EP3470646B1 - Verfahren zum betreiben einer brennkraftmaschine, brennkraftmaschine und kraftfahrzeug - Google Patents

Verfahren zum betreiben einer brennkraftmaschine, brennkraftmaschine und kraftfahrzeug Download PDF

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Publication number
EP3470646B1
EP3470646B1 EP18197112.8A EP18197112A EP3470646B1 EP 3470646 B1 EP3470646 B1 EP 3470646B1 EP 18197112 A EP18197112 A EP 18197112A EP 3470646 B1 EP3470646 B1 EP 3470646B1
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EP
European Patent Office
Prior art keywords
combustion engine
cooling
internal combustion
coolant
cooler
Prior art date
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Application number
EP18197112.8A
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German (de)
English (en)
French (fr)
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EP3470646A1 (de
Inventor
Marco Kiel
Holger Loof
Bodo Hoffmann
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.)
Volkswagen AG
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Volkswagen AG
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Publication date
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Publication of EP3470646A1 publication Critical patent/EP3470646A1/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
    • F01P7/162—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
    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/045—Constructional details of the heat exchangers, e.g. pipes, plates, ribs, insulation, materials, or manufacturing and assembly
    • F02B29/0462—Liquid cooled heat exchangers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • F02M26/28—Layout, e.g. schematics with liquid-cooled heat exchangers
    • 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
    • F01P2031/00—Fail safe
    • F01P2031/30—Cooling after the engine is stopped
    • 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
    • F01P2050/00—Applications
    • F01P2050/22—Motor-cars
    • 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
    • F01P2050/00—Applications
    • F01P2050/24—Hybrid vehicles
    • 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
    • F01P2060/02—Intercooler

Definitions

  • the invention relates to a method for operating an internal combustion engine, an internal combustion engine suitable for carrying out such a method, and a motor vehicle with such an internal combustion engine.
  • An internal combustion engine for a motor vehicle generally has a cooling system in which a coolant is conveyed by means of one or more coolant pumps in at least one cooling circuit and, in the process, heat energy from components integrated in the cooling circuit, e.g. an internal combustion engine. If an operating temperature range of the internal combustion engine has already been reached, this thermal energy is then released in an ambient heat exchanger, in particular the so-called main cooler, and temporarily in a heating heat exchanger to the ambient air, in the case of the heating heat exchanger to the ambient air provided for air conditioning an interior of the motor vehicle.
  • an ambient heat exchanger in particular the so-called main cooler
  • An internal combustion engine for a motor vehicle can also have exhaust gas recirculation, by means of which part of the exhaust gas generated by an internal combustion engine of the internal combustion engine can be returned from an exhaust gas line of the internal combustion engine to a fresh gas line of the internal combustion engine and via this into the internal combustion engine, whereby in particular certain pollutant emissions during operation of the Internal combustion engine should be kept low.
  • the use of so-called high-pressure exhaust gas recirculation is known, in which the associated exhaust gas recirculation line branches off from the exhaust gas system upstream of a turbine of an exhaust gas turbocharger integrated into the exhaust gas system and opens into the fresh gas system downstream of a compressor of the exhaust gas turbocharger integrated into the fresh gas system.
  • exhaust gas recirculation is also known, in which the associated exhaust gas recirculation line branches off from the exhaust gas line downstream of the turbine of an exhaust gas turbocharger and opens into the fresh gas line upstream of the compressor of the exhaust gas turbocharger.
  • an (EGR) cooler which acts as a heat exchanger, can be integrated into an exhaust gas recirculation a transition from Allows thermal energy from the exhaust gas to be returned to a coolant also flowing through the heat exchanger.
  • EGR cooler is usually integrated into a cooling system of the internal combustion engine that also includes cooling ducts of the internal combustion engine.
  • an automatic stop function or stop / start function can also be provided, in which the internal combustion engine is automatically switched off if no drive power is to be generated by it. This can be the case on the one hand when the motor vehicle is stationary, for example at a traffic light, or when the motor vehicle is coasting. The internal combustion engine is then automatically restarted as soon as the engine control system assumes that drive power should be generated again by means of the internal combustion engine. This can be determined, for example, in that the driver of the motor vehicle relieves a brake pedal of the motor vehicle and / or actuates a clutch pedal when the motor vehicle is stationary and with the stop function activated and therefore with the internal combustion engine switched off.
