temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F01P2025/33—Cylinder head temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2037/00—Controlling
    • F01P2037/02—Controlling starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/04—Lubricant cooler
    • 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
    • F01P2060/08—Cabin heater
    • 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
    • F01P7/162—Controlling of coolant flow the coolant being liquid by thermostatic control by cutting in and out of pumps
    • 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 an internal combustion engine with a cooling system.
  • Internal combustion engines for motor vehicles have at least one cooling system in which a coolant is pumped by means of one or more pumps in at least one cooling circuit and thereby absorbs heat energy from integrated into the cooling circuit components, in particular the internal combustion engine and an oil cooler and / or a charge air cooler. This heat energy is then in an ambient heat exchanger, the so-called main water cooler, and temporarily in a heating heat exchanger to the ambient air, in the case of the heating heat exchanger to the provided for air conditioning of the interior of the vehicle ambient air specified.
  • a coolant is pumped by means of one or more pumps in at least one cooling circuit and thereby absorbs heat energy from integrated into the cooling circuit components, in particular the internal combustion engine and an oil cooler and / or a charge air cooler.
  • This heat energy is then in an ambient heat exchanger, the so-called main water cooler, and temporarily in a heating heat exchanger to the ambient air, in the case of the heating heat exchanger to the provided for air conditioning of the interior of the vehicle ambient air specified.
  • Cooling systems of modern motor vehicles generally have several cooling circuits.
  • a so-called large or main cooling circuit and a small cooling circuit which are partially formed integrally, and wherein the coolant is guided either via the large or the small cooling circuit by means of a thermostat-controlled valve.
  • This is done as a function of the temperature of the coolant, so that, for example, in a warm-up phase of the internal combustion engine, when the coolant has not yet reached its operating temperature range, this is conveyed in the small cooling circuit, whereby the main water cooler, i. the ambient heat exchanger, in which the coolant is mainly cooled by heat transfer to the ambient air, is bypassed.
  • the coolant in the large customer group is conveyed by means of the thermostat-controlled valve, so that overheating of the cooling system is avoided by a heat transfer from the coolant to the ambient air.
  • the heating heat exchanger as the second ambient heat exchanger is regularly integrated into the small cooling circuit, which enables the interior of the motor vehicle to be heated even in the warm-up phase of the internal combustion engine.
  • the (main) pump of the cooling system is regularly mechanically driven by the internal combustion engine of the internal combustion engine. Your output is thus in principle proportional to the speed at which a crankshaft of the internal combustion engine rotates.
  • the cooling power demand tends to increase, the theoretically achievable by the operation of the pump cooling performance in many operating conditions does not correspond to the actual cooling power requirement.
  • mechanically driven pumps are often oversized.
  • the efforts to reduce the fuel consumption of motor vehicles, has therefore led to the development of mechanically driven Kuhlkarkarpumpen that are adjustable in terms of the volume flow rate.
  • Such a controllable, mechanically driven coolant pump is for example from the DE 10 2010 044 167 A1 known
  • the main control of the volumetric flow of the coolant thus takes place by means of controllable coolant pumps while the distribution of the volumetric flow is controlled to the individual, each having a different cooling demand component cooler by means of active and in particular controlled by thermostats valves.
  • the DE 103 42 935 A1 an internal combustion engine with a cooling circuit comprising a mechanically driven by an internal combustion engine pump. The delivery volume flow of the pump is thus dependent on the speed of the internal combustion engine.
  • a plurality of individually controllable control valves are provided in the Integrated cooling circuit.
  • the DE 103 42 935 A1 further discloses that the passages of the cylinder crankcase and the cylinder head are connected in parallel, thereby making it possible to individually control the cooling capacity for these components. That from the DE 103 42 935 A1 known cooling system is relatively expensive.
  • a cooling system for a motor vehicle which comprises two cooling circuits, namely a main cooling circuit comprising the main water cooler, a main coolant pump and cooling channels of an internal combustion engine and a secondary cooling circuit comprising a heating heat exchanger for an interior heating of the motor vehicle.
