EP3097285B1 - Procédé et dispositif de purge d'un système de gestion thermique pour moteur à combustion interne - Google Patents

Procédé et dispositif de purge d'un système de gestion thermique pour moteur à combustion interne Download PDF

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Publication number
EP3097285B1
EP3097285B1 EP15700319.5A EP15700319A EP3097285B1 EP 3097285 B1 EP3097285 B1 EP 3097285B1 EP 15700319 A EP15700319 A EP 15700319A EP 3097285 B1 EP3097285 B1 EP 3097285B1
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EP
European Patent Office
Prior art keywords
coolant
internal combustion
rotary valve
combustion engine
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.)
Active
Application number
EP15700319.5A
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German (de)
English (en)
Other versions
EP3097285A1 (fr
Inventor
Rainer Richter
Wolfram Enke
Wolfgang Hofmann
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.)
Bayerische Motoren Werke AG
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Bayerische Motoren Werke AG
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Publication of EP3097285A1 publication Critical patent/EP3097285A1/fr
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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
    • 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
    • F01P11/0285—Venting devices
    • 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
    • F01P11/028—Deaeration devices
    • 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
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/04—Arrangements of liquid pipes or hoses
    • 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
    • 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

Definitions

  • the invention relates to a method for venting a thermal management system of an internal combustion engine according to the preamble of claim 1.
  • Thermal management systems of modern internal combustion engines consist of many different sub-circuits in which circulates coolant. When refilling coolant or as a result of repair, air may enter the system and coolant lines. For proper operation of the system, the air must be evacuated.
  • the generic DE 10 2004 058 865 A1 proposes to provide an additional rotary valve in a vent circuit.
  • the invention has for its object to provide a simple way to vent a thermal management system.
  • the coolant surge tank is in contact with the environment of the internal combustion engine, so that the air can escape from the system.
  • the targeted switching of the rotary valve and thus the targeted opening and closing of individual coolant circuits the trapped in the coolant lines air with the coolant flow is selectively transported in the direction of the or the vent lines and pushed over this in the expansion tank.
  • the sequence of opening and closing the inputs and outputs of the rotary valve is based on the conditions of Heat management system tunable and is independent of the operating positions of the rotary valve in the other operation of the internal combustion engine.
  • the internal combustion engine is idling in a variant during the venting process, so that the heat management system can be vented without the use of a mechanically driven coolant pump without the connection of an additional pump. It is also possible to operate the internal combustion engine at short intervals at increased speed. Another option is to increase the idling speed for the duration of the bleeding program.
  • the individual inputs of the rotary valve can be opened briefly, so that a pulsed coolant flow can occur in certain coolant lines of the system.
  • control sequence for switching the rotary valve is preferably stored in the control unit. It is of course possible to provide several control sequences that are used for venting certain coolant circuits and / or in certain situations.
  • the venting method is preferably carried out only during maintenance, for example as part of a workshop visit and in a special venting mode of the control unit. However, it is also possible to carry out the venting process when needed also in vehicle operation to keep subcircuits permanently free of air.
  • a possible device for venting a thermal management system of an internal combustion engine comprises a coolant surge tank, a control unit that controls a rotary valve having switched inputs, which are connected to an engine cooling circuit and a main radiator circuit, wherein at least one of the coolant circuits via a vent line with the coolant reservoir is connected.
  • the coolant expansion tank is preferably with an unswitched Input of the rotary valve connected.
  • a heating circuit and / or a bearing block cooling an exhaust gas turbocharger may be fluidly connected to the venting device.
  • the rotary valve can also occupy intermediate positions in which a plurality of partial circuits are simultaneously opened completely or partially.
  • FIG. 1 shows a thermal management system 10 for an internal combustion engine 12 (here a series four-cylinder gasoline engine).
  • coolant flows through an engine block of the internal combustion engine 12, an air-cooled main cooler 14 and a heating heat exchanger 16 in a plurality of coolant circuits.