  • Internal combustion engines which are provided for driving motor vehicles are usually charged in order to increase the specific power and to reduce the specific fuel consumption.
  • Charging of internal combustion engines by means of one or more exhaust gas turbochargers is widespread. These comprise a turbine with a turbine runner, against which exhaust gas that was emitted by an internal combustion engine of the internal combustion engine flows against and is thereby driven to rotate.
  • the turbine impeller drives a compressor impeller of a compressor via a shaft, which is integrated into a fresh gas line of the internal combustion engine and thereby compresses the fresh gas.
  • such a compressor can also be driven by means of another drive, for example by the internal combustion engine itself or by an electric drive motor.
  • the compression increases the temperature and thus the specific volume of the compressed fresh gas, which counteracts the increase in the filling of the combustion chambers intended by the compression.
  • charge air coolers are usually integrated in the fresh gas line downstream of the compressor, which cause at least partial recooling of the fresh gas (charge air) heated by the compression.
  • Such a charge air cooler can also be integrated into the cooling system of the internal combustion engine, so that its cooling effect on a Heat transfer from the fresh gas to the charge air cooler flowing through coolant of the cooling system is based.
  • the DE 196 28 576 A1 discloses a radiator fan for a motor vehicle, in which the fan wheel can be driven on the one hand by an internal combustion engine of the motor vehicle and on the other hand by an electric motor integrated into the radiator fan.
  • the DE 10 2013 111 455 A1 describes a method and systems for reducing the corrosion of a charge air cooler.
  • a grille closure system In response to an area of condensate formation in a charge air cooler, a grille closure system is set, moving the area of condensate formation to another location in the charge air cooler.
  • the orientation of the grille closure system can also be adjusted in response to the operating conditions of the motor vehicle and the condensate weather conditions.
  • the DE 10 2015 113 476 A1 discloses a charge air cooler for an internal combustion engine that is cooled by liquid coolant, the liquid coolant being conveyed through the charge air cooler by means of a coolant pump driven by an electric motor.
  • the delivery rate of the coolant pump is controlled as a function of the temperatures of the air flow entering and exiting the charge air cooler.
  • the DE 10 2015 210 615 A1 describes a hybrid vehicle with a charged internal combustion engine and a charge air cooler integrated in a cooling system of the hybrid vehicle, through which coolant does not flow during a purely electric motor drive of the hybrid vehicle.
  • the EP 1 059 432 A2 discloses a cooling system for a motor vehicle that can integrate an internal combustion engine, a charge air cooler and an EGR cooler. In this case, it can be provided that when the internal combustion engine is no longer in operation, a coolant pump continues to operate for a defined period in order to achieve continued cooling of the charge air cooler and the EGR cooler. This is intended to increase the service life of these components.
  • the invention was based on the object, in an internal combustion engine with an internal combustion engine for which an automatic stop function is provided, to avoid, as far as possible, negative effects resulting from activation of the automatic stop function.
  • an internal combustion engine according to the invention also has a control device which is designed such that it can execute a method according to the invention (in an automated manner).
  • the conveyance of the coolant in the corresponding cooling circuit serves to overheat the charge air cooler, in particular due to the ongoing heat transfer from the Avoid charge air to the intercooler.
  • the conveyance of the coolant in this cooling circuit is used to avoid a build-up of heat in the cooling system, which could otherwise occur, since various components of the internal combustion engine integrated into the cooling system of the internal combustion engine, in particular the internal combustion engine (and in particular a cylinder head of the internal combustion engine), the exhaust gas turbine and the EGR cooler (in particular a EGR cooler for low-pressure exhaust gas recirculation), can have a high component temperature due to the previous operation of the internal combustion engine and then, due to the thermal inertia, enter a significant thermal output into the coolant of the cooling system even while the internal combustion engine's stop function is activated.
  • the specifically envisaged temperature ranges for the coolant are selected in such a way that the negative effects that would arise if the cooling circuit (s) were interrupted and the stop function was activated are sufficiently avoided or kept low and, at the same time, those that persist according to the invention Operation of the cooling system to be applied power, which is required in particular for conveying the coolant and possibly for operating a fan, is kept low.
  • At least one electric motor can be installed in the cooling circuit or, in the case of different cooling circuits, in at least one of the cooling circuits of the cooling system (possibly in each case) other way be integrated independently of the internal combustion engine drivable coolant pump.
