EP3172445B1 - Kühlmittelpumpe mit integrierter regelung - Google Patents

Kühlmittelpumpe mit integrierter regelung Download PDF

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Publication number
EP3172445B1
EP3172445B1 EP15738683.0A EP15738683A EP3172445B1 EP 3172445 B1 EP3172445 B1 EP 3172445B1 EP 15738683 A EP15738683 A EP 15738683A EP 3172445 B1 EP3172445 B1 EP 3172445B1
Authority
EP
European Patent Office
Prior art keywords
pump
coolant
control
pumped
volume flow
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.)
Not-in-force
Application number
EP15738683.0A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP3172445A1 (de
Inventor
Jens Hoffmann
Franz Pawellek
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.)
Nidec GPM GmbH
Original Assignee
Nidec GPM 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
Priority claimed from DE102014110231.2A external-priority patent/DE102014110231B3/de
Priority claimed from DE102015109966.7A external-priority patent/DE102015109966B3/de
Application filed by Nidec GPM GmbH filed Critical Nidec GPM GmbH
Priority to PL15738683T priority Critical patent/PL3172445T3/pl
Publication of EP3172445A1 publication Critical patent/EP3172445A1/de
Application granted granted Critical
Publication of EP3172445B1 publication Critical patent/EP3172445B1/de
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
    • 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
    • F01P3/00—Liquid cooling
    • F01P3/20—Cooling circuits not specific to a single part of engine or machine
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • F01P5/12—Pump-driving arrangements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • 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
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B19/00—Machines or pumps having pertinent characteristics not provided for in, or of interest apart from, groups F04B1/00 - F04B17/00
    • F04B19/20—Other positive-displacement pumps
    • F04B19/22—Other positive-displacement pumps of reciprocating-piston type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D1/00—Radial-flow pumps, e.g. centrifugal pumps; Helico-centrifugal pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D13/00—Pumping installations or systems
    • F04D13/12—Combinations of two or more pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D15/00—Control, e.g. regulation, of pumps, pumping installations or systems
    • F04D15/0027—Varying behaviour or the very pump
    • F04D15/0038—Varying behaviour or the very pump by varying the effective cross-sectional area of flow through the rotor
    • 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2270/00—Control
    • F05D2270/60—Control system actuates means
    • F05D2270/64—Hydraulic actuators