  • the coolant mainly becomes moved by a mechanically driven coolant pump 18 here.
  • the coolant streams are controlled via a rotary valve 20 whose inputs are connected to the recirculations of the coolant circuits and whose output is in direct flow communication with the coolant pump 18, as will be described in detail later.
  • a coolant expansion tank 22, a gear oil heat exchanger 24, a motor oil heat exchanger 26 and an additional, electrically operated coolant pump 28 are provided, the latter being in fluid communication with a heat exchanger (housing cooling) of an exhaust gas turbocharger 30.
  • the electrically driven additional coolant pump 28 in this example has a power of about 20-150 W.
  • the main radiator 14 is supported by a fan 32.
  • an auxiliary cooler 34 is provided to support the main radiator, which may be formed for example as Radhauskühler.
  • an engine cooling circuit 36 (also referred to as a "small cooling circuit"), cold coolant is transported from the coolant pump 8 to an engine block of the internal combustion engine 12, more specifically to cooling passages in the cylinder head housing and crankcase where it absorbs waste heat before it is collected in a line 38
  • a short-circuit line 40 leads from the collecting line 38 to a first switched input 42 of the rotary valve 20.
  • the short-circuit line 40 also forms the return of the engine cooling circuit 36.
  • the engine cooling circuit 36 can be interrupted here by an engine shut-off valve 43 in its coolant supply line, downstream of the coolant pump 18.
  • a refrigerant line 44 goes off, which is part of a main radiator circuit 46 which leads through the main radiator 14 and via a return 47 to a switched second input 48 of the rotary valve 20 back.
  • a heating circuit 50 in which the heating heat exchanger 16 is arranged, which can deliver heat to a vehicle interior.
  • the return 51 of the heating circuit 50 leads to a third switched input 52 of the rotary valve 20.
  • An un-switched, single output 53 of the rotary valve 20 leads via a short line 55 to the coolant pump 18th
  • the position of the rotary valve or the rotary valve 20 and thus the opening degree of the switched inputs 42, 48, 52 is predetermined by a control unit 54, which may form part of an engine electronics.
  • data are stored, which allow a map control function of predetermined operating conditions of the internal combustion engine 12.
  • the states of other components such as the heater core 16, the exhaust turbocharger 30, the engine oil heat exchanger 26 and data from temperature sensors 56 in the engine block or in the coolant line 44 to the main cooler 14 are taken into account.
  • the position of the switched inputs of the rotary valve 20 is determined.
  • the additional electric coolant pump 28 is located in an exhaust gas turbocharger cooling circuit 58, which cools the exhaust gas turbocharger 30 and which opens into a non-switched input 60 of the rotary valve 20.
  • the exhaust gas turbocharger cooling circuit 58 is supplied by a branch from the engine cooling circuit 36 (not shown here in detail).
  • the engine oil heat exchanger 26 is connected directly to the manifold 38 of the engine cooling circuit 36. Cold coolant is supplied to the coolant pump 18 through a branch 62. A control is not provided in this example, but would be realized by an additional thermostat.
  • the coolant expansion tank 22 leads via a connecting line 70 to the return of the exhaust gas turbocharger cooling circuit 58, which opens into the non-switched input 60 of the rotary valve 20.
  • Vent lines 72 and 74 connect the coolant surge tank 22 to the engine cooling circuit 36, more specifically the manifold 38 and the inlet to the main radiator 14 in the main radiator circuit 46.
  • the transmission oil heat exchanger 24 is located in a rotary valve 20 independent transmission oil cooling circuit 76 and is by its own Thermostat valve 78 connected. This is a conventional wax thermostat which opens the transmission oil cooling circuit 76 at a predetermined temperature and closes it below this temperature.
  • the transmission oil cooling circuit 76 leads through the engine block into a supply line 80, which opens into the coolant line 55.
  • the orifice point is upstream of the coolant pump 18, but downstream of the output 53 of the rotary valve 20.
  • the coolant pump 18 is here integrated directly into the engine block of the internal combustion engine 12.
  • the rotary valve 20 is in this embodiment, the front side of the engine block of the internal combustion engine 12 in the immediate vicinity of the coolant pump 18 is set.
  • the coolant flows via the short-circuit line 40 from the hot side of the internal combustion engine 12 directly into the rotary valve 20 and is returned from there via the coolant pump 18 directly to the cold side of the internal combustion engine 12.
  • the inlet 52 of the rotary valve 20 when the inlet 52 of the rotary valve 20 is open, coolant flows through the heating circuit 50 via the heater core 6.
  • the switching of the inputs 42 and 52 permits multiple operating conditions.
  • the engine cooling circuit 36 and the heating circuit 50 are flowed through in parallel.