  • cooling of the coolant in the said cooling circuit (s), in which coolant is conveyed during the activated stop function is effected by means of an ambient heat exchanger.
  • an ambient heat exchanger which is integrated in the cooling circuit or, in the case of different cooling circuits, in at least one of the aforementioned cooling circuits.
  • the ambient heat exchanger is assigned a fan so that a sufficient amount of heat transfer from the coolant flowing through the ambient heat exchanger to air that also flows through and / or around the ambient heat exchanger can be ensured even if an inventive Motor vehicle comprising internal combustion engine (according to the invention) is at a standstill, ie not driving, when the stop function is activated.
  • the mentioned cooling circuits are separated, the cooling circuit integrating the cooling duct of the internal combustion engine and / or the cooling duct of the exhaust gas turbine and / or the EGR cooler being designed for a higher operating range of the coolant temperature than the cooling circuit integrating the intercooler.
  • the first-mentioned cooling circuit can therefore in particular be part of a high-temperature cooling system and the second-mentioned cooling circuit can be part of a low-temperature cooling system separated from the high-temperature cooling system, each of which represents sections of the (overall) cooling system.
  • a “separate” or “separated” design of the cooling circuits or the (partial) cooling systems is understood to mean that they are not an integral section, ie not a section that is both part of one cooling circuit or cooling system and part of the other cooling circuit or cooling system, include.
  • the separated cooling circuits or cooling systems can, however, be indirectly connected to a common expansion tank, in particular via at least one equalization line and one ventilation line.
  • An “expansion tank” is understood to mean a reservoir for the coolant of the cooling system, which is used to compensate, in particular, temperature-related expansion of the coolant by changing the fill level of the coolant in the expansion tank.
  • such an expansion tank can in particular be partially filled with the coolant and partially with a gas, in particular air.
  • An associated vent line can preferably open into a section of the expansion tank in which the gas is present, while an associated equalization line opens into a section that receives the coolant in order to prevent coolant from flowing over between the cooling circuit (s) and the expansion tank with the primary
  • the aim of compensating for temperature-related expansion of the coolant possibly also for filling the (overall) cooling system or at least the connected cooling circuits with the coolant for the first time or as part of maintenance activities.
  • the cooling duct of the internal combustion engine can in particular be a cooling duct of a cylinder head of the internal combustion engine, because the cylinder head is usually subjected to particularly high thermal loads during operation of the internal combustion engine, and therefore has a relatively high component temperature and consequently the risk of local thermal overload for the coolant contained within the cooling channel of the cylinder head can be particularly high when the stop function is activated and the delivery of the coolant is interrupted.
  • Another possibility to avoid a local thermal overload up to boiling of the coolant is to use a defined pressure level for the cooling system when the cooling system is in operation
  • a defined pressure level for the cooling system when the cooling system is in operation
  • the pressure increases starting from a cold start of the internal combustion engine until the intended operating temperature range for the coolant is reached, whereby the provision of a closed expansion tank limits the pressure increase as a result of the Compression of the gas contained therein is not completely relieved, as is the case with an open cooling system or expansion tank.
  • the coolant is still at a relatively low temperature shortly after a cold start of the internal combustion engine, for example, its pressure in the cooling system is also still relatively low. If, for example, due to a very high load requirement on the internal combustion engine, a high thermal power is introduced into the coolant locally and in particular in a cylinder head of the internal combustion engine, there is a local risk of the coolant boiling, which can damage it. To avoid this, it can be provided that in a state of the cooling system during operation of the internal combustion engine, a defined pressure level, which has not yet been reached due to the temperature of the coolant being too low, is actively generated by one or more suitable pressure generating devices.
  • Such a pressure generating device can in particular be controlled as a function of the measurement signal from a pressure sensor, which preferably determines the gas pressure in an expansion tank of the cooling system.
  • a pressure sensor which preferably determines the gas pressure in an expansion tank of the cooling system.
  • Such an active influencing of the pressure of the coolant can, if necessary, in particular by a corresponding control of one or more coolant pumps of the cooling system, which can in particular be driven by an electric motor or in some other way independently of the internal combustion engine Combination with controllable throttles or other flow resistances can be achieved.
  • a pressure generating device can preferably also be provided, by means of which the pressure of the gas contained in the expansion tank can be influenced.
  • such a pressure generating device can comprise a gas delivery device, in particular a compressor, by means of which additional gas can be introduced into the expansion tank with the aim of increasing the gas pressure.