Definitions

  • the present invention relates to a coolant pump for delivering a coolant for an internal combustion engine in a vehicle having the engine and a central engine controller.
  • coolant pumps have been developed, which allow a reliable and stepless adjustment of the volume flow of the circulating coolant.
  • the heat output of the cooling system is controlled in dependence on a current operating state. During a cold start phase, for example, the heat release is initially completely and subsequently partially prevented.
  • coolant pumps with an electrohydraulically controlled control slide for adjusting the volume flow have proven to be particularly reliable in the course of this development.
  • a pump of this type which has become known as ECF pumps (Electro-hydraulic Controlled Flow), is described, for example, in the German patent DE 10 2008 026 218 B4 the applicant discloses.
  • a cylindrical control slide is displaced by a hydraulic actuator around a peripheral region of an impeller of the coolant pump.
  • the hydraulic pressure of the actuator is not produced here by a closed circuit with a hydraulic oil, but applied via a side stream of the coolant. Pumps with such a coolant-based hydraulic system do not require additional dynamic sealing locations to the atmosphere and have proven themselves by a long service life and a reliable control.
  • the volume flow of the coolant that is to be conveyed by a coolant pump is usually controlled by a central engine control ZMS of a vehicle.
  • a position of the control slide is detected for this purpose and transmitted to the central engine control ZMS.
  • the central engine control ZMS controls in dependence on further operating parameters, such as. a rotation speed of the internal combustion engine, a workload of the internal combustion engine, a fuel supply amount, a temperature, or the like, an electromagnetic valve in the hydraulic circuit.
  • a correspondingly high number of electrical lines from the central engine control ZMS to the individual members of the control loop is required.
  • an ECF pump At least two lines for power supply and signal communication are to be installed from the central engine control ZMS to the displacement sensor as well as from the central engine control ZMS to the electromagnetic valve.
  • the invention has for its object to provide a coolant pump that requires little installation effort and ensures high reliability in a corrosive environment.
  • this coolant pump is characterized in that it comprises a separate pump control, which controls a proportional valve in a hydraulic circuit based on the actual value signal from the sensor and a setpoint signal from the central engine control, and that the pump control and the proportional valve as a common electromechanical component are formed.
  • the invention thus provides for the first time in the design of a coolant pump a dedicated control circuit for position control of a control slide, which is present with a hydraulic actuator as an integrated component.
  • the coolant pump according to the invention has a reduced number of electrical lines to the central engine control compared to a conventional system.
  • the susceptibility of the coolant pump can be improved because exposed in the engine compartment of the vehicle, the weather conditions and swirling grit, corrosion-sensitive connectors and / or outlet seals on the pump housing for the wiring can be saved.
  • a program routine for regulating the position of the control slide is omitted in the central engine control.
  • a processing load of the central engine control can be reduced.
  • a central motor controller with lower processing power can be used at a correspondingly lower cost, or the additional processing power can be made available for control tasks of other peripheral devices, or in favor of an increased clocking of the calculation cycles.
  • the senor may be a displacement sensor, in particular a Hall sensor, which detects a position of the control slide.
  • the set value signal indicates a predetermined position of the control valve, or a predetermined volume flow and a rotational speed of the internal combustion engine or the coolant pump.
  • the position control in the pump control can be implemented with a simple calculation routine.
  • the computing capacity of the pump controller and the energy demand or the resulting waste heat in a sealed electronic component can be kept low.
  • the setpoint signal from the central engine control indicates a predetermined volumetric flow and a rotational speed
  • a calculation routine takes place between a volumetric flow and a position of the control spool to be regulated as a function of the pump rotational speed by the pump control.
  • the central motor control transmits as a setpoint signal only a value corresponding to a volume flow, ie a quantity of heat to be dissipated.
  • the required heat output is from the central Engine control calculable from the operating parameters of the internal combustion engine.
  • the pump controller may limit a travel of the control spool in an upper range of the pump speed.
  • the pump control thereby provides a protective function for components such as e.g. Seals in the cooling system to limit a maximum flow and the resulting pressure.
  • the pump controller may compare a ratio between a driving duration of the proportional valve and a resultant positional change of the control spool to a threshold value. In this way, the pump control performs an autonomous function monitoring to ensure a sufficient charge of the cooling system with coolant.
  • the existing hydraulic circuit is used here as a pressure-sensitive sensor, the function monitoring for the early detection of a leak without the provision of additional measuring elements, such as pressure gauges or other sensors, can be realized in the cooling system. As a result, the number of components and wiring and the cost and installation costs can be kept low.
