EP3523524B1 - Moteur à combustion interne - Google Patents

Moteur à combustion interne Download PDF

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Publication number
EP3523524B1
EP3523524B1 EP17777250.6A EP17777250A EP3523524B1 EP 3523524 B1 EP3523524 B1 EP 3523524B1 EP 17777250 A EP17777250 A EP 17777250A EP 3523524 B1 EP3523524 B1 EP 3523524B1
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EP
European Patent Office
Prior art keywords
coolant
internal combustion
combustion engine
main
control device
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
EP17777250.6A
Other languages
German (de)
English (en)
Other versions
EP3523524A1 (fr
Inventor
Steffen Jüstel
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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Filing date
Publication date
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Publication of EP3523524A1 publication Critical patent/EP3523524A1/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
    • F01P11/0204—Filling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/02—Liquid-coolant filling, overflow, venting, or draining devices
    • F01P11/029—Expansion reservoirs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/02—Arrangements for cooling cylinders or cylinder heads
    • 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
    • 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
    • F01P7/161—Controlling of coolant flow the coolant being liquid by thermostatic control by bypassing pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/165—Controlling of coolant flow the coolant being liquid by thermostatic control characterised by systems with two or more loops
    • 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
    • F01P7/167—Controlling of coolant flow the coolant being liquid by thermostatic control by adjusting the pre-set temperature according to engine parameters, e.g. engine load, engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • 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
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/08—Cabin heater

Definitions

  • the invention relates to an internal combustion engine with a cooling system.
  • the invention also relates to a method for filling the cooling system of such an internal combustion engine with coolant.
  • Internal combustion engines for motor vehicles usually have a cooling system in which a coolant is pumped into at least one cooling circuit by means of one or more pumps and absorbs thermal energy from components integrated in the cooling circuit, in particular an internal combustion engine and an oil cooler and / or a charge air cooler. This heat energy is then released in an ambient heat exchanger, the so-called main cooler or main water 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 the interior of the motor vehicle.
  • a coolant is pumped into at least one cooling circuit by means of one or more pumps and absorbs thermal energy from components integrated in the cooling circuit, in particular an internal combustion engine and an oil cooler and / or a charge air cooler.
  • This heat energy is then released in an ambient heat exchanger, the so-called main cooler or main water 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 the interior of the motor vehicle.
  • Cooling systems of modern motor vehicles often have several cooling circuits.
  • a so-called large cooling circuit or main cooling circuit as well as a small cooling circuit, which are integrally formed in sections, and wherein the coolant is passed through either the large or the small cooling circuit by means of a thermostat-controlled valve.
  • the coolant is pumped into the large cooling circuit by means of the thermostat-controlled valve, so that overheating of the cooling system is avoided by heat transfer from the coolant to the ambient air.
  • the heating heat exchanger as a second ambient heat exchanger is regularly integrated into the small cooling circuit, which enables the interior of the motor vehicle to be heated even in the warm-up phase of the internal combustion engine.
  • the (main) coolant pump of the cooling system is regularly driven mechanically by the internal combustion engine of the internal combustion engine. Your delivery rate is thus basically proportional to the speed at which a crankshaft of the internal combustion engine rotates.
  • the cooling power requirement tends to increase with increasing speed of the internal combustion engine, the cooling power theoretically achievable by operating the pump does not correspond to the actual cooling power requirement in many operating states. Since a sufficiently high cooling capacity should be available in all operating states, such mechanically driven pumps are often overdimensioned. The efforts to reduce the fuel consumption of motor vehicles has therefore led to the development of mechanically driven coolant pumps which can be regulated within limits with regard to the volume flow.
  • Such a controllable mechanically driven coolant pump is for example from the DE 10 2010 044 167 A1 known.
  • the main regulation of the volume flow of the coolant can take place by means of controllable coolant pumps, while the distribution of the volume flow to the individual components, each with a different cooling requirement, can be controlled by means of valves that are actively controlled, in particular via thermostats.
  • the DE 103 42 935 A1 an internal combustion engine with a cooling circuit which comprises a pump mechanically driven by an internal combustion engine. The delivery volume flow of the pump is therefore dependent on the speed of the internal combustion engine.
  • a plurality of individually controllable control valves are in the Integrated cooling circuit.
  • the DE 103 42 935 A1 further discloses that the channels of the cylinder crankcase and the cylinder head are connected in parallel, which makes it possible to control the cooling capacity for these components individually. That from the DE 103 42 935 A1 known cooling system is relatively complex.
  • An internal combustion engine according to the preamble of claim 1 is in the DE 10 2014 219 252 A1 described.
  • This internal combustion engine comprises a control device which, by means of an actuator that moves a first locking slide and a second, second locking slide, which is moved in phases by the first locking slide, enables the implementation of an operationally adapted coolant supply to the various components of a cooling system of the internal combustion engine in a comparatively simple manner.