  • the flow conditions are chosen so that a significantly larger volume flow through the engine cooling circuit 36 flows as through the heating circuit 50, as is known.
  • the internal combustion engine 12 can be heated to its operating temperature while the vehicle interior is heated at the same time.
  • the inlet 42 is fully or partially closed, the flow through the engine cooling circuit 36 reduces, so that the load on the coolant pump 18 is reduced. Heat can be released through the open heating circuit 50 be maintained as well as a targeted circulation of the coolant. Due to the higher flow resistance of the coolant flow rate is reduced by the internal combustion engine 12. This can be used for faster heating during a cold start.
  • the heating circuit 50 is disconnected and is not flowed through. This is the one case, if no heating function is desired, so the vehicle occupants have turned off the heater.
  • Another purpose is a driving situation in which the load of the internal combustion engine 12 suddenly increases, for example, when driving uphill or abruptly accelerating.
  • closing the heating circuit 50 in combination with opening the input 42 of the engine cooling circuit 36 and optionally the input 48 of the main radiator circuit 46 results in the entire coolant flow being available for cooling the internal combustion engine 12 so that temperature spikes are avoided.
  • the inputs 42, 48 and 52 are closed to at least substantially interrupt a flow of the coolant in the engine cooling circuit 36 and thus a faster heating. to reach.
  • the motor shut-off valve 43 is also closed here.
  • the switching on and off of the main radiator circuit 46 takes place by opening or closing the input 48 of the rotary valve 20.
  • This can (within the given design of the rotary valve 20) regardless of the opening or shutting off the engine cooling circuit 36 and the heating circuit 50 and also independent of temperature be done by specifications of the control unit 54.
  • the flow through the engine can be controlled here, among other things during warm-up and in relevant consumption cycles for optimal heat distribution and friction optimization by controlling the rotary valve 20 and the Motorabsperrventils 43. These functions are also stored in the control unit 54.
  • the control unit 54 also has a stored ventilation program, which includes a drive sequence for different positions of the rotary valve 20.
  • This program can be executed, for example, for maintenance purposes in a workshop equipped for this purpose.
  • the internal combustion engine 12 is idling. If the normal idle speed is insufficient, the speed can be raised briefly or even during the Entlwestungsprograms the idle speed can be raised to a much higher level.
  • This control of the switchable inputs 42, 48, 52 of the rotary valve 20 is completely independent of the control of the rotary valve in other operating conditions and only serves the targeted direction of the coolant through the vent lines 72, 74 so entrained air is deposited in the surge tank 22.
  • the individual coolant circuits can be briefly opened and closed again in quick succession in order to transfer air from one circuit to the other and thus bring it to the expansion tank 22. It is equally possible to selectively operate only one of the circuits and to selectively open and close valves which may be present on the vent lines 72, 74.
  • venting program or programs are stored in the control unit 54 and can be retrieved in a maintenance mode or an assembly mode, in which case the control sequence is automatically executed.
  • FIG. 2 shows a second embodiment of a thermal management system 10 ', wherein for already introduced components, the already known reference numerals continue to be used. Changed but similar components are designated by the known reference numeral with a dash.
  • the internal combustion engine 12 Unlike the in FIG. 1 illustrated embodiment, the internal combustion engine 12 'here is a six-cylinder in-line engine, which leads to space reasons that the rotary valve 20 is not arranged on the front side, but along a longitudinal side of the engine block of the internal combustion engine 12.
  • the return line 47 'of the main cooler circuit 46' leads piece by piece through the engine block of the internal combustion engine 12 'to the switched input 48' of the rotary valve 20.
  • the input 42 'in the second embodiment corresponds to the input 42 in the first embodiment and vice versa.
  • the function of the rotary valve 20 is analogous to that in the first embodiment.
  • the return of the exhaust turbocharger cooling circuit 58 ' opens into the conduit 44 upstream of a branch of the shorting line 40' to the rotary valve 20.
  • the inlet of the exhaust gas turbocharger cooling circuit 58 ' branches off downstream of an outlet from the engine block from a supply line 82 of the transmission oil cooling circuit 76' to the main cooler 14.
  • the connecting line 70 from the coolant surge tank 22 opens here in the return of the transmission oil cooling circuit 76', the un-switched input 60 of the rotary valve 20 leads.
  • FIG. 2 All related to FIG. 2 not described features are identical in structure and function to those in FIG. 1 described.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Supercharger (AREA)

