US20110139402A1 - Cooling system for a vehicle driven by a combustion engine - Google Patents
Cooling system for a vehicle driven by a combustion engine Download PDFInfo
- Publication number
- US20110139402A1 US20110139402A1 US13/054,137 US200913054137A US2011139402A1 US 20110139402 A1 US20110139402 A1 US 20110139402A1 US 200913054137 A US200913054137 A US 200913054137A US 2011139402 A1 US2011139402 A1 US 2011139402A1
- Authority
- US
- United States
- Prior art keywords
- coolant
- line
- line circuit
- radiator
- cooling
- 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.)
- Abandoned
Links
- 238000001816 cooling Methods 0.000 title claims abstract description 91
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 21
- 239000002826 coolant Substances 0.000 claims abstract description 120
- 238000007664 blowing Methods 0.000 claims 1
- 238000011144 upstream manufacturing Methods 0.000 claims 1
- 239000003921 oil Substances 0.000 description 18
- 230000003213 activating effect Effects 0.000 description 3
- 238000004378 air conditioning Methods 0.000 description 3
- 239000000446 fuel Substances 0.000 description 3
- 239000007789 gas Substances 0.000 description 3
- 239000010720 hydraulic oil Substances 0.000 description 3
- 230000002093 peripheral effect Effects 0.000 description 3
- 230000003134 recirculating effect Effects 0.000 description 3
- 239000003507 refrigerant Substances 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 239000000295 fuel oil Substances 0.000 description 2
- 230000002950 deficient Effects 0.000 description 1
- 230000001771 impaired effect Effects 0.000 description 1
- 238000013022 venting Methods 0.000 description 1
Images
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
- F01P7/165—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
- 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
- F01P3/00—Liquid cooling
- F01P3/18—Arrangements or mounting of liquid-to-air heat-exchangers
- F01P2003/185—Arrangements or mounting of liquid-to-air heat-exchangers arranged in parallel
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P2060/00—Cooling circuits using auxiliaries
- F01P2060/04—Lubricant cooler
- F01P2060/045—Lubricant cooler for transmissions
-
- 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
- F01P2060/14—Condenser
-
- 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
-
- 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
- F02B29/0406—Layout of the intake air cooling or coolant circuit
- F02B29/0437—Liquid cooled heat exchangers
- F02B29/0443—Layout of the coolant or refrigerant circuit
-
- 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
Definitions
- the present invention relates to a cooling system for a vehicle powered by a combustion engine according to the preamble of claim 1 .
- the combustion engine of a vehicle is usually cooled by a cooling system with a circulating coolant.
- various media such as, for example, charge air, recirculating exhaust gases, gearbox oil, refrigerant in an air conditioning system, oil in servo systems, fuel and hydraulic oil.
- a known practice is to use the combustion engine's cooling system for cooling one or more such media in the vehicle. During periods when the combustion engine is under heavy load, however, there is risk that the cooling system's temperature may become so high that such further media with connecting components may not receive sufficient cooling. If the cooling becomes deficient, this may lead to impaired operating characteristics of the vehicle and unnecessary wear of cooled components, with consequently reduced service life.
- the object of the present invention is to propose a cooling system for a vehicle which in addition to cooling the combustion engine also makes good cooling of other media and components in the vehicle possible even in situations where the cooling system is under heavy load.
- the cooling system thus comprises a first line circuit adapted to cooling the combustion engine and a second line circuit which comprises at least one heat exchanger in which another medium in the vehicle is intended to be cooled by coolant received from the first line circuit.
- the coolant in the first line circuit will be at a temperature such that it can, without extra cooling, be received in the second line circuit and used for cooling the medium in the heat exchanger.
- the coolant is mainly led through a bypass line and thus past the extra radiator before it reaches the heat exchanger in which it cools the medium.
- the extra radiator is thus not used in this case for cooling the coolant.