  • a similar internal combustion engine is in the FR 2 800 125 described.
  • the air contained in the cooling circuit which is displaced by the inflowing coolant, must be removed as completely as possible during the filling process of the cooling circuit, in particular during an initial filling or a new filling as part of maintenance.
  • gas can be produced by evaporation processes that should be safely discharged. This is particularly true if the cooling circuit is designed for an operating temperature of the coolant which is above the (pressure-dependent) boiling temperature of water. Water that has accumulated or settled in the cooling circuit then evaporates and should be drained away accordingly.
  • a cooling system of a motor vehicle is vented via a so-called expansion tank.
  • Such an expansion tank also has the task of compensating for changes in the volume of the coolant caused by thermal effects and is partially filled with air for this purpose.
  • at least one vent line can lead from a generally high point of the cooling system to the equalization tank, which is arranged even higher.
  • To compensate for the thermally induced change in volume of the at least one overflow line is also provided, through which an exchange of coolant between the expansion tank and the cooling circuit connected to it via the overflow line can take place.
  • the invention was based on the object in an internal combustion engine according to DE 10 2014 219 252 A1 adjust the cooling performance of the cooling system even better according to requirements. Furthermore, a possibility should be shown, a cooling system of an internal combustion engine according to DE 10 2014 219 252 A1 to be able to advantageously fill with coolant.
  • the invention is based on the knowledge that even during a warm-up phase of the internal combustion engine, in which the primary goal is to reach defined operating temperature ranges as quickly as possible for at least some of the components integrated in the cooling system, a not inconsiderable exchange of coolant between a then small cooling circuit , in which the cooling system is operated, and the expansion tank. This leads to unwanted losses of thermal energy in the expansion tank, which in particular can delay the heating of an internal combustion engine of the internal combustion engine until the operating temperature range is reached. This delayed heating can be associated with increased fuel consumption and increased exhaust gas emissions.
  • a basic idea of the invention is therefore to delay an exchange of coolant during a warm-up phase between the then actively used cooling circuit and the expansion tank as much as possible in order to minimize the described losses of thermal energy. Accordingly, it should be provided that the functionality of the expansion tank can be switched on in the cooling system as required. In order not to increase the structural complexity of the cooling system to the relevant extent despite this functionality, the invention provides that this functionality is advantageously provided by an additional switch position for the control device from the DE 10 2014 219 252 A1 to realize known internal combustion engine.
  • This embodiment of the internal combustion engine enables advantageous regulation and distribution of the coolant in the cooling system by means of just one actuator.
  • the control device in the first position of the control device only a relatively small volume flow of the coolant is conveyed by means of the coolant pump through a small cooling circuit (bypassing the main cooler) of the cooling system, with only the internal combustion engine (at least partially) and the heating heat exchanger being flowed through . Because only a relatively small volume flow of the coolant is conveyed through the internal combustion engine, after a cold start of the internal combustion engine, the corresponding partial quantity of the coolant can be quickly warmed up and consequently the heating heat exchanger and thus the heating of a motor vehicle, which is driven by the internal combustion engine, become effective relatively early is preferably provided to be achieved.
  • heating system heat exchanger is understood to mean a heat exchanger in which heat is transferred from the coolant of the cooling system to ambient air that is provided for heating an interior of a motor vehicle.
  • a needs-based (fluid-conducting) integration of a coolant expansion tank into the cooling system is also achieved by means of the control device.
  • the release of the connecting line by the control device only in the second main position can make it possible to vent or compensate for a change in volume of the coolant by means of the expansion tank after a cold start of the internal combustion engine only if this is necessary due to the already considerable heating of the coolant in the internal combustion engine is. This can prevent the internal combustion engine from warming up as quickly as possible after a cold start of the internal combustion engine from being negatively influenced by a loss of thermal energy in the expansion tank.
  • the main cooler In the third main position of the control device, the main cooler is then switched on, which prevents overheating of the cooling system or the components integrated in it by transferring heat from the coolant to ambient air, in particular with the sole purpose of cooling the coolant.
  • the coolant is conveyed in a large cooling circuit of the cooling system.
  • the connecting line connecting the expansion tank to the control device can preferably be a vent line which connects the control device to a section of the expansion tank that is provided for receiving air during operation of the internal combustion engine. Effective venting of the control device can thereby be achieved at the same time.
  • the connecting line it is also possible for the connecting line to be an overflow line which connects the control device to a section of the expansion tank that is provided for receiving coolant when the internal combustion engine is in operation.
  • an internal combustion engine according to the invention not only enables the cooling system to be advantageously vented as required when the internal combustion engine is in operation, but also advantageously allows the cooling system to be filled with coolant, in particular when the internal combustion engine is not in operation, for example during assembly or maintenance work.