Claims (4)

  1. Procédé de purge d'un système de gestion thermique (10, 10') d'un moteur à combustion interne (12, 12') dans lequel un fluide de refroidissement circule dans plusieurs circuits de circulation de fluide de refroidissement (36, 46, 50, 36', 46'),
    caractérisé en ce que
    des entrées commutées (42, 48, 52, 42', 48', 52') d'une soupape à tiroir rotatif (20) sont ouvertes et fermées selon une succession prédéfinie pour pouvoir purger l'un ou plusieurs des circuits de circulation de fluide de refroidissement (36, 46, 50, 36', 46') par l'intermédiaire d'au moins une conduite de purge (72, 74) en liaison fluidique avec un réservoir d'équilibrage de fluide de refroidissement (22), en direction de ce réservoir d'équilibrage (22), le moteur à combustion interne (12, 12') fonctionnant, pendant le processus de purge en marche à vide et/ou pendant de brefs intervalles avec une vitesse de rotation augmentée.
  2. Procédé conforme à la revendication 1,
    caractérisé en ce que
    les entrées (42, 48, 52, 42', 48') de la soupape à tiroir rotatif (20) sont respectivement ouvertes brièvement.
  3. Procédé conforme à l'une des revendications précédentes,
    caractérisé en ce qu'
    uniquement l'un des circuits de circulation du fluide de refroidissement (36, 46, 50, 36', 46') est respectivement ouvert.
  4. Procédé conforme à l'une des revendications précédentes,
    caractérisé en ce qu'
    au moins une séquence de commande permettant la commutation de la soupape à tiroir rotatif (20) est déposée dans une unité de commande (54) de la soupape à tiroir rotatif (20).
EP15700319.5A 2014-01-23 2015-01-15 Procédé et dispositif de purge d'un système de gestion thermique pour moteur à combustion interne Active EP3097285B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014201170.1A DE102014201170A1 (de) 2014-01-23 2014-01-23 Verfahren und Vorrichtung zur Entlüftung eines Wärmemanagementsystems einer Verbrennungskraftmaschine
PCT/EP2015/050673 WO2015110344A1 (fr) 2014-01-23 2015-01-15 Procédé et dispositif de purge d'un système de gestion thermique pour moteur à combustion interne

Publications (2)

Publication Number Publication Date
EP3097285A1 EP3097285A1 (fr) 2016-11-30
EP3097285B1 true EP3097285B1 (fr) 2017-11-01

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EP15700319.5A Active EP3097285B1 (fr) 2014-01-23 2015-01-15 Procédé et dispositif de purge d'un système de gestion thermique pour moteur à combustion interne

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Country Link
US (1) US11085357B2 (fr)
EP (1) EP3097285B1 (fr)
CN (1) CN105745412B (fr)
DE (1) DE102014201170A1 (fr)
WO (1) WO2015110344A1 (fr)

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US11085357B2 (en) 2021-08-10
CN105745412A (zh) 2016-07-06
CN105745412B (zh) 2018-08-10
WO2015110344A1 (fr) 2015-07-30
EP3097285A1 (fr) 2016-11-30
US20170030252A1 (en) 2017-02-02

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