  • the senor may be a pressure sensor that detects a pressure of the delivered volume flow of the coolant.
  • the setpoint signal indicates a predetermined volume flow or pressure indicative of the volume flow of the delivered coolant.
  • the pressure sensor may preferably detect a pressure in the pump chamber, which is in relation to the delivered volume flow of the coolant pump.
  • the pump controller may compare the sensed pressure of the sensor to a threshold.
  • the pump control of the alternative embodiment with a pressure sensor can perform an autonomous function monitoring to ensure a sufficient filling amount of the cooling system with coolant particularly easy.
  • the function monitoring for the early detection of a leak can also be realized in this embodiment without the provision of further measuring elements in the cooling system, whereby the number of components and wiring and the cost and installation costs can be kept low.
  • the pump controller may include a transceiver for receiving data from the central engine controller and / or sending data thereto, a microcomputer for executing a control routine, a valve driver for driving the proportional valve, and a power supply manifold for supplying them respectively include electrical power.
  • a control circuit of the pump controller can be realized with small dimensions and advantageous mounting options on the coolant pump.
  • the pump controller may have its own housing integrated in the common electromechanical component.
  • electromagnetic interference radiation for example, can be effectively shielded from the control circuit of the pump control, starting from the proportional valve arranged in the electromechanical component, in particular with a magnetically actuated valve.
  • the proportional valve may have its own housing, which is integrated with the common electromechanical component 20.
  • this structure can also be an electromagnetic interference radiation from a magnetic actuation of the Shield the proportional valve effectively against the control circuit of the pump control.
  • the coolant to be conveyed can flow axially directed onto the impeller through a coolant inlet and out of the pump chamber via a radially directed coolant outlet, conveyed by the impeller.
  • the invention is applied to the construction of a radial pump.
  • the coolant to be conveyed can flow axially directed onto the impeller through a coolant inlet and out of the pump chamber via an axially or semi-axially directed coolant outlet on the opposite side of the impeller.
  • the invention is applied to the structure of an axial pump or a Halbaxialpumpe.
  • An inventive electronic component of the coolant pump is formed as a common electromechanical component of the pump control and the proportional valve of the coolant pump.
  • a method according to the invention for controlling the mechanically driven coolant pump of a vehicle according to the invention with an internal combustion engine and a central engine control comprises, in a first alternative, the following steps: calculating a desired value of a parameter indicative of the volume flow of the delivered coolant as a function of operating parameters Internal combustion engine through the central engine control; Transmitting the setpoint from the central engine controller to a pump controller of the coolant pump; Detecting an actual value of the parameter by a sensor; Transferring the actual value from the sensor to the pump controller; and adjusting a position of a control slide, which limits the delivered volume flow of the coolant pump, as a function of the desired value and the actual value by the pump control, by means of control of a hydraulic actuator.
  • the invention is applied to a coolant pump of said embodiments.
  • the inventive method for controlling the mechanically driven coolant pump according to the invention of a vehicle with an internal combustion engine and a central engine control comprises in a second alternative the following steps: transferring operating parameters of the internal combustion engine from the central engine control to a pump control of the coolant pump; Calculating a setpoint value of a parameter indicative of the volume flow of the delivered coolant as a function of the operating parameters of the internal combustion engine by the pump controller; Detecting an actual value of the parameter by a sensor; Transferring the actual value from the sensor to the pump controller; and adjusting a position of a control slide, which limits the delivered volume flow of the coolant pump, as a function of the desired value and the actual value by the pump control, by means of control of a hydraulic actuator.
  • the invention is applied to a coolant pump of said embodiments.
  • the parameter indicative of the volume flow of the delivered coolant may be a position of the control spool.
  • the control method can be applied to the structure of the coolant pump according to the invention mentioned above.
  • the parameter indicative of the volume flow of the delivered coolant may be a pressure in a pump chamber of the coolant pump corresponding to the volume flow of the pumped Coolant corresponds.
  • the coolant pump has a pump housing 1 and a pump shaft 4 rotatably mounted therein with a pulley 3, which is driven by a belt drive by an internal combustion engine (not shown).
  • an impeller 5 is rotatably arranged, which is introduced within a pump chamber 2 in a flow region of a cooling circuit of the internal combustion engine to a volume flow of the coolant effect.