  • the control device for filling the cooling system is adjusted to the third main position in which not only an essentially complete distribution of the coolant within the cooling system but also a venting of the air displaced by the coolant introduced from the Cooling system is guaranteed via the connecting line still released in the third main position.
  • bypass bypassing the heating system heat exchanger can be advantageous because the maximum volume flow through the heating heat exchanger, which is limited by the cross sections of the flow guides of the heating heat exchanger and the lines of the cooling system leading to and away from it, is preferably relatively small and consequently not the entire volume flow of the coolant in the second position of the control device can and should be passed through the heating system heat exchanger. This applies in particular because it can be provided that the heating system heat exchanger is flowed through by the coolant in the first main position and in all of these subsequent positions of the control device.
  • control device in the third main position again prevents coolant flow through the bypass.
  • a zero position can also be provided for the control device, which is before the first main position. It is provided that the control device in this zero position prevents a coolant flow through the cooling system as a whole. This can particularly preferably be achieved in that the control device in the zero position interrupts the cooling system in a section which is arranged between the coolant pump and the internal combustion engine and in particular on the pressure side of the coolant pump.
  • Advantageous cooling of the internal combustion engine of the internal combustion engine according to the invention can be achieved if both a cylinder housing (in particular a cylinder crankcase) and a cylinder head of the internal combustion engine each have at least one cooling duct, the cooling ducts being controlled by the regulating device and having the coolant flow through them as required. It can be provided in particular that the control device in the first main position allows a coolant flow through the coolant channel of the cylinder head and prevents it through the coolant channel of the cylinder housing.
  • the coolant in operation of the internal combustion engine after a cold start, the coolant only passes through the cylinder head (and the heating heat exchanger) of the internal combustion engine, which is more thermally stressed than the cylinder housing and, in this operating state of the internal combustion engine, possibly still less thermal energy the coolant absorbing Has mass, as a result of which not only the rapid warming up of the coolant, which is advantageous for the heating output of the heating system, but also cooling for the cylinder head can be achieved at the same time.
  • a flow through the coolant channel of the cylinder housing is not yet provided, whereby it can be achieved that in this operating state a faster heating of the cylinder walls of the cylinder housing can be achieved, which has a positive effect on friction losses between cylinder and piston as well as on the emission behavior of the internal combustion engine.
  • the coolant channel of the cylinder housing is switched on into the cooling system preferably only in a (second) intermediate position of the control device located between the second main position and the third main position, particularly preferably in a (second) intermediate position of the control device located between the first intermediate position and the third main position, in which case the operating temperature of the internal combustion engine can already be so high that cooling of the cylinder housing is useful or necessary.
  • the internal combustion engine according to the invention, it can also be provided that an adjustment between at least two of the positions of the control device is possible in stages or continuously so that the control device can be set in one or more sub-stages and can also be held in them.
  • a further improved adaptation of a flow through the individual components by means of the coolant can be achieved as a function of the actual requirement.
  • Such a configuration of the internal combustion engine can be particularly useful when the coolant pump cannot be regulated with regard to the delivery volume flow independently of its delivery speed. This can be the case in particular with a coolant pump driven directly by the internal combustion engine.
  • control device is adjustable between at least two positions of the control device and in particular between the second intermediate position and the third position as a function of an operating map of the internal combustion engine.
  • an operating map in particular the load can be plotted against the speed at which the internal combustion engine is operated.
  • a heat transfer from the coolant to ambient air in the main cooler can be controlled in an advantageous manner as a function of the operating state and consequently as a function of the heat generation of the internal combustion engine.
  • This makes it possible, for example, to keep a temperature of the coolant as constant as possible or, if necessary, to a defined value (range), which in particular also depends on the operating state of the Internal combustion engine can be dependent to regulate.
  • a higher coolant temperature can be regulated, which can lead to a correspondingly high oil temperature and thus relatively low friction losses.
  • the coolant temperature can be reduced to protect the internal combustion engine from thermal overload.
  • This also enables predictive regulation of a temperature of the coolant which, unlike, for example, a corresponding regulation by means of a temperature sensor, is not (only) designed to react to a temperature change that has already occurred. It can particularly preferably be provided that the adjustment between the at least two positions is provided in a stepped or stepless manner as a function of the operating map of the internal combustion engine.
  • the control device comprises a locking slide which is moved translationally and / or rotationally by the actuator, the movement of which is brought about by the actuator to a closing or opening of inlets and / or corresponding to the positions of the control device Outlets that connect the control device to the corresponding components of the cooling system in a fluid-conducting manner.
  • the locking slide can preferably have a section within which the locking slide is controlled by the actuator achievable movement area is in overlap with an outlet of the connecting line, a section of this section being formed by a through opening which is in fluid-conducting connection with a volume of the regulating device provided for guiding coolant.
  • the outlet is formed by a tubular connection piece, one end of which is guided in a sliding manner on the locking slide directly or with the interposition of a sealing element, which can in particular be made of an elastic material, when the locking slide is operated by the actuator is moved.