  • the further an auxiliary heater and a separate, electrically operated pump having secondary cooling circuit is designed as a short circuit, ie by means of an actively controllable valve, the auxiliary cooling circuit is operable independently of the main cooling circuit.
  • cooling circuit is designed for an operating temperature of the coolant, which is above the (pressure-dependent) boiling point of water. Water that has accumulated or settled in the cooling circuit, then evaporates and should be discharged accordingly.
  • a ventilation of a cooling circuit is carried out regularly via a surge tank of the cooling system. Such a reservoir also has the task of compensating for the different thermal expansion of the coolant and is partially filled with air. For venting can lead a vent line of usually the highest point of the cooling circuit to the even higher arranged surge tank.
  • the present invention seeks to provide a simple as possible adjustable cooling system for a motor vehicle.
  • This object is achieved by a cooling system according to independent claim 1.
  • Methods for operating such a cooling system are the subject of claims 8, 10 and 11.
  • Advantageous embodiments of the cooling system according to the invention and advantageous method for operating individual of these embodiments are objects of the further claims and will become apparent from the following description of the invention.
  • the invention is based on the idea to obtain as simple as possible all temperature-controlled valves as simple as possible cooling system.
  • an underlying recognition of the invention that can be done by a suitable integration of at least two controllable coolant pumps without such temperature-controlled valves individual control of the flowing through the individual component cooler volume flow of the coolant and thus the Kuhlicas pocket for these component. It is important that the at least two controllable pumps are integrated into different cooling circuits, which are partially formed integrally, so that by the mutual influence or superposition of the volume flow generated by the individual coolant pumps or pressure of the coolant an individual control of the individual Component cooler flowing volume flow can be done.
  • a cooling system for an internal combustion engine having a component heat exchanger, a primary water cooler formed as an ambient heat exchanger and a first pump comprising the first cooling circuit and a component and a second pump second cooling circuit, the cooling circuits are integrally formed in at least a portion and in the cooling circuits a coolant for promoting is provided or is promoted, characterized in that the pumps are designed controllable and can be done by the or the component and the ambient heat exchanger flowing volume flows of the coolant by means of (mutually) adapted operation of the at least two pumps or takes place ,
  • radiator heat exchangers are understood according to the invention, which allow heat transfer in both directions, ie from a component to the coolant and from the coolant to the component.
  • cooler is chosen, since during normal operation of the internal combustion engine, ie when this has reached its operating temperature range, a heat transfer from the component to the coolant is provided and the heat exchanger to effect cooling of the components.
  • a heat transfer from the coolant to the respective component can be provided in another operating phase of the internal combustion engine.
  • a rapid heating of the component can be achieved.
  • the cooling system of the internal combustion engine comprises a first component cooler, which is arranged in the integral portion of the two cooling circuits.
  • the first component cooler comprises a first Partkomponentenkühler and a second Partkomponentenkühler, wherein the Generalkomponentenkühler are connected in parallel.
  • the first Partkomponentenkühler is a cooler of a cylinder crankcase (in particular in the form of integrated into the cylinder crankcase cooling channels formed) and the second sectionkomponentenkühler to a radiator of a cylinder head (in particular in the form of integrated in the cylinder head cooling channels) of an internal combustion engine of the internal combustion engine ,
  • An advantageously usable for the formation of such a cooling system connection element which can be connected in particular to the outside of an internal combustion engine of the internal combustion engine, has at least one two separate flow spaces forming (one or more parts) housing, wherein a first of the flow spaces with at least two inlet ports, both (in particular alternatively) can be shut off by means of a device for preventing backflow, and is connected to an outlet port.
  • a second of the flow spaces is connected to at least two inlet connections, one of which can be shut off by means of a pressure-actuated shut-off element, and at least two outlet connections.
  • a temperature sensor can furthermore preferably be arranged in (or at least in the vicinity of) at least one of the two inlet connections connected to the second flow space.
  • This may in particular be that inlet connection which connects a cooling channel of the cylinder head of the internal combustion engine with the second flow chamber.