  • a pressure generating device can furthermore preferably have a controllable valve, as a result of which the gas pressure in the expansion tank can also be reduced again in a targeted manner.
  • a corresponding pressure generating device can also provide means by which the volume and thus the pressure of the gas contained in the expansion tank can be influenced.
  • Such means can for example have a wall which at least partially delimits the gas volume, in particular in the form of a membrane, which can be displaced by means of an actuating device in order to change the gas volume.
  • a motor vehicle according to the invention comprises at least one internal combustion engine according to the invention, which is preferably provided for generating drive power for the motor vehicle.
  • the motor vehicle can in particular be a wheel-based motor vehicle (preferably a car or truck).
  • the Fig. 1 shows a motor vehicle according to the invention with an internal combustion engine 10 according to the invention.
  • Such an internal combustion engine 10 according to the invention can according to FIG Fig. 2 have an internal combustion engine 12, which can in particular be designed as a reciprocating piston internal combustion engine operating according to the diesel principle and which comprises a cylinder housing 14 with cylinders 16 formed therein and a cylinder head 18. Furthermore, the internal combustion engine 10 according to FIG Fig. 2 still have a main cooling system and a secondary cooling system.
  • the main cooling system is used for (direct) cooling of the internal combustion engine 12, of engine oil to lubricate the internal combustion engine 12, of (gear) oil of a (manual or automatic) gearbox (not shown) assigned to the internal combustion engine 12, an exhaust gas turbocharger 20, in particular a bearing bracket or an exhaust gas turbine 96 of the exhaust gas turbocharger 20, as well as exhaust gas that is recirculated either via an exhaust gas recirculation line 22 of a low-pressure exhaust gas recirculation or an exhaust gas recirculation line 24 of a high-pressure exhaust gas recirculation.
  • the main cooling system comprises cooling channels 26, 28 of the cylinder housing 14 and the cylinder head 18, an engine oil cooler 30, a transmission oil cooler 32, a cooler for the exhaust gas turbocharger 20, specifically a cooling channel for the exhaust gas turbine 96 of the exhaust gas turbocharger (ATL cooler) 34, a cooler for a (or a cooling channel in an) exhaust gas recirculation valve 36 and an EGR cooler each in the exhaust gas recirculation line 22 of the low-pressure exhaust gas recirculation (LP EGR cooler 38) and the exhaust gas recirculation line 24 of the high pressure exhaust gas recirculation (HP EGR cooler 40).
  • the main cooling system comprises a main cooler 42, three coolant pumps 46, 48, 50 and a heating system heat exchanger 44.
  • the main cooler 42 is used to recool the coolant flowing through it by transferring thermal energy to ambient air, which also flows through the main cooler 42.
  • the heating heat exchanger 44 is used, if necessary, to supply ambient air that is used for air conditioning an interior of a motor vehicle comprising the internal combustion engine 10 (according to, for example, FIG Fig. 1 ) to warm up the intended air and thereby temper it.
  • the main coolant pump 46 which can be driven either by an electric motor or, preferably, directly or indirectly by an output shaft (in particular a crankshaft; not shown) of the internal combustion engine 12, ie mechanically.
  • the main coolant pump 46 Even with such a mechanical drive of the main coolant pump 46, it can be designed to be controllable or regulatable with regard to the specific (ie in each case related to the drive speed) delivery rate and also to be able to be switched off (ie then generating no relevant delivery rate despite rotary drive). It can be provided that when the main coolant pump 46 is switched off, it prevents or prevents its flow through is made possible.
  • the two further (additional) coolant pumps 48, 50 of the main cooling system are driven by an electric motor.
  • a main cooling circuit comprises the cooling channels 26, 28 of the cylinder head 18 and the cylinder housing 14, the main cooler 42, a bypass 52 bypassing the main cooler 42 and the main coolant pump 46.
  • the cooling channels 26, 28 of the cylinder head 18 and the cylinder housing 14 are parallel to the main cooling circuit integrated.
  • a first control device 54 in the form of a (automatically regulating) thermostatic valve (opening temperature: 105 ° C) and a second control device 56 in the form of a control valve controllable by a control device 58 can influence whether and to what extent the cooling duct 26 of the cylinder housing 14 is flowed through by the coolant when the cooling channel 28 of the cylinder head 18 is flowed through.