- Using the bypass line ensures that the coolant in the cooling system is not cooled too much when the cooling system is not under heavy load, which would result in too low an operating temperature of the combustion engine.
- the coolant led to the second line circuit from the first line circuit will be at too high a temperature to be able, without extra cooling, to be used for cooling the medium in the heat exchanger.
- the coolant is led mainly through the extra radiator. The coolant is thus brought to a sufficiently low temperature for cooling the medium as necessary when it reaches the heat exchanger.
- the valve means is arranged in the bypass line.
- a valve means can be placed in an open position whereby it allows coolant to be led through the bypass line, and in a closed position whereby it prevents coolant from being led through the bypass line.
- the valve means When the valve means is in a closed position, all of the coolant is led through the parallel line provided with the extra radiator. If the line with the extra radiator does not have a valve means of its own or is blocked in some other way, there is also a coolant flow through the line with the extra radiator when the valve means in the bypass line is open.
- the bypass line may be so constructed that the coolant is led with a lower flow resistance through the bypass line than through the line with the extra radiator. It is thus possible to achieve a suitably smaller coolant flow through the extra radiator. This makes venting of the radiator possible and reduces the risk of thermal fatigue of the radiator and the risk of ice forming within the radiator when a cold ambient temperature prevails.
- the second line circuit comprises a temperature sensor adapted to detecting said medium's temperature and the control system is adapted to receiving information from said sensor and to controlling the valve means in such a way that at least a major part of the coolant is led through the line with the extra radiator when said medium is at a temperature above a highest acceptable temperature.
- the control unit can immediately control the valve means so that at least a major part of the coolant is led through the extra radiator as soon as the medium reaches too high a temperature.
- This extra cooling of the coolant leads to its being able to cool the medium more effectively in the heat exchanger. This more effective cooling has the effect of lowering the temperature of the medium.
- the control unit opens the valve means so that the coolant is again led through the bypass line.
- the second line circuit may comprise a temperature sensor adapted to detecting the temperature of the coolant and the control unit may be adapted to receiving information from said sensor and to controlling the valve means so that at least a major part of the coolant is led through the line with the extra radiator when the coolant is at a temperature above the highest acceptable temperature.
- the control unit thus controls the valve means by means of the temperature of the coolant.
- the second line circuit comprises at least two heat exchangers for cooling a respective medium.
- media may be charge air, recirculating exhaust gases, gearbox oil, refrigerant in an air conditioning system, oil in servo systems, fuel and hydraulic oil.
- Said heat exchangers may be arranged in parallel in the second line circuit. This makes it possible for coolant at substantially the same temperature to be used for cooling the media in the respective heat exchangers.
- said heat exchangers may be arranged in series in the second line circuit. This results in the most effective cooling of the medium in the heat exchanger which the coolant flows through first.
- the heat exchangers are with advantage counterflow heat exchangers. This makes it possible for the media to be cooled to a temperature close to the coolant's inlet temperature in the heat exchanger.
- the second line circuit receives coolant from the first line circuit at a first location and returns the coolant to the first line circuit at a second location and the coolant is at a higher pressure at the first location than at the second location.
- the coolant pump in the first line circuit can also be used for circulating the coolant in the second line circuit.
- the second line circuit needs to receive coolant relatively near to the pressure side of the coolant pump and to return coolant relatively near to the suction side of the coolant pump.
- the second line circuit comprises a fan and the control unit is adapted to activating the fan to provide a cooling air flow through the extra radiator when there is an extra cooling requirement for the medium in the heat exchanger.
- the cooling effect of the coolant in the extra radiator is thus increased.
- the control unit preferably activates an electric motor which drives the fan when the coolant is led through the extra radiator.
- the extra radiator is with advantage situated at a peripheral surface in the vehicle so that it has air at the temperature of the surroundings flowing through it when the fan is activated. The coolant can thus undergo very effective cooling in the extra radiator.
- FIG. 1 depicts a cooling system according a first embodiment of the invention
- FIG. 2 depicts a cooling system according a second embodiment of the invention.