  • the at least two pumps are driven by an electric motor.
  • This allows a particularly simple and accurate control of the individual pumps and thus also the adapted operation of the at least two pumps. It is also possible, one, several or all of the pumps mechanically run by, for example, an internal combustion engine of the internal combustion engine, the controllability of the delivery rates of these pumps by other means (see, for example DE 10 2010 044 167 A1 ) can be achieved.
  • an internal combustion engine can vorteithaftnote be provided that in a warm-up phase of the internal combustion engine mainly or exclusively the pump of the second cooling circuit is operated while the pump of the first cooling circuit is not or only operated with low power.
  • a significant Dressel Sign having pump of the first cooling circuit largely prevents that a relevant volume flow of the coolant through the ambient heat exchanger, which is the so-called main water cooler, is performed.
  • main water cooler a significant Dressel Sign having pump of the first cooling circuit largely prevents that a relevant volume flow of the coolant through the ambient heat exchanger, which is the so-called main water cooler, is performed.
  • main water cooler which is the so-called main water cooler
  • the cooling system of the present invention means for preventing backflow of the coolant from the integral one Section be provided in one or both cooling circuits.
  • These means can be designed, for example, in the form of check valves integrated into the cooling circuit (s). If the means are integrated directly into a mouth portion of the integral portion, there is also the advantageous possibility to form them in the form of a flap valve that is pressure-dependent pivotable and thereby either the orifice of the first or the second cooling circuit (at least partially) closes.
  • a heating heat exchanger is integrated in the second cooling circuit of the cooling system.
  • the warm-up phase of the internal combustion engine may further preferably in a first phase in which the pump of the second cooling circuit with a relatively low flow rate and thus a correspondingly low flow rate of the coolant is operated, and a second phase in which the pump of the second cooling circuit with a relative high flow rate and thus a correspondingly high flow rate of the coolant is operated, be divided.
  • a first phase which is preferably prior to the second phase
  • a rapid heating of this component is achieved, which can have a positive effect on the fuel consumption and the exhaust emissions of the internal combustion engine.
  • the regulation of the delivery rate of the pump of the second cooling circuit can in particular also be effected as a function of an ambient temperature and a setpoint temperature for the interior of the motor vehicle. If a heating power for the interior is provided depending on the difference between the ambient temperature and the target temperature for the interior, the pump of the second cooling circuit can be operated at a higher power in said first phase of the warm-up phase, as is the case no heating power is necessary.
  • the second phase of the warm-up phase with a different, relatively higher flow rate of the pump of the second cooling circuit and thus a higher volume flow of the coolant through the second cooling circuit can be started in particular when (initially) sufficient heating of the internal combustion engine and in particular of the cylinder head has been achieved and / or no particularly high heating power for the interior of the motor vehicle is required more.
  • the heat energy absorbed by the coolant in the internal combustion engine may preferably be utilized for rapid heating of another component, such as the engine oil.
  • a corresponding further component cooler in particular an engine oil cooler, can be integrated into a connecting section connecting the two cooling circuits.
  • the integration of the connection section preferably takes place in such a way that the coolant flowing over the further component cooler can circulate, without being led over the ambient heat exchanger of the first cooling circuit.
  • the cooling system of the internal combustion engine according to the invention may preferably be provided that this is integrated into a section in which no relevant volume flow of the coolant is provided in the warm-up phase of the internal combustion engine.
  • the expansion tank can be integrated into the first cooling circuit parallel to the ambient heat exchanger. This can avoid that during the warm-up phase, the coolant to be heated as quickly as possible is promoted by the surge tank to a relevant extent, which can otherwise be associated with a not inconsiderable, in this phase of operation of the engine undesirable cooling of the coolant.
  • the inventive design of the cooling system of an internal combustion engine has in such a positioning of the surge tank still has the advantage of easy feasible ventilation of the cooling system in a new or refill.
  • the (not of the internal combustion engine and in particular electrically driven) pump of the first cooling circuit is operated without the internal combustion engine of the internal combustion engine is operated (non-operation of the internal combustion engine). This simplifies the filling process.