  • the sealing element can be designed as a pipe plug which is inserted into the end of the connection piece.
  • control device comprises more than one locking slide, in which case it is preferably provided that only a first of the locking slides is moved by the actuator while the other locking slide or slides are moving (in at least one section of the movement of the first locking slide) is effected by the first locking slide.
  • the control device comprises a first locking slide moved by the actuator and a second locking slide moved by the first locking slide, the second locking slide (preferably exclusively) for reaching a preferably provided zero position of the Control device is provided in which it prevents a coolant flow through the cooling system in a closed position.
  • the first locking slide only partially moves the second locking slide in its range of motion. This enables in particular a simplified configuration of the second locking slide, which in the preferred configuration of the internal combustion engine according to the invention is only moved when the control device is adjusted between the zero position and the first main position, while the second locking slide is moved when the control device is moved between the other positions by means of of the first locking slide is no longer provided.
  • Such a coupling of the first locking slide and the second locking slide can be achieved, for example, by means of a coupling lever mechanism, a Maltese cross mechanism and / or a cam mechanism.
  • Securing the position of the second locking slide which may not be permanently coupled to the first locking slide, can in particular be based on a frictional connection, in that forces that overcome the frictional connection are required for moving the second locking slide that are greater than those forces that arise as a result of the mass of the second locking slide , ie Due to inertia or gravity and / or due to a hydraulic pressure of the coolant on the second locking slide in the directions of movement made possible by the mounting of the second locking slide.
  • a form-fitting position lock can also be provided.
  • the second locking slide can be secured in the bearings by the first locking slide.
  • a structurally simple embodiment of the internal combustion engine according to the invention which is advantageous in particular with regard to the required installation space is characterized in that the locking slide or slides are designed as rotary slides.
  • the actuation of the actuator of the control device is also preferably carried out as a function of a local temperature assigned to the internal combustion engine, which is particularly preferably in a coolant channel (particularly preferably at a point that is closer to an outlet of this coolant channel than to an inlet) and / or in a an outlet of this coolant channel connected section of the cooling system is measured.
  • the internal combustion engine according to the invention can have a coolant temperature sensor arranged in the coolant duct of the internal combustion engine or in a coolant line directly adjoining this coolant duct in the flow direction of the coolant.
  • a first coolant temperature sensor arranged in a coolant channel of the cylinder head and a second coolant temperature sensor arranged in a coolant channel of the cylinder housing can be provided.
  • the Fig. 1 shows schematically an internal combustion engine according to the invention.
  • This includes an internal combustion engine 10, which can be designed, for example, as a reciprocating piston internal combustion engine operating on the Otto or diesel principle and which includes a cylinder housing 12 and a cylinder head 14.
  • the internal combustion engine also has a main cooling system and a secondary cooling system.
  • the main cooling system primarily serves to cool the internal combustion engine 10, while the secondary cooling system serves to cool an exhaust gas turbocharger 16 and a charge air cooler 18 of the charged internal combustion engine 10.
  • the temperature of the coolant during regular operation of the internal combustion engine in the main cooling system can, at least in sections, be significantly higher than in the secondary cooling system, so that the former can also be referred to as a high-temperature cooling system and the latter as a low-temperature system.
  • the main cooling system further comprises a regulating device 20 with a first locking slide 22, a second locking slide 24 and an actuator 26.
  • the first locking slide 22 can be moved by means of the actuator 26, while the second locking slide 24 would be moved by the first locking slide 22 in a section of the possible overall movement of the latter.
  • the main cooling system also includes coolant channels 28, 30 of the cylinder housing 12 and the cylinder head 14, the coolant channels 30 of the cylinder head 14 also flowing through a coolant channel 32 of an exhaust manifold integrated in the cylinder head 14 for cooling purposes.
  • the main cooling system also includes an engine oil cooler 34 through which coolant can flow parallel to the coolant ducts 30 of the cylinder head 14, a heating heat exchanger 36, a main cooler 38 and a coolant pump 40.
  • the main cooling system still includes a bypass 42 integrated into the control device 20, which serves to connect a first inlet 44 of the control device 20 to a first inlet 46 of the coolant pump 40 while bypassing both the heating system 36 and the main cooler 38.
  • the Figs. 2 to 6 show a possible structural configuration of the control device 20 of the internal combustion engine according to FIG Fig. 1 .
  • the locking slides 22, 24 are designed in the form of rotary slides which, depending on their respective rotational orientations, close or release inlets and outlets for the coolant flowing through the control device 20 and for a vent line.
  • the control device 20 accordingly comprises a housing 48 in which a pump wheel 50 of a coolant pump 40 designed as an impeller pump is also rotatably integrated.