  • a third control device 60 which is also in the form of a control valve controllable by means of the control device 58, it can be influenced whether and, if so, to what extent coolant, the i.a. flows in the main cooling circuit, via the main cooler 42 or the associated bypass 52.
  • the first, second and third control devices 54, 56, 60 and a fourth control device 62 each represent part of a coolant distribution module 108.
  • a first secondary cooling circuit which comprises a secondary section which leaves a section of the main cooling circuit immediately downstream (in relation to an intended flow direction of the coolant in the main cooling circuit) of an outlet of the cooling channel 28 of the cylinder head 18 and back into a section upstream of the third control device 60 Section of the main cooling circuit opens.
  • the section of the main cooling circuit between the branch and the mouth of this branch line of the first auxiliary cooling circuit can be closed by means of the fourth control device 62, which is in the form of a control valve that can be controlled by means of the control device 58, so that, if necessary, this section of the Main cooling circuit (and thus the main cooling circuit as a whole) can be prevented.
  • a first (48) of the additional coolant pumps 48, 50 is integrated into the first auxiliary cooling circuit. Downstream of this first additional coolant pump 48, the first auxiliary cooling circuit is divided into two parallel strands, with the LP EGR cooler 38 being integrated in a first of these strands and the heating heat exchanger 44 being integrated in the second branch, and the ATL cooler 34 in the second branch is integrated. The two branches of the branch line of the first auxiliary cooling circuit are brought together again before they merge into the main cooling circuit.
  • the main cooling system also includes a second auxiliary cooling circuit.
  • the secondary section of the second secondary cooling circuit opens into a section of the main cooling circuit upstream of the main coolant pump 46 (as well as downstream of the main cooler 42 and upstream of the mouth of the bypass 52 belonging to the main cooler 42).
  • a third secondary cooling circuit comprises a secondary line which branches off in the area of the branch between the cooling channels 26, 28 of the cylinder head 18 and the cylinder housing 14 and upstream of the main coolant pump 46 (and downstream of the main cooler 42 and the mouth of the bypass 52 belonging to the main cooler 42) again opens into a section of the main cooling circuit.
  • the engine oil cooler 30 is integrated into this branch line.
  • a fourth secondary cooling circuit comprises a secondary line which branches off from the secondary line of the third secondary cooling circuit and which integrates a fifth control device 66 in the form of a thermostatic valve (opening temperature: e.g. 75 ° C) and the transmission oil cooler 32.
  • the secondary section of the fourth secondary cooling circuit also opens upstream of the main coolant pump 46 (as well as downstream of the main cooler 42 and upstream of the mouth of the bypass 52 belonging to the main cooler 42) in a section of the main cooling circuit.
  • a fifth secondary cooling circuit of the main cooling system comprises a secondary line which emerges from the secondary line of the first secondary cooling circuit upstream of the first additional coolant pump 48 and which integrates the second additional coolant pump 50 and the HP EGR cooler 40 downstream thereof.
  • a sixth control device 68 in the form of a thermostatic valve (switching temperature between 70 ° C and 80 ° C, for example) is arranged downstream of the HP-EGR cooler 40.
  • coolant that has flowed through the HP EGR cooler 40 can either be directed to an end section of the branch line of the EGR cooling circuit or to a short-circuit line 70 which opens upstream of the second additional coolant pump 50 into an initial section of the branch line of the fifth auxiliary cooling circuit , be divided.
  • the secondary cooling system serves to cool the fresh gas (charge air) charged by means of a compressor 98 of the exhaust gas turbocharger 20, which the internal combustion engine 12 is supplied via a fresh gas line 74 of the internal combustion engine 10, as well as a metering valve 72, by means of which a reducing agent can be introduced into exhaust gas flowing through an exhaust line 76 of the internal combustion engine 10 in order to reduce pollutants, in particular nitrogen oxides, by means of selective catalytic reduction To achieve exhaust gas.
  • the charge air cooler 78 provided for cooling the charge air, on the one hand, and the cooling channel provided for cooling the metering valve 72, on the other hand, are integrated in parallel strands of a cooling circuit of the auxiliary cooling system.
  • this cooling circuit in the section that is not divided into the two strings) there is an electric motor-driven coolant pump 80 as well as an additional cooler 82, which recools the coolant flowing through the cooling circuit of the secondary cooling system by transferring thermal energy to the ambient air flowing through the additional cooler 82 serves, integrated.