  • the internal combustion engine In internal combustion engines with conventional cooling systems, on the other hand, usually for venting after refilling or refilling the cooling system, the internal combustion engine must be operated to operate the (main) pump of the cooling system, through which then the coolant and by means of the coolant contained in the cooling system Air is conveyed in the direction of the expansion tank.
  • the volume flow of the coolant through the first Partkomponentenkühler by means of a pressure-controlled valve in dependence on the flow rate through the second Partkomponentenkühler is regulated, so that a relevant flow through the radiator of the cylinder crankcase with the coolant takes place only when the flow through the radiator of the cylinder head has exceeded a defined limit.
  • a preferred embodiment of the method according to the invention can be realized, in which the flow rate of the pump of the first cooling circuit is controlled by the temperature of the coolant at the output of the second Operakühlkomponente (for which the or the cooling circuits have at least one appropriately arranged temperature sensor) and a Volumetric flow is controlled by the first part of the component cooler by means of a matched operation of the pump of the second cooling circuit.
  • the temperature of the cylinder head which is reflected in the temperature of the coolant at the outlet of the radiator of the cylinder head, is used as one or the relevant controlled variable for the pump of the first cooling circuit, wherein a control of the cooling capacity of the radiator of the cylinder head and thus the temperature of the cylinder head can be advantageously controlled by the flow rate of this pump.
  • the pressure in the integral portion of the cooling circuits can be varied by means of the pump of the second cooling circuit, that the pressure-controlled valves in a defined scope opens or closes and thus regulates the flow through the radiator of the cylinder crankcase.
  • the Fig. 1 shows an internal combustion engine with a cooling system according to the invention, wherein in addition to the cooling system still an internal combustion engine 10 of the internal combustion engine is shown
  • the internal combustion engine 10 may be designed as a conventional reciprocating internal combustion engine and then comprises a cylinder crankcase 12 in which a plurality of cylinders (not shown) are formed In each of which a piston (not shown) is movably guided
  • a cylinder head 14 closes the cylinder crankcase 12 and thus the cylinder upwards and further comprises at least one inlet and at least one exhaust valve for each of the cylinders, in a known manner Gas change is controlled in trained by the cylinders and the piston combustion chambers.
  • Both the cylinder crankcase 12 and the cylinder head 14 are cooled by means of the cooling system, to which these cooling channels 58, 60 have, which are filled with the coolant of the cooling system and flows through this at least temporarily.
  • the (at least one) cooling passage 60 of the cylinder crankcase 12 and the (at least one) cooling passage 58 of the cylinder head 14 are formed to run parallel and thus are also parallel to the coolant flows through.
  • the cooling system forms a first cooling circuit and a second cooling circuit, which are formed integrally in a section, specifically in the section formed by the cooling channels 58, 60 of the internal combustion engine 10. Accordingly, during operation of the cooling system, the cooling channels 58, 60 of the internal combustion engine 10 at least partially flows through, regardless of whether only the first or the second or both cooling circuits are used.
  • the first cooling circuit further comprises an ambient heat exchanger, which is provided as a so-called main water cooler 16, and a first, electrically driven and in terms of their capacity adjustable pump 18, which is arranged downstream of the main water cooler 16. Furthermore, a surge tank 20 is provided, which is integrated in a parallel connection to the main water cooler 16 in the first cooling circuit.
  • the individual components of the first cooling circuit are fluid-conductively connected via corresponding connection lines.
  • the second cooling circuit also comprises a heating heat exchanger 22, which also constitutes an ambient heat exchanger, with which, if necessary, a heat transfer from the coolant to ambient air, which is provided for the air conditioning of an interior of a motor vehicle driven by the internal combustion engine, can take place. Furthermore, the second cooling circuit comprises a second, electrically driven and with regard to their delivery rate controllable pump 24, which is arranged downstream of the heating heat exchanger 22. The individual components of the second cooling circuit are fluid-conductively connected via corresponding connecting lines
  • the cooling system further comprises an intermediate cooling circuit formed by the integral portion of the first and second cooling circuits, another section of the first cooling circuit, another section of the second cooling circuit, and a connecting section (with corresponding connection lines) connecting the first cooling circuit and the second cooling circuit ,
  • the connecting portion downstream of the internal combustion engine 10 and upstream of the main water cooler 16 and the surge tank 20 from the first cooling circuit.