  • a rotation of the pump wheel 50 and thus a conveyance of coolant in the main cooling system is caused, for example, by the internal combustion engine 10, for which a crankshaft (not shown) of the internal combustion engine 10 is connected to a shaft 52 for the pump wheel 50 via a belt drive.
  • a belt drive is only in the Fig. 2 and 3 a belt pulley 54 of the coolant pump 40 connected to the shaft 52 is shown.
  • coolant is fed to the pump wheel 50 via the first inlet 46 and / or a second inlet 56 of the coolant pump 40.
  • the first inlet 46 is connected on the one hand to an outlet 58 of the main cooler 38 via a coolant line and on the other hand to the bypass 42. It is provided here that the coolant line forming the bypass 42 is integrated as a channel in the housing 48 of the control device 20.
  • the second inlet 56 of the coolant pump 40 is connected to an outlet 60 of the heating system heat exchanger 36 via a coolant line.
  • the coolant is guided through a coolant channel 62 formed within the housing 48 to a first outlet 64 of the regulating device 20.
  • This first outlet 64 is closed in a zero position 66 of the regulating device 20 by means of a closure element 68 of the second locking slide 24 which is in a closed position.
  • the first locking slide 22 is in an orientation in which a second outlet 70 of the control device 20, which is connected via a coolant line to an inlet 72 of the heating system heat exchanger 36, is by means of a first closure element 74 of the first locking slide 22 is locked.
  • the zero position 66 of the control device 20 is for provided a short period after a cold start of the internal combustion engine.
  • a cold start of the internal combustion engine is characterized in that the components of the internal combustion engine and in particular also the coolant of the main cooling system have temperatures that essentially correspond to the ambient temperature, but are at least below a defined limit temperature.
  • the control device 20 After a cold start of the internal combustion engine and a defined first limit value for a local coolant temperature has been reached, which is measured by means of a first coolant temperature sensor 78 integrated in the coolant duct 30 near an outlet 76 of the cylinder head 14, the control device 20 is adjusted Zero position 66 into a first main position 80 by means of the actuator 26.
  • the actuator 26 is controlled by an engine control 82 of the internal combustion engine, to which the measurement signal from the first coolant temperature sensor 78 is transmitted.
  • the adjustment of the control device 20 from the zero position 66 to the first main position 80 as a function of the local coolant temperature measured by the first coolant temperature sensor 78 is graduated or stepless by turning the first locking slide 22 and thus the temperature increase rotatably coupled second locking slide 24 is effected (cf. Fig. 7 ). It may also be possible to turn back the locking slides 22, 24 in the meantime.
  • the first locking slide 22 is rotated by means of the actuator 26, which is connected to the first locking slide 22 via a shaft 84.
  • the second locking slide 24 is in an open position in which the first outlet 64 of the control device 20 is no longer closed by the closure element 68, but is essentially completely released.
  • the first locking slide 22 is in an orientation in which its first closure element 74 no longer closes the second outlet 70, but essentially completely releases it.
  • a second closure element 86 of the first locking slide 22 closes a second inlet 90 of the control device 20 that is connected to an outlet 88 of the cylinder housing 12, a third outlet 94 of the control device 20 that is connected to an inlet 92 of the main cooler 38 via a coolant line, and the Bypass 42 integrated in the control device 20.
  • the coolant is conveyed by the coolant pump 40 only in a small cooling circuit comprising the coolant pump 40, the control device 20, the cylinder head 14 and the heater core 36 .
  • the control device 20 is moved from the first main position 80 to a second main position 96.
  • the first locking slide 22 is rotated into an orientation in which a fourth outlet 98 of the regulating device 20 is increasingly released by a third closure element 100 of the first locking slide 22, whereby a first vent line 102 (with integrated check valve 104) which connects the fourth outlet 98 the regulating device 20 connects to an expansion tank 106 (in an overhead section of the expansion tank 106), is accordingly increasingly released.
  • the control device 20 is vented via the first vent line 102, which also with at least a slight overflow of coolant between the control device 20 and the expansion tank 106 via a first overflow line emerging from a lower section of the expansion tank 106 108 can be connected, allows. Due to the relatively late connection of the expansion tank 106 (after a cold start of the internal combustion engine), heat losses in the expansion tank 106, which delay the reaching of an operating temperature range for the cylinder head 14 and delay the heating effect of the heater core 36, are kept low.
  • the Fig. 6 indicates an in the (in the Fig. 6
  • the tubular connector 112 is integrated into the housing 48 of the regulating device 20 and is provided for connection to the first vent line 102.
  • One end of the connection piece 112 is slidably mounted on a section of the first locking slide 22 forming the third closure element 100 (as a result of a rotation of the first locking slide 22), this end of the connection piece 112 in the second main position 96 in overlap with a slot-shaped through opening of the first locking slide 22 is arranged, whereby the connection piece 112 is then in fluid-conducting connection with a coolant-carrying volume of the control device. This enables the first vent line 102 to be released.