- FIG. 1 depicts schematically a vehicle 1 powered by a combustion engine 2 which may be a diesel engine.
- the vehicle 1 is with advantage a heavy vehicle.
- the combustion engine 2 is cooled by a cooling system with a circulating coolant.
- a coolant pump 3 is adapted to circulating coolant through the cooling system.
- the cooling system comprises a first line circuit 4 and a second line circuit 5 .
- the first line circuit 4 comprises schematically depicted cooling ducts 4 a which extend through the combustion engine 2 in such a way that the latter undergoes desired cooling. After the coolant has cooled the combustion engine 2 , it is received in a line 4 b which leads the coolant to a thermostat 6 .
- the thermostat 6 leads a variable amount of the coolant to a line 4 c and a line 4 d depending on the temperature of the coolant.
- the line 4 c leads the coolant back to the fuel pump 3 and the combustion engine 2
- the line 4 d leads coolant to a radiator 7 fitted at a forward portion of the vehicle 1 .
- a radiator fan 8 is adapted to generating a cooling air flow through the radiator 7 .
- the cooling system's second line circuit 5 comprises a line 5 a which receives coolant from the first line circuit 4 at a location 4 a ′ situated close to the pressure side of the coolant pump 3 .
- the line 5 a divides successively into two parallel lines 5 b , 5 c .
- the first parallel line 5 b comprises an extra radiator 9 .
- the extra radiator 9 is fitted in a peripheral region of the vehicle 1 . In this case the peripheral region is situated at a front portion of the vehicle 1 .
- a radiator fan 10 driven by an electric motor 11 is adapted to generating a cooling air flow through the extra radiator 9 .
- the second parallel line 5 c is a bypass line which comprises a valve 12 .
- a control unit 13 is adapted to controlling the electric motor 11 and the valve 12 .
- the parallel lines 5 b , 5 c join together in a line 5 d which leads the coolant to a first heat exchanger 14 a and a second heat exchanger 14 b .
- the coolant is led in parallel to the respective heat exchangers 14 a , 14 b .
- the coolant is intended to cool a medium in the respective heat exchangers 14 a , 14 b .
- oil from the vehicle's gearbox is cooled in the first heat exchanger 14 a .
- a temperature sensor 15 is adapted to detecting the temperature of the gearbox oil at a suitable location. The temperature sensor 15 measures and sends signals about the temperature of the oil substantially continuously to the control unit 13 during operation of the vehicle. After the coolant has cooled the media in the heat exchangers 14 a , 14 b , it is led back to the first line circuit 4 via a line 5 e . The coolant is led back to the line 4 e in the first line circuit 4 at the location 4 e ′ which is here situated between the radiator 7 and the coolant pump 3 .
- the coolant pump 3 circulates coolant through the first line circuit 4 so that the combustion engine receives necessary cooling.
- the second line circuit 5 is so dimensioned that it receives via the line 5 a at the location 4 a ′ a specified proportion of the coolant which is circulated in the first line circuit 4 .
- the control unit 13 receives information from the temperature sensor 15 about the temperature of the gearbox oil.
- the control unit 13 contains stored information about a highest acceptable temperature which the gearbox oil should not exceed.
- the control unit 13 is adapted to keeping the valve 12 in an open position.
- the control unit 13 is at the same time adapted to keeping the electric motor 10 switched off so that the fan 11 does not provide a cooling air flow through the extra radiator 9 .
- the second line system 5 is so constructed that the flow resistance through the bypass line 5 c is considerably less than the flow resistance through the line 5 b with the extra radiator 9 .
- the valve 12 When the valve 12 is open, the major part of the coolant which circulates in the second line circuit 5 will therefore be led through the bypass line 5 c . Only a small portion of the coolant will be led through the line 5 b and the extra radiator 9 . Even if the extra radiator 9 need not be used in this case for cooling the coolant in the second line circuit 5 , it is nevertheless advantageous for several reasons to cause a small portion of the coolant to pass through the extra radiator 9 .