  • the mouth of the connecting portion is integrated downstream of the heat exchanger 22 and upstream of the pump 24 (and thus also upstream of the engine 10) in the second cooling circuit.
  • a further component cooler in the form of a motor oil cooler 26 is integrated.
  • the engine oil cooler 26 is used in the operation of the internal combustion engine after reaching the operating temperature range cooling the used for lubricating the engine 10 engine oil.
  • connection element 28 is provided, which in the Fig. 3 shown in isolation. From a housing 30 of the connecting element 28, which is provided for a lateral flanging to the internal combustion engine 10, a first flow space 32 and a second flow space 34, which are separated from each other, are formed.
  • the first flow space 32 with two inlet ports 36, 38 is connected, of which a first, the inlet port 36, serves as a supply of coolant from the first cooling circuit and the second, the inlet port 38, as a supply of coolant from the second cooling circuit.
  • An outlet port 40 connected to the first flow space 32 is closed to a cooling passage 62 of the engine 10.
  • This cooling channel 62 of the internal combustion engine 10 is provided upstream of a branch 64, which serves for a division of the coolant to the parallel cooling channels 58, 60 of the cylinder crankcase 12 and the cylinder head 14.
  • a valve flap 42 is furthermore provided, which is pivoted in the direction of one or the other inlet port 36, 38 as a function of the pressure difference of the coolant entering the first flow space 32 from the first cooling circuit and the second cooling circuit.
  • valve flap 42 instead of the valve flap 42, two check valves 44 can be used, of which one of the two inlet ports 36, 38 is assigned.
  • the second flow space 34 is also fluid-conductively connected to two inlet ports 46, 48, wherein a first, the inlet port 46, fluidly connected to the cooling channel 28 of the cylinder crankcase 12 and the second, the inlet port 48, fluidly connected to the cooling channel 58 of the cylinder head 14 is connected to the cooling passage 60 of the cylinder crankcase 12 inlet port 46 closed by means of a pressure-actuated valve 50.
  • the valve 50 comprises a valve body, which is acted upon by means of a prestressed spring element in the direction of an orifice opening of this inlet connection 46.
  • the second flow space 34 is fluidly connected to three outlet ports 52, 54, 56, of which a first, the outlet port 52, the discharge of coolant from the second flow space 34 in the first cooling circuit, a second, the outlet port 54, for discharging Coolant from the second flow space 34 in the second cooling circuit and the third, the outlet port 56, for discharging coolant in the engine oil cooler 26 comprehensive connecting portion of the intermediate cooling circuit is used.
  • the cooling system shown in the drawings works completely without temperature-controlled valves. A regulation of the volume flows of the coolant conducted via the individual component coolers and heat exchangers, and thus the corresponding cooling or heat exchange rates, is achieved exclusively via adapted power control of the two pumps 18, 24.
  • the 6 and 7 show ways to control the cooling capacity of the cylinder crankcase 12 and the cylinder head 14 by flowing through the flow rates of the coolant.
  • the pressure-actuated valve 50 in the second flow space 34 of the connection element 28 opens the inlet connection 46 connected to the cooling channel 60 of the cylinder crankcase 12, for example, only at a pressure difference of approximately 200 mbar.
  • Such an overpressure in the cooling passage 60 of the cylinder crankcase 12 can be achieved, for example, when the volume flow of the coolant through the cooling passage 58 of the cylinder head 14 is at least 15 l / min.