  • the coolant is sucked through an axial inlet of the pump chamber 2, in the region of a middle radius of the impeller 5, and discharged, for example, through a radial outlet (not shown) of the pump chamber 2 facing a peripheral portion of the impeller 5.
  • the flow region of the impeller 5 can be variably covered by a control slide 7 with a cylindrical section 7a arranged coaxially with the pump shaft and a rear wall section 7b along an adjustment path running parallel to the pump shaft 4. Between the inner peripheral wall of the cylindrical portion 7a of the control slide 7 and a rear wall of the pump chamber 2 extends a sealing lip 6. In Fig. 1 and 2 the control slide 7 is in an "open position", in which the flow region of the impeller 5 is not covered.
  • an axial piston pump 9 is further arranged to the rear of the impeller 5 and parallel to the pump shaft 4, the piston is actuated via a sliding shoe which slides on a swash plate 8 on the rear side of the impeller 5 together with this rotatably to the pump shaft 4 is arranged.
  • the axial piston pump 9 sucks in coolant from the flow area in the pump chamber 2 between the impeller 5 and the control slide 7 and discharges the refrigerant under pressure into a hydraulic circuit 11 which is formed in the pump housing 1.
  • the hydraulic circuit 11 branches into two branches 11a and 11b.
  • the one branch 11a of the hydraulic circuit 11 leads, on the one hand, to an electromagnetic proportional valve 13 and back again into the conveyed coolant flow.
  • the other branch 11 b of the hydraulic circuit 11 leads to an annular piston 15, which is arranged coaxially with the pump shaft 4 and assumes the function of a hydraulic actuator along the displacement of the control slide 7.
  • a return spring 17 acts on the annular piston 15 in the opposite direction to the pressure of the hydraulic circuit 11, ie away from the impeller 5.
  • the annular piston 15 communicates with the control slide 7 and shifts it with increasing pressure of the hydraulic circuit 11 in the direction of the impeller. 5
  • the electromagnetic proportional valve 13 is opened without supplying a drive current, so that the sucked by the axial piston pump 9 refrigerant flows back substantially unpressurized via the branch 11a of the hydraulic circuit 11 through the proportional valve 13 back into the funded coolant flow.
  • the branch 11b of the hydraulic circuit 11 no pressure builds up and the annular piston 15 remains under the action of the return spring 17 in an unactuated basic position.
  • the control slide 7, which is in communication with the annular piston 15 is held in the "open position", as in Fig. 1 and 2 is shown.
  • the refrigerant discharged from the axial piston pump 9 can not flow back into the volume flow via the branch 11 a of the hydraulic circuit 11.
  • the pressure exerted by the axial piston pump 9 in the hydraulic circuit 11 spreads from the backflow at the closed proportional valve 13 via the branch 11a in the branch 11b and acts on the annular piston 15.
  • the annular piston 15 moves the control slide 7 against the force of the return spring 17 the impeller. It is the cylindrical portion 7a of the control slide 7 increasingly brought into axial overlap with the impeller 5, whereby an effective flow region of the impeller 5 is radially covered by the cylindrical portion 7a of the control slide 7.
  • the central engine control ZMS calculates taking into account various operating parameters, e.g. a speed and work load of the internal combustion engine, a fuel supply, a temperature, a vehicle speed or the like, a volume flow of the coolant to be delivered, which corresponds to a required heat output of the internal combustion engine.
  • various operating parameters e.g. a speed and work load of the internal combustion engine, a fuel supply, a temperature, a vehicle speed or the like, a volume flow of the coolant to be delivered, which corresponds to a required heat output of the internal combustion engine.
  • a volume flow of the coolant conveyed by the coolant pump depends on the flow efficiency of the impeller 5, which increases with increasing axial displacement of the position of the control slide 7 (and the annular piston 15) in the direction of the "closed position" with an increasing degree the overlap by the cylindrical portion 7a of the control slide 7 to the impeller 5 decreases.
  • the delivered volume flow of the coolant pump depends on the pump speed.
  • the pump speed is forcibly determined by means of the belt drive by the speed of the internal combustion engine and includes the characteristic of vehicle operation fluctuations.
  • the power supply manifold divides the voltage of a vehicle power source (not shown) of, for example, 12V into appropriate voltages the electronic components 23, 25, 27 of the pump controller 21 and supplies them with the required electrical power.
  • the LIN transceiver 23 enables communication of data via a data bus, eg in the LIN protocol, between the pump controller 21 and the central engine control ZMS.
  • a plug 22 may be provided for connection to a vehicle-side data bus to the central engine control ZMS.
  • the microcomputer 25 executes a control routine with a control routine stored in a memory (not shown) of the microcomputer 25, and calculates a pulse width modulation as a drive signal of the valve driver 27.
  • the valve driver 27 amplifies the drive signal from the microcomputer 25 by supplying a power for actuating the electromagnetic proportional valve 13 from the power supply manifold 29 in accordance with the pulse width modulation on and off.
  • the pump controller 21 is formed together with a solenoid valve as a common electromechanical component 20.
  • a control circuit of the pump control 21 and an electromagnetic control of the proportional valve 13 may be cast in an encapsulated component.