- Such a small coolant flow makes it possible to vent the extra radiator 9 , thereby ensuring that the extra radiator 9 maintains a temperature such that the risk of thermal fatigue is reduced, as also the risk of ice forming within the extra radiator 9 when a cold ambient temperature prevails.
- the coolant is used without any extra cooling in the extra radiator 9 for cooling the media in the respective heat exchangers 14 a , 14 b .
- the coolant is thereafter led back via the line 5 e to the first line circuit 4 at the location 4 e ′.
- the second line circuit 5 thus receives coolant from a location 4 a ′ in the first line circuit 4 close to the pressure side of the coolant pump 3 and leads the coolant back to the first line circuit at a location 4 e ′ close to the suction side of the coolant pump 3 .
- the pressure difference between said locations 4 a ′ and 4 e ′ in the first line circuit 4 ensures that the circulation of coolant through the second line circuit 5 can be maintained by the same coolant pump 3 as circulates coolant in the first line circuit 4 .
- the control unit 13 finds that the coolant in the first line circuit 4 is at too high a temperature for cooling the gearbox oil in a desired manner.
- the control unit 13 thereupon closes the valve 12 while at the same time activating the electric motor 11 and the fan 10 .
- All of the coolant in the second line circuit 5 is then led through the line 5 b and the extra radiator 9 , in which it undergoes cooling by the air which is forced through the extra radiator 9 .
- the coolant in the second line circuit 5 thus undergoes effective cooling to a temperature which is definitely lower than the temperature of the coolant in the first line circuit 4 before it is used for cooling the media in the heat exchangers 14 a , 14 b .
- the media in the respective heat exchangers 14 a , 14 b will be cooled by coolant at the same low temperature.
- the cold coolant provides effective cooling of the media in the respective heat exchangers 14 a , 14 b .
- the effective cooling of the gearbox oil in the heat exchanger 14 a results in the gearbox oil being cooled relatively quickly to an acceptable temperature.
- the control unit 13 receives information which indicates that the gearbox oil has cooled to a temperature which is a predetermined number of degrees below the highest acceptable temperature, it opens the valve 12 while at the same time switching off the electric motor 11 and the fan 10 .
- the major part of the coolant will therefore again be led through the bypass line 5 c and only a small portion through the line 5 b and the extra radiator 9 .
- FIG. 2 depicts an alternative embodiment of the cooling system.
- the control unit 13 receives information from a temperature sensor 16 about the temperature of the coolant which is received in the second line circuit 5 . If the coolant is at a temperature above a highest acceptable temperature, the control unit 13 finds that the media in the heat exchangers 14 a , 14 b cannot receive desired cooling by such a warm coolant. The control unit 13 thereupon closes the valve 12 while at the same time activating the electric motor 11 and the fan 10 . All of the coolant in the second line circuit 5 is then led through the line 5 b and the extra radiator 9 , in which it undergoes cooling by the air which is forced through the extra radiator 9 .
- the coolant which is led to the heat exchangers 14 a , 14 b after the cooling in the extra radiator 9 will then be at a significantly lower temperature and can therefore provide effective cooling of the gearbox oil in the first heat exchanger 14 a .
- the coolant is thereafter led to the second heat exchanger 14 b , in which it cools the second medium.
- the heat exchangers 14 a , 14 b are thus arranged in series, which is advantageous when one of the media requires cooling to a lower temperature than the other medium.
- the extra cooling of the coolant in the extra radiator 9 results in the coolant throughout the cooling system being at a lower temperature.
- control unit 13 When the control unit 13 receives information which indicates that the coolant has cooled to a temperature which is a predetermined number of degrees below the highest acceptable temperature, it finds that the coolant can again be used for cooling said media without any extra cooling in the extra radiator 9 .