  • a sealing element 114 in the form of a pipe plug (ie a tubular plug) made of an elastic material ensures sufficient sealing of the connection piece 112 with respect to the third closure element 100 if the first vent line 102 is not to be released.
  • the material of the sealing element 114 is preferably selected so that low-friction sliding on the corresponding section of the first locking slide 22 is ensured.
  • the control device 20 is moved from the second main position 96 to a first intermediate position 110.
  • the first locking slide 22 is rotated into an orientation in which the bypass 42 is increasingly released by the second closure element 86, whereby the bypass 42 is integrated into the small cooling circuit parallel to the heating system heat exchanger 36.
  • the second inlet 90 and the third outlet 94 of the regulating device 20 are still closed by the first locking slide 22.
  • the second locking slide 24 remains in its open position during this movement of the first locking slide 22, since it is no longer rotationally coupled to the first locking slide 22.
  • the total volume flow of the coolant conveyed in the main cooling system can be increased in order to achieve a correspondingly high cooling capacity for the cylinder head 14 and the engine oil cooler 34.
  • the only phased rotary coupling of the first locking slide 22 to the second locking slide 24 is brought about by segment teeth 116, which only mesh with one another when the first locking slide 22 is rotated (back or forth) between the zero position 66 and the first main position 80.
  • Securing the position of the second locking slide 24 in its open position is positively achieved by the first locking slide 22 in that a ring section 118 adjoining the segment toothing 116 of the first locking slide 22 engages in a concave recess 120 adjoining the segment toothing 116 of the second locking slide 24 and in this is slid relative to the rotation of the first locking slide 22 and thus held globally fixed in terms of rotation.
  • the control device 20 After reaching a defined fourth limit value for the local coolant temperature measured by means of the first coolant temperature sensor 78 in the cylinder head 14 and / or after reaching a defined first limit value for a coolant temperature sensor 122 measured by means of a second coolant temperature sensor 122 arranged in the vicinity of the outlet 88 of the cylinder housing 12 local coolant temperature in the cylinder housing 12, the control device 20 is adjusted from the first intermediate position 110 into a second intermediate position 124.
  • the first locking slide 22 is rotated into an orientation in which the second closure element 86 also (increasingly) releases the second inlet 90 of the control device 20 (cf. Fig. 7 ).
  • the second intermediate position 124 is therefore also provided that the coolant flows through the cylinder housing 12.
  • the control device 20 After reaching a defined fifth limit value for the local coolant temperature measured by means of the first coolant temperature sensor 78 in the cylinder head 14 and / or after reaching a defined second limit value for the local coolant temperature measured by means of the second coolant temperature sensor 122 in the cylinder housing 12 and / or as a function
  • the control device 20 is shifted from the second intermediate position 124 into a third main position 126 by an operating map of the internal combustion engine stored in the engine controller 82.
  • the third outlet 94 of the control device 20 is (increasingly) released and consequently the main cooler 38 is integrated into what is then a large cooling circuit, while at the same time the bypass 42 integrated in the control device 20 is increasingly restored through the second closure element 86 of the first locking slide 22 is closed (cf. Fig. 7 ).
  • the third main position 126 of the control device 20 is also provided for non-operation of the internal combustion engine. This is intended on the one hand to implement a "failsafe" function through which, in the event of a defect in the cooling system, which may have been caused, for example, by a marten bite when a motor vehicle driven by the internal combustion engine is not in operation, the functionality of the main cooling system can still be guaranteed, although functional is limited, but always provides sufficient (because the maximum possible) cooling capacity.
  • the third main position 126 of the control device 20 facilitates the filling and emptying of the main cooling system in the context of assembly or maintenance work when the internal combustion engine is not in operation, because the coolant filled in via the expansion tank 106 and supplied to the components of the main cooling system via the first overflow line 108 is essentially unhindered can distribute in the main cooling system and thereby air contained in the main cooling system over the first vent line 102, the second vent line 128 and then the expansion tank 106 can escape.
  • the secondary cooling system of the internal combustion engine comprises a cooling circuit in which the two components to be supplied with cooling power, ie the exhaust gas turbocharger 16 and the charge air cooler 18, are integrated in parallel. Coolant is conveyed in this cooling circuit by means of an additional coolant pump 132, which can in particular be driven by an electric motor. A separate (low-temperature) cooler 134 is used to recool the coolant of the auxiliary cooling system.
  • the expansion tank 106 of the internal combustion engine is also integrated into the auxiliary cooling system, for which a third vent line 136 is provided, which is arranged in a section which, with respect to the flow direction of the coolant, is located behind the exhaust gas turbocharger 16 and the charge air cooler 18 and in front of the (low-temperature) cooler 134 , emerges from the cooling circuit of the auxiliary cooling system and is in turn connected to the upper section of the expansion tank 106 with the involvement of a throttle element 138 and a check valve 140.