  • the additional cooler 82 can be bypassed by means of a bypass 84, whereby a division of the coolant flowing through the cooling circuit of the secondary cooling system to either the additional cooler 82 or the associated bypass 84 by means of a seventh control device 86, which can be designed as a thermostatic valve or as a control valve controllable by a control unit, is changeable.
  • the temperature of the coolant can be significantly higher in the main cooling system than in the secondary cooling system during regular operation of the internal combustion engine 10, so that the former can also be referred to as a high-temperature cooling system and the latter as a low-temperature cooling system.
  • the cooling system further includes a surge tank 88 that is partially filled with the coolant and partially with air.
  • the expansion tank 88 is connected in a fluid-conducting manner to both the main cooling circuit of the main cooling system and to the cooling circuit of the auxiliary cooling system via a connecting line 90 which exits from a (lower) section of the expansion tank 88 that receives the coolant.
  • vent lines 92 with the interposition of either one or more check valves 94 or a throttle 64, connect the HP EGR cooler 40, the main cooler 42, the cooling duct 28 of the cylinder head 18 and the charge air cooler 78 with the (upper) section of the air-receiving Reservoir 88.
  • the main cooling system of the cooling system according to the Fig. 1 can for example be operated as follows.
  • the main coolant pump 46 is not operated, as a result of which or wherein it is also switched off and consequently cannot be flowed through.
  • the first additional coolant pump 48 (with variable delivery rate) can be operated during this warm-up phase, whereby coolant (in connection with an interrupting position of the fourth control device 62) is delivered in the first auxiliary cooling circuit.
  • the coolant flows through the ATL cooler 34 integrated in the secondary section of the first secondary cooling circuit, the LP EGR cooler 38 and the heating heat exchanger 44.
  • this coolant flows (completely) through the bypass 52 to the main water cooler 42, which is also a section of the first secondary cooling circuit (as a result of a corresponding position of the third control device 60), furthermore the branch line of the third auxiliary cooling circuit (in a flow direction which is opposite to that in normal operation; see arrowhead without filling), with a flow through the engine oil cooler 30 optionally through the integration of a corresponding Bypasses (not shown) in this branch line can be prevented, as well as the cooling duct 28 of the cylinder head 18.
  • the second control device 56 In exceptional situations, especially if, despite the warm-up phase, the internal combustion engine 12 is to be operated with high loads, in particular full load, provision can also be made for the second control device 56 to be adjusted to a releasing position by means of the control device 58 in order to also allow flow through the cooling duct 26 of the cylinder housing 14 to ensure.
  • the fifth control device 66 prevents flow through the secondary section of the fourth secondary cooling circuit and consequently through the transmission oil cooler 32 at least initially during the warm-up phase.
  • the flow also flows through the second secondary cooling circuit with the cooler (cooling channel) integrated therein for the exhaust gas recirculation valve 36.
  • the sixth control device 68 is set in such a way that coolant is supplied by means of the second control device operated for this purpose Additional coolant pump 50 in which, moreover, only the high-pressure EGR cooler 40 and the short-circuit circuit comprising the short-circuit line 70 are conveyed.
  • the main coolant pump 46 is operated (with variable specific delivery rate) and coolant is conveyed at least temporarily in all of the cooling circuits of the main cooling system.
  • the two additional coolant pumps 48, 50 of the main cooling system can, if necessary, also be operated to support the main coolant pump 46.
  • the second additional coolant pump 50 this only applies after the sixth control device 68 has switched over in such a way that a flow of coolant is permitted in the fifth cooling circuit.
  • the second additional coolant pump 50 is operated in order to deliver coolant (also during normal operation of the internal combustion engine 10) within the short circuit.
  • the coolant flowing through the main cooling circuit continues to be variably divided between either the main cooler 42 or the associated bypass 52, whereby a setpoint temperature for the coolant leaving the cooling duct 28 of the cylinder head 18 of approximately 90 ° C can be set.
  • the volume flow of the coolant through the secondary line of the first secondary cooling circuit can also be adjusted in superposition to the delivery rate of the main coolant pump 46. This can be relevant, in particular, to achieve sufficient heat transfer in the heating heat exchanger 44 and thus sufficient heating functionality for the interior heating of a motor vehicle comprising the internal combustion engine 10.
  • the second secondary cooling circuit with the cooler (cooling channel) integrated therein for the exhaust gas recirculation valve 36 and the third secondary cooling circuit with the engine oil cooler 30 integrated therein are also permanently flowed through.