- the control unit 13 thereupon opens the valve 12 while at the same switching off the electric motor 11 and fan 10 .
- the major part of the coolant will thus be led through the bypass line 5 c and only a small portion through the line 5 b and the extra radiator 9 .
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)
Abstract
A cooling system in a vehicle (1) powered by a combustion engine (2). A first line circuit (4) for cooling the combustion engine (2) and a second line circuit (5) which receives coolant from the first line circuit (4) for cooling at least one medium in a heat exchanger (14 a , 14 b). The second line circuit (5) includes a line (5 b) with an extra radiator (9) and a bypass line (5 c) with a valve (12) by which it is possible to distribute the coolant flow between the parallel lines (5 b , 5 c). A control unit (13) controls the valve (12) so that it leads at least a major part of the coolant through the line (5 b) with the extra radiator (9) when there is need for extra cooling of the medium in the heat exchanger (14 a , 14 b) and so that it leads at least a major part of the coolant through the bypass line (5 c) when there is no need for extra cooling of the medium in the heat exchanger (14 a , 14 b).
Description
- The present invention relates to a cooling system for a vehicle powered by a combustion engine according to the preamble of claim 1.
- The combustion engine of a vehicle is usually cooled by a cooling system with a circulating coolant. In heavy vehicles there is also a great need to cool various media such as, for example, charge air, recirculating exhaust gases, gearbox oil, refrigerant in an air conditioning system, oil in servo systems, fuel and hydraulic oil. A known practice is to use the combustion engine's cooling system for cooling one or more such media in the vehicle. During periods when the combustion engine is under heavy load, however, there is risk that the cooling system's temperature may become so high that such further media with connecting components may not receive sufficient cooling. If the cooling becomes deficient, this may lead to impaired operating characteristics of the vehicle and unnecessary wear of cooled components, with consequently reduced service life.
- The object of the present invention is to propose a cooling system for a vehicle which in addition to cooling the combustion engine also makes good cooling of other media and components in the vehicle possible even in situations where the cooling system is under heavy load.
- This object is achieved with the cooling system of the kind mentioned in the introduction which is characterised by the features indicated in the characterising part of claim 1. The cooling system thus comprises a first line circuit adapted to cooling the combustion engine and a second line circuit which comprises at least one heat exchanger in which another medium in the vehicle is intended to be cooled by coolant received from the first line circuit. In situations where the cooling system is not under heavy load, the coolant in the first line circuit will be at a temperature such that it can, without extra cooling, be received in the second line circuit and used for cooling the medium in the heat exchanger. In this case, the coolant is mainly led through a bypass line and thus past the extra radiator before it reaches the heat exchanger in which it cools the medium. The extra radiator is thus not used in this case for cooling the coolant. Using the bypass line ensures that the coolant in the cooling system is not cooled too much when the cooling system is not under heavy load, which would result in too low an operating temperature of the combustion engine. In situations where the cooling system is under heavy load, the coolant led to the second line circuit from the first line circuit will be at too high a temperature to be able, without extra cooling, to be used for cooling the medium in the heat exchanger. In this case, the coolant is led mainly through the extra radiator. The coolant is thus brought to a sufficiently low temperature for cooling the medium as necessary when it reaches the heat exchanger.
- According a preferred embodiment of the invention, the valve means is arranged in the bypass line. Such a valve means can be placed in an open position whereby it allows coolant to be led through the bypass line, and in a closed position whereby it prevents coolant from being led through the bypass line. When the valve means is in a closed position, all of the coolant is led through the parallel line provided with the extra radiator. If the line with the extra radiator does not have a valve means of its own or is blocked in some other way, there is also a coolant flow through the line with the extra radiator when the valve means in the bypass line is open. In order to distribute the coolant flow between the lines, the bypass line may be so constructed that the coolant is led with a lower flow resistance through the bypass line than through the line with the extra radiator. It is thus possible to achieve a suitably smaller coolant flow through the extra radiator. This makes venting of the radiator possible and reduces the risk of thermal fatigue of the radiator and the risk of ice forming within the radiator when a cold ambient temperature prevails.