  • a second overflow line 142 is provided, which connects the lower, coolant receiving section of the expansion tank 106 with a section of the cooling circuit of the mist cooling system, which is arranged between the (low-temperature) cooler 134 and the additional coolant pump 132.
  • the control device 20 When the internal combustion engine is not in operation (both when the coolant is still warm and has already cooled down completely), the control device 20 is in the third main position 126. This realizes the described "failsafe" function if the control device 20 should be adjusted due to a defect after a start the internal combustion engine not be possible. Furthermore, this enables the main cooling system to be filled and vented during assembly or maintenance work without the internal combustion engine having to be operated.
  • the control device 20 For a cold start of the internal combustion engine, the control device 20 is moved into the zero position 66.
  • the zero position 66 is maintained during a first warm-up phase 144.
  • circulation of the coolant within the main cooling system is essentially prevented, so that a relatively rapid warming up of the coolant contained in the internal combustion engine 10 and in particular in the cylinder head 14 can be achieved.
  • a second warm-up phase 146 the control device 20 is adjusted from the zero position 66 to the first main position 80, whereby the cylinder head 14 and the engine oil in the engine oil cooler 34 are increasingly cooled as well as a heating functionality by means of of the heating heat exchanger 36 is realized.
  • a third warm-up phase 148 the control device is increasingly displaced from the first main position 80 into the second main position 96, whereby the control device 20 can be vented via the first vent line 102 and the expansion tank 106.
  • the venting which starts relatively late, reduces heat losses during the first two warm-up phases 144, 146.
  • a fourth warm-up phase 150 the control device 20 is increasingly displaced from the second main position 96 into the first intermediate position 110.
  • the bypass 42 then increasingly integrated into the small cooling circuit can increase the volume flow of the coolant in the small cooling circuit and thereby avoid the formation of so-called hot spots, in particular in the cylinder head 14 of the internal combustion engine 10.
  • a fifth warm-up phase 152 the regulating device 20 is increasingly displaced from the first intermediate position 110 into the second intermediate position 124, as a result of which the cylinder housing 12 is also increasingly cooled.
  • the volume flow of the coolant that is guided via the bypass 42 can be increased further at least at the beginning of the fifth warm-up phase 152.
  • the control device 20 is adjusted between the second intermediate position 124 and the third main position 126 as a function of an operating map of the internal combustion engine by means of the engine controller 82 third main position 126 increasing reduction in the volume flow of the coolant passed through the bypass 42 and a simultaneously increasing increase in the volume flow of the coolant passed through the main cooler 38, through a defined setting of any intermediate positions between the second intermediate position 124 and the third main position 126 a needs-based cooling performance for the components of the main cooling system can be realized.
  • the control device 20 When the internal combustion engine is switched off, ie when the internal combustion engine is switched from operation to non-operation, it can be provided that the control device 20 initially goes beyond the third main position 126, which represents an upper, electrically implemented stop (OEA) when the control device 20 is in operation briefly up to an upper (mechanical) end stop (OMA), then up to the zero position 66, which represents a lower, electrically implemented stop (UEA) during operation of the control device 20, and furthermore briefly up to a lower (mechanical) end stop ( UMA) and then briefly again until it is moved towards the upper end stop (OMA) in order to carry out an end stop diagnosis.
  • OPA electrically implemented stop
  • UMA lower (mechanical) end stop
  • control device 20 can then be adjusted into the third main position 126 (OEA) provided for non-operation.
  • OOA third main position 126

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (10)

  1. Moteur à combustion interne comprenant un moteur thermique (10) et un système de refroidissement, qui comprend une pompe à liquide de refroidissement (40), un radiateur principal (38), un échangeur de chaleur de chauffage (36), des canaux de liquide de refroidissement (28, 30) dans le moteur thermique (10) ainsi qu'un dispositif de régulation (20) comprenant un actionneur (26) pour la distribution régulée d'un liquide de refroidissement en fonction d'au moins une température de liquide de refroidissement locale, caractérisé en ce que le dispositif de régulation (20) peut être relié à un réservoir de compensation de liquide de refroidissement (106) par le biais d'une conduite de liaison et le dispositif de régulation (20),
    lorsque l'actionneur (26) est commandé dans une direction,
    - autorise, dans une première position principale (80), un écoulement de liquide de refroidissement à travers les canaux de liquide de refroidissement (28, 30) du moteur thermique (10) ainsi qu'à travers l'échangeur de chaleur de chauffage (36) et bloque l'écoulement de liquide de refroidissement à travers le radiateur principal (38) et ferme en outre la conduite de liaison,
    - dans une deuxième position principale (96), libère la conduite de liaison et
    - dans une troisième position principale (126), autorise en outre un écoulement de liquide de refroidissement à travers le radiateur principal (38).