  • such a volume flow through the cooling channel 58 of the cylinder head 14 of up to 15 l / min can be achieved by a combined operation of both pumps 18, 24. It can be provided in particular that the greater proportion of the volume flow is achieved by the delivery rate of the pump 18 of the first cooling circuit. However, it may also be possible to achieve the entire volume flow of the coolant through the cooling channel 58 of the cylinder head 14 exclusively by the operation of one of the two pumps 18, 24. If, on the other hand, a volume flow through the cooling channel 58 of the cylinder head 14 of 15 l / min is exceeded, the pressure-actuated valve 50 opens and thus enables the coolant channel 60 of the cylinder coghouse 12 to be flowed through by the coolant.
  • This volume flow of the coolant through the cooling passage 60 of the cylinder crankcase 12 may in particular be smaller than the volume flow of the coolant through the cooling passage 58 of the cylinder head 14.
  • the entire volume flow is generated by the internal combustion engine 10 in about half of each of the two pumps. Any other division is possible by a corresponding control of the pumps 18, 24.
  • a temperature sensor (not shown) is integrated in the inlet connection 48 of the connection element 28 connected to the cooling channel 58 of the cylinder head 14. Its measuring signal can be transmitted to a control device (not shown), for example a central engine control of the internal combustion engine, which activates the pump 18 of the first cooling circuit as a function of this measuring signal.
  • the delivery rate of the pump 18 of the first cooling circuit can thus be continuously adjusted so that the emerging from the cooling channel 58 of the cylinder head 14 coolant and thus the cylinder head 14 itself is in a defined operating temperature range, Whether at the same time the Zylinderkurbeigephase 12 - and if so , with what volume flow - of the coolant is flowed through and thus a cooling of the cylinder crankcase 12 is to take place, then, for example, exclusively by means of a corresponding, the control of the pump 18 of the first cooling circuit superimposed control of the pump 24 of the second cooling circuit.
  • a temperature sensor (not shown) may be provided in the inlet port 46 of the connection element 28 connected to the cooling channel 60 of the cylinder crankcase 12, the measurement signal of which is transmitted to a control device (not shown), in particular the engine control of the internal combustion engine, which then activates a corresponding control the pump 24 of the second cooling circuit makes.
  • a regulation of the cooling capacity of the engine oil cooler 26 and thus the temperature of the engine oil during operation of the internal combustion engine in its operating temperature range can be achieved due to the selected configuration of the intermediate cooling circuit in particular by a corresponding control of the pump 24 of the second cooling circuit.
  • boundary volume flows for the flow through the engine oil cooler 26 of 1.5 l / min and 8 l / min can be provided.
  • An operation of the cooling system in which the first and the second cooling circuit and the intermediate cooling circuit are flowed through by the coolant, can also be used for ventilation after a new or refilling of the cooling system, which may be done for example in the context of the new production or maintenance of the internal combustion engine
  • By circulating the coolant air that is still within the cooling system is entrained and gradually supplied to the surge tank 20 where it is separated from the coolant. Since both pumps 18, 24 of the cooling system are electrically driven and regulated, the recirculation of the coolant in the cooling system can also take place without an operation of the internal combustion engine 10.
  • the Fig. 9 to 11 show an operation of the cooling system in a warm-up phase of the internal combustion engine, ie in one operation (especially after a cold start) with not yet reached operating temperature range. It is provided that then either no or only the pump 24 of the second cooling circuit is operated. This results in a cooling medium resting in the cooling system or a circulation of coolant in the second cooling circuit and in the intermediate cooling circuit, but not in the first cooling circuit.
  • the warm-up phase is divided into at least two, preferably three phases.
  • a first phase directly following the cold start (cf. Fig. 9 ) may be provided to operate none of the pumps 18, 24, whereby the coolant in the entire cooling system largely rests.
  • particularly rapid heating of the cylinder head 14 and also of the cylinder crankcase 12 can be achieved by the waste heat of the combustion processes taking place in the combustion chambers of the internal combustion engine 10.
  • a second phase (cf. Fig. 10 ) the pump 24 of the second cooling circuit with a relatively low flow rate are put into operation.
  • a small volume flow of the coolant is to be achieved by the cylinder head 14, whereby local overheating of the cylinder head 14 can be avoided.