  • the temperature of the coolant applied to the fifth control device 66 which is also integrated in the auxiliary section of the fourth auxiliary cooling circuit, is at least 75 ° C, so that the fifth control device 66 (temperature-dependent variable) also allows a flow through the transmission oil cooler 32.
  • a relatively small pilot flow can be provided to control the temperature of the fifth control device 66, which is designed as a thermostatic valve.
  • the fifth auxiliary cooling circuit is also only flowed through if the temperature of the coolant previously conveyed in the short-circuit circuit has at least reached the associated limit temperature, which can be between 70 ° C and 80 ° C.
  • the HP EGR cooler 40 is permanently acted upon with coolant, the temperature of which essentially corresponds to that which was reached in the outlet of the cooling channel 28 of the cylinder head 18 and which in particular is approx Can be 90 ° C.
  • the respective flow can be interrupted again by means of the corresponding control devices 54, 66, 68, provided that the respective associated limit or opening temperature has been fallen below.
  • a flow through the cooling circuit of the secondary cooling system is brought about by means of the coolant pump 80 integrated therein as required and independently of the controls / regulators of the main cooling system.
  • the cooling system of the internal combustion engine 10 also enables after-heating functionality when the internal combustion engine 12 is no longer in operation, in that coolant is conveyed by means of the first additional coolant pump 48 in the first auxiliary cooling circuit, which may then also include the main cooler 42, whereby the still in particular the main cooler 42, the cylinder head 18 and the LP EGR cooler 38 contained thermal energy in the Heating heat exchanger 44 can be used to control the temperature of the interior of a motor vehicle comprising the internal combustion engine 10.
  • the cooling system also enables after-cooling functionality when the internal combustion engine 12 is no longer operated and has previously been thermally highly stressed, in that coolant is conveyed by means of the first additional coolant pump 48 in the first secondary cooling circuit, which then also includes the main cooler 42, whereby the thermally critical components of the cooling system, in particular the cylinder head 18 and the exhaust gas turbocharger 20 (by means of the ATL cooler 34) and the LP EGR cooler 38 can be post-cooled.
  • This after-cooling functionality can be relevant for the internal combustion engine 12 in particular in connection with an automatic stop function.
  • the automatic stop function automatically switches off the internal combustion engine 12 when the internal combustion engine 10 or the motor vehicle comprising the internal combustion engine 10 is in operation, provided that no drive power is to be generated by it.
  • the LP EGR cooler 38 and the turbocharger cooler 34 during an activated stop function and consequently when the internal combustion engine 12 is not in operation, which in particular in the preceding Operation of the internal combustion engine 12 may have been subjected to high thermal loads, provision is made to convey coolant by operating the first additional coolant pump 48 in the first auxiliary cooling circuit.
  • the transmission oil cooler 32, the engine oil cooler 30, the main coolant pump 46 and the cooling channels 26 of the cylinder housing 14 can also be flowed through. Partly the direction of the flow is shown (see direction arrows without filling in the Fig. 2 ) reversed compared to the direction of flow (see directional arrows with filling in the Fig. 2 ) during operation of the internal combustion engine 12. During the aftercooling, it can be provided that all of the coolant flowing in the first secondary cooling circuit is conducted via the main cooler 42.
  • a variable proportion (up to the total amount) of this coolant can also be conducted via the bypass 52 by means of the third control device 60. In this way, in particular, excessive cooling of the coolant in the event of a prolonged non-operation of internal combustion engine 12 as a result of an activated stop function can be avoided.
  • the coolant is removed by means of the coolant pump 80 during non-operation of the internal combustion engine 12 as a result of an activated stop function is also promoted in the cooling circuit of the auxiliary cooling system, whereby excessive heating of the charge air cooler 78 is avoided.
  • the charge air cooler 78 can immediately again provide sufficient cooling capacity for the charge air to be supplied to the internal combustion engine 12, so that it is supplied to the combustion chambers of the internal combustion engine 12 in the temperature range provided for it .
  • the seventh control device 86 can be used to vary which proportion of the coolant flowing in the cooling circuit of the auxiliary cooling system is routed via the auxiliary cooler 82 or via the associated bypass 84 in order, on the one hand, to achieve a sufficient cooling capacity for, in particular, the charge air cooler 78 and, on the other hand, an excessively strong one Avoid cooling the coolant.