  2. Moteur à combustion interne selon la revendication 1, caractérisé en ce que la conduite de liaison est une conduite de ventilation (102) qui relie le dispositif de régulation (20) à une section du réservoir de compensation (106) qui est prévue pour recevoir de l'air lors du fonctionnement du moteur à combustion interne.
  3. Moteur à combustion interne selon la revendication 1 ou 2, caractérisé en ce qu'en outre une dérivation (42) contournant l'échangeur de chaleur de chauffage (36) est prévue et en ce que le dispositif de régulation (20), lorsque l'actionneur (26) est commandé,
    - bloque, dans la première position principale (80) et la deuxième position principale (96), un écoulement de liquide de refroidissement à travers la dérivation (42) et
    - dans une première position intermédiaire (110) adjacente à la deuxième position principale (96), autorise en outre un écoulement de liquide de refroidissement à travers la dérivation (42).
  4. Moteur à combustion interne selon la revendication 3, caractérisé en ce que le dispositif de régulation (20), dans la troisième position principale (126), bloque à nouveau un écoulement de liquide de refroidissement à travers la dérivation (42).
  5. Moteur à combustion interne selon l'une des revendications précédentes, caractérisé en ce que le moteur thermique (10) comporte un bloc-cylindres (12) et une culasse (14), le dispositif de régulation (20), dans la première position principale (80), autorisant un écoulement de liquide de refroidissement à travers un canal de liquide de refroidissement (30) de la culasse (14) et le bloquant à travers un canal de liquide de refroidissement (28) du bloc-cylindres (12).
  6. Moteur à combustion interne selon la revendication 5, caractérisé en ce que le dispositif de régulation (20) autorise en outre, dans une (deuxième) position intermédiaire (124) située entre la deuxième position principale (96) et la troisième position principale (126), un écoulement de liquide de refroidissement à travers le canal de liquide de refroidissement (28) du bloc-cylindres (12).
  7. Moteur à combustion interne selon l'une des revendications précédentes, caractérisé en ce que le dispositif de régulation (20) comporte un coulisseau d'arrêt (22) déplacé par l'actionneur (26), le coulisseau d'arrêt (22) comprenant une section à l'intérieur de laquelle le coulisseau d'arrêt (22) est, dans une région de déplacement pouvant être produite par l'actionneur (26), en superposition avec une sortie de la conduite de liaison, une section partielle de cette section étant formée par une ouverture traversante qui est en liaison fluidique avec un volume du dispositif de régulation (22) prévu pour le guidage du liquide de refroidissement.
  8. Moteur à combustion interne selon la revendication 7, caractérisé en ce que la sortie est formée par une pièce de raccordement tubulaire (112) dont l'une des extrémités est guidée de manière glissante sur le coulisseau d'arrêt (22), directement ou par l'intermédiaire d'un élément d'étanchéité (114), lorsque le coulisseau d'arrêt (22) est déplacé par l'actionneur (6).
  9. Moteur à combustion interne selon la revendication 8, caractérisé en ce que l'élément d'étanchéité (114) est réalisé sous forme de bouchon de conduite qui est enfiché dans l'extrémité de la pièce de raccordement (112).
  10. Procédé permettant de remplir un système de refroidissement d'un moteur à combustion interne selon l'une des revendications précédentes avec du liquide de refroidissement, caractérisé en ce que le dispositif de régulation (20) est déplacé dans la troisième position principale (126) pour le remplissage du système de refroidissement.
EP17777250.6A 2016-10-10 2017-09-28 Moteur à combustion interne Active EP3523524B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016119181.7A DE102016119181A1 (de) 2016-10-10 2016-10-10 Brennkraftmaschine
PCT/EP2017/074626 WO2018069053A1 (fr) 2016-10-10 2017-09-28 Moteur à combustion interne

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EP3523524A1 EP3523524A1 (fr) 2019-08-14
EP3523524B1 true EP3523524B1 (fr) 2020-09-09

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US (1) US11248517B2 (fr)
EP (1) EP3523524B1 (fr)
KR (1) KR102330699B1 (fr)
CN (1) CN109844279B (fr)
DE (1) DE102016119181A1 (fr)
RU (1) RU2741952C2 (fr)
WO (1) WO2018069053A1 (fr)

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Publication number Publication date
WO2018069053A1 (fr) 2018-04-19
CN109844279B (zh) 2021-03-12
RU2741952C2 (ru) 2021-02-01
KR102330699B1 (ko) 2021-11-25
US20190234290A1 (en) 2019-08-01
US11248517B2 (en) 2022-02-15
CN109844279A (zh) 2019-06-04
RU2019110425A (ru) 2020-11-17
DE102016119181A1 (de) 2018-04-12
RU2019110425A3 (fr) 2020-11-25
KR20190057389A (ko) 2019-05-28
EP3523524A1 (fr) 2019-08-14

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