  • a volume flow of the coolant through the cylinder crankcase 12 is not provided in this phase.
  • the third phase (cf. Fig. 11 ) of the warm-up phase are introduced, which differs from the second phase by a higher capacity of the pump 24 of the second cooling circuit.
  • this phase can be provided in particular, after reaching the minimum limit temperature for the cylinder head 14 to achieve a defined operating temperature range for the engine oil as quickly as possible.
  • larger volume flow of the coolant increasingly heat energy, which receives the coolant in the cylinder head 14, discharged in the engine oil cooler 26 to the engine oil.
  • no flow through the cylinder crankcase 12 takes place with the coolant.
  • An operation of the cooling system according to this third phase may also be provided after reaching the operating temperature range of the internal combustion engine, when the internal combustion engine 10 is operated over a longer period of very low power. As a result, an excessive drop in the temperature of the engine oil can be prevented.
  • heat energy stored in a heat accumulator is discharged to the coolant.
  • a discharge of the heat accumulator is combined with an operation of the pump 24 of the second cooling circuit with at least relatively low flow rate.
  • such a heat accumulator is integrated in the cooling system and in particular in the second cooling circuit and / or the intermediate cooling circuit, it may be provided, after the end of the operation of the internal combustion engine (especially if this had reached its operating temperature range during operation), the pumps 18, 24 and In particular, to let the pump 24 of the second cooling circuit to run after a defined period of time, This makes it possible to transfer the heat energy remaining in the coolant and in the operation of the engine cooled by the coolant components as much as possible to the heat storage to this recharge.
  • the cooling system may include other component coolers.
  • This may be, for example, a transmission oil cooler, a cooler for an exhaust gas turbocharger, a charge air cooler and / or a cooler for exhaust gas recirculation.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
EP14178808.3A 2013-11-25 2014-07-28 Brennkraftmaschine Active EP2876274B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102013224005.8A DE102013224005A1 (de) 2013-11-25 2013-11-25 Kühlsystem

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EP2876274A1 EP2876274A1 (de) 2015-05-27
EP2876274B1 true EP2876274B1 (de) 2017-04-05

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DE102015213879A1 (de) 2015-07-23 2017-01-26 Bayerische Motoren Werke Aktiengesellschaft Brennkraftmaschine mit geteiltem Kühlsystem
DE102015222735A1 (de) * 2015-11-18 2017-05-18 Volkswagen Aktiengesellschaft Ladegaskühlkreis und Verfahren zum Temperieren von Ladegas
JP6477536B2 (ja) * 2016-02-23 2019-03-06 株式会社デンソー 車両用熱管理装置
FR3050233B1 (fr) * 2016-04-19 2019-10-11 Renault S.A.S Systeme de refroidissement d'un moteur thermique
CN106168156B (zh) * 2016-08-09 2018-08-31 河南柴油机重工有限责任公司 一种发动机冷却液自动补给回收系统
DE102017200876A1 (de) * 2016-11-14 2018-05-17 Mahle International Gmbh Elektrische Kühlmittelpumpe
DE102017213036A1 (de) * 2017-07-28 2019-01-31 Bayerische Motoren Werke Aktiengesellschaft Brennkraftmaschine mit einem Kühlmittelkreislauf
FR3070432B1 (fr) * 2017-08-30 2019-08-16 Psa Automobiles Sa Ensemble d’un circuit de refroidissement pour un moteur thermique et une boite de vitesses
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CN109058985B (zh) * 2018-06-25 2020-06-16 西北工业大学 一种基于旁路的蓄热体加热方法
JP7028753B2 (ja) * 2018-11-19 2022-03-02 トヨタ自動車株式会社 内燃機関の冷却装置
JP7136667B2 (ja) * 2018-11-19 2022-09-13 トヨタ自動車株式会社 内燃機関の冷却装置
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CN104653272A (zh) 2015-05-27
CN104653272B (zh) 2017-06-27
EP2876274A1 (de) 2015-05-27

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