  • the circuit board of the pump controller 21 may, for example, have a circular shape, so that it can be integrated in the region of the housing bottom with little space requirement.
  • an upgrade of a known ECF pump can also be carried out without modifications to the pump structure.
  • the pump controller 21 may be integrated with an outer portion of the housing of the proportional valve 13, as in FIG Fig. 3B is shown.
  • the structure shown can preferably be realized with a Hall sensor as a displacement sensor 19.
  • this embodiment is not limited to a Hall sensor, as will be described later in another embodiment.
  • a displacement sensor 19 is used for detecting a position of the control slide 7 along a Verstellwegs. Through a Hall sensor and a magnetic encoder element, which is connected to the annular piston 15, a contactless and insensitive construction is produced. The displacement sensor 19 outputs as an actual value signal the detected position of the annular piston 15 or, accordingly, of the control slide 7 along the displacement path to the pump control 21.
  • the setpoint signal which receives the pump controller 21 from the central engine control ZMS, contains a predetermined position of the control slide 7.
  • the central engine control ZMS calculates a volume flow to be delivered by the coolant pump, based on the heat output of the internal combustion engine required coolant.
  • the predetermined position of the control slide is then calculated in dependence on the volume flow and a current pump speed, which is in a fixed speed ratio to the engine, and transmitted to the pump controller 21.
  • the setpoint signal received by the pump controller 21 from the central engine control ZMS includes only a setpoint value for a required volumetric flow of the coolant and further operating parameters, in particular a current speed of the internal combustion engine or the corresponding pump speed.
  • the calculation of a setpoint value for the resulting position of the control slide 7 takes place in the pump controller 21 in this embodiment.
  • the control routine executed in the microcomputer 25, for example, corresponds to the control function of a PID gate in which a control deviation is calculated between the predetermined set value and the actual value. From the control deviation is based on a system-specific function of the hydraulic circuit 11, i. a reaction behavior between an on and off duration of the electromagnetic proportional valve 13 and a resulting change in position of the annular piston 15 as a hydraulic actuator, a pulse width modulation for controlling the electromagnetic proportional valve 13 is calculated.
  • the pressure in the hydraulic circuit 11 is controlled by the on and off periods for opening and closing the proportional valve 13 such that a balance between the hydraulic pressure and the pressure of the return spring 17 in a position of Ring piston 15 and the control slide 7 is achieved and maintained, which corresponds to the predetermined setpoint of the central engine control ZMS.
  • the actual position of the control slide 7 is in turn detected by the displacement sensor 19 and transmitted as feedback to the control of the proportional valve 13 to the pump controller 21 and entered into the microcomputer 25.
  • the pump controller 21 performs a function monitoring in order to independently detect a leak in the cooling system and to report it to the central engine control.
  • the pump controller 21 can detect deviations in the reaction behavior of the hydraulic circuit with the required sensitivity, ie in particular without influences of other operating parameters such as permanent fluctuations of speed and temperature ,
  • the pump controller 21 compares a deviation of the ratio between the on and Ausschaltdauem of the electromagnetic proportional valve 13 and the resulting change in position of the annular piston 15 and control slide 7 with a stored in the memory threshold.
  • the threshold value as well as other specific parameters of the coolant pump are stored in a memory section of the pump control 21.
  • the pump controller 21 In the case of fault detection, the pump controller 21 outputs an error message to the central engine control, which in turn can initiate a limited emergency operation or shutdown of the internal combustion engine.
  • the coolant pump has a pressure sensor (not shown) instead of a displacement sensor 19, which is preferably arranged between the annular piston 15 and the control slide 7.
  • the pump controller 21 performs a control in that the control slide 7 is moved to adjust the flow in a new position until the actual value signal of the detected pressure of the pressure sensor corresponds to a pressure of the predetermined volume flow, which is determined by the setpoint Signal from the central engine control ZMS is specified.
  • a function monitoring of the cooling system can be easily perceived via the existing pressure sensor rather than via the reaction behavior of the hydraulic actuator.
  • a threshold value is stored in a storage section of the pump controller. This threshold corresponds to a minimum operating pressure, which falls below in particular in the formation of trapped air in the cooling system.
  • the pump controller 21 In the case of fault detection, the pump controller 21 outputs an error message to the central engine control ZMS, which in turn can initiate a limited emergency operation or shutdown of the internal combustion engine.
  • a CAN interface can be provided between the pump controller 21 and the central engine control ZMS.
EP15738683.0A 2014-07-21 2015-07-17 Kühlmittelpumpe mit integrierter regelung Not-in-force EP3172445B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL15738683T PL3172445T3 (pl) 2014-07-21 2015-07-17 Pompa czynnika chłodzącego ze zintegrowaną regulacją