  • the internal combustion engine 10 in certain transient operating states of the internal combustion engine 12, specifically when the load requirement that is placed on the operation of the internal combustion engine 12 is increased by at least 20% based on the full load, the temperature of the in the cooling circuit of the Secondary cooling system flowing cooling system is lowered by, for example, approx. 20 ° C compared to the previous stationary operation in order to achieve an improved filling of the combustion chambers of the internal combustion engine 12 by means of an increase in the cooling capacity of the intercooler 78 realized in this way and, consequently, an improved boost pressure build-up, whereby the dynamic operating behavior of the internal combustion engine 12 is improved.
  • an increased proportion of the coolant arriving at the seventh control device 86 is conducted via the additional cooler 82, if possible. Furthermore, it can be provided that a fan 106 assigned to the additional cooler 82 is put into operation or its drive power is increased, as a result of which the cooling performance of the additional cooler 82 can be increased.
  • a NO x storage catalytic converter 100 and a particulate filter 102 are also integrated into the exhaust system 76 of the internal combustion engine 10.
  • the NOx storage catalytic converter 100 is used to store nitrogen oxides contained in the exhaust gas if these cannot be reduced to a sufficient extent by the reducing agent introduced in combination with a reduction or SCR catalytic converter (not shown). This can be the case, for example, after a cold start of the internal combustion engine 10 or when the internal combustion engine 12 is operated for a relatively long time at low loads and speeds, whereby the SCR catalytic converter does not yet or no longer has an operating temperature required for a sufficient reduction.
  • the particle filter 102 serves to filter out particles from the exhaust gas.
  • NO x storage catalytic converter 100 It applies to both the NO x storage catalytic converter 100 and the particle filter 102 that these must be regenerated when a defined loading limit is reached in order to maintain their functionality.
  • NO x storage catalytic converter 100 there is also the fact that it has to be desulfurized at regular intervals because the sulfur usually contained in the fuel reacts with the storage material of the NO x storage catalytic converter 100, as a result of which the amount of storage material available for storing the nitrogen oxides decreases.
  • the NO x storage catalytic converter 100 has to be heated to a temperature between 600 ° C. and 650 ° C., among other things by means of specific measures. Comparable temperatures are also required for a regeneration of the particle filter 102.
  • the heating of the NO x storage catalytic converter 100 and the particle filter 102 to the temperatures required for desulfurization or regeneration is carried out by a corresponding increase in the temperature of the exhaust gas, for which various, fundamentally known, especially engine-internal measures are provided.
  • a temperature of the coolant specifically that coolant that is then to be fed into the internal combustion engine 12 via the main coolant pump 46, to reduce the increased thermal load on the internal combustion engine 12 and the main cooling system due to the increase in the To compensate for the temperature of the exhaust gas.
  • the temperature of the coolant is measured by means of a temperature sensor 104, which is integrated in the outlet of the cooling channel 28 of the cylinder head 18.
  • an increased proportion of the coolant arriving at the third control device 60 is guided via the main cooler 42, if possible. Furthermore, it can be provided that a fan 106 assigned to the main cooler 42 is put into operation or its drive power is increased, as a result of which the cooling power of the main cooler 42 can be increased.
  • the lowering of the temperature of the coolant is also ended or reversed, in order to avoid excessive cooling of the components integrated in the main cooling system by the coolant.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Supercharger (AREA)
EP18197112.8A 2017-10-10 2018-09-27 Verfahren zum betreiben einer brennkraftmaschine, brennkraftmaschine und kraftfahrzeug Active EP3470646B1 (de)

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DE102017123469.1A DE102017123469A1 (de) 2017-10-10 2017-10-10 Verfahren zum Betreiben einer Brennkraftmaschine, Brennkraftmaschine und Kraftfahrzeug

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DE102020206264A1 (de) * 2020-05-19 2021-11-25 Volkswagen Aktiengesellschaft Drainage von Kondensat aus einem Regenerationsluftsystem einer Brennkraftmaschine

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DE102017123469A1 (de) 2019-04-11
CN109653856B (zh) 2021-05-11
KR20210000299A (ko) 2021-01-04
CN109653856A (zh) 2019-04-19
EP3470646A1 (de) 2019-04-17
KR102315261B1 (ko) 2021-10-20
KR20190040454A (ko) 2019-04-18

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