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102014110231.2A DE102014110231B3 (de) 2014-07-21 2014-07-21 Kühlmittelpumpe mit integrierter Regelung
DE102015109966.7A DE102015109966B3 (de) 2015-06-22 2015-06-22 Kühlmittelpumpe mit integrierter Regelung
PCT/EP2015/066473 WO2016012379A1 (de) 2014-07-21 2015-07-17 Kühlmittelpumpe mit integrierter regelung

Publications (2)

Publication Number Publication Date
EP3172445A1 EP3172445A1 (de) 2017-05-31
EP3172445B1 true EP3172445B1 (de) 2019-09-11

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Application Number Title Priority Date Filing Date
EP15738683.0A Not-in-force EP3172445B1 (de) 2014-07-21 2015-07-17 Kühlmittelpumpe mit integrierter regelung

Country Status (7)

Country Link
US (1) US10400659B2 (zh)
EP (1) EP3172445B1 (zh)
KR (1) KR101912802B1 (zh)
CN (1) CN106536939B (zh)
HU (1) HUE047472T2 (zh)
PL (1) PL3172445T3 (zh)
WO (1) WO2016012379A1 (zh)

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Publication number Priority date Publication date Assignee Title
DE102014110231B3 (de) * 2014-07-21 2015-09-10 Nidec Gpm Gmbh Kühlmittelpumpe mit integrierter Regelung
DE102015119092B4 (de) * 2015-11-06 2019-03-21 Pierburg Gmbh Verfahren zur Regelung einer mechanisch regelbaren Kühlmittelpumpe für eine Verbrennungskraftmaschine
DE102016203549B4 (de) * 2016-03-03 2021-08-12 Audi Ag Verfahren zum Ermitteln eines Verhaltens eines in einem Fahrzeug verbauten Ventils, sowie ein Fahrzeug
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WO2016012379A1 (de) 2016-01-28
EP3172445A1 (de) 2017-05-31
KR101912802B1 (ko) 2018-12-28
PL3172445T3 (pl) 2020-04-30
US20170254253A1 (en) 2017-09-07
US10400659B2 (en) 2019-09-03
KR20170018026A (ko) 2017-02-15
HUE047472T2 (hu) 2020-04-28
CN106536939B (zh) 2019-09-06
US20180119596A9 (en) 2018-05-03
CN106536939A (zh) 2017-03-22

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