- According to another preferred embodiment of the invention, the second line circuit comprises a temperature sensor adapted to detecting said medium's temperature and the control system is adapted to receiving information from said sensor and to controlling the valve means in such a way that at least a major part of the coolant is led through the line with the extra radiator when said medium is at a temperature above a highest acceptable temperature. With a suitably located temperature sensor, the control unit can immediately control the valve means so that at least a major part of the coolant is led through the extra radiator as soon as the medium reaches too high a temperature. This extra cooling of the coolant leads to its being able to cool the medium more effectively in the heat exchanger. This more effective cooling has the effect of lowering the temperature of the medium. As soon as the medium reaches a temperature which is a predetermined number of degrees lower than the highest acceptable temperature, the control unit opens the valve means so that the coolant is again led through the bypass line. Alternatively, the second line circuit may comprise a temperature sensor adapted to detecting the temperature of the coolant and the control unit may be adapted to receiving information from said sensor and to controlling the valve means so that at least a major part of the coolant is led through the line with the extra radiator when the coolant is at a temperature above the highest acceptable temperature. In that case, the control unit thus controls the valve means by means of the temperature of the coolant. When the coolant received in the second cooling circuit is too warm to cool the medium in the heat exchanger, it is led through the extra radiator before it is allowed to cool the medium in the heat exchanger. If the coolant is not too warm, it is led, without extra cooling, via valve means to the heat exchanger in order to cool the medium.
- According to another preferred embodiment of the invention, the second line circuit comprises at least two heat exchangers for cooling a respective medium. In heavy vehicles in particular there is a need to cool a large number of media. Such media may be charge air, recirculating exhaust gases, gearbox oil, refrigerant in an air conditioning system, oil in servo systems, fuel and hydraulic oil. Said heat exchangers may be arranged in parallel in the second line circuit. This makes it possible for coolant at substantially the same temperature to be used for cooling the media in the respective heat exchangers. Alternatively, said heat exchangers may be arranged in series in the second line circuit. This results in the most effective cooling of the medium in the heat exchanger which the coolant flows through first. The heat exchangers are with advantage counterflow heat exchangers. This makes it possible for the media to be cooled to a temperature close to the coolant's inlet temperature in the heat exchanger.
- According to another preferred embodiment of the invention, the second line circuit receives coolant from the first line circuit at a first location and returns the coolant to the first line circuit at a second location and the coolant is at a higher pressure at the first location than at the second location. With such a connection of the second line circuit to the first line circuit, the coolant pump in the first line circuit can also be used for circulating the coolant in the second line circuit. To achieve a pressure difference for ensuring a continuous coolant flow through the second line circuit, the second line circuit needs to receive coolant relatively near to the pressure side of the coolant pump and to return coolant relatively near to the suction side of the coolant pump.
- According to another preferred embodiment of the invention, the second line circuit comprises a fan and the control unit is adapted to activating the fan to provide a cooling air flow through the extra radiator when there is an extra cooling requirement for the medium in the heat exchanger. The cooling effect of the coolant in the extra radiator is thus increased. The control unit preferably activates an electric motor which drives the fan when the coolant is led through the extra radiator. The extra radiator is with advantage situated at a peripheral surface in the vehicle so that it has air at the temperature of the surroundings flowing through it when the fan is activated. The coolant can thus undergo very effective cooling in the extra radiator.
- Preferred embodiments of the invention are described below by way of examples with reference to the attached drawings, in which:
-
FIG. 1 depicts a cooling system according a first embodiment of the invention and -
FIG. 2 depicts a cooling system according a second embodiment of the invention. -
FIG. 1 depicts schematically a vehicle 1 powered by acombustion engine 2 which may be a diesel engine. The vehicle 1 is with advantage a heavy vehicle. Thecombustion engine 2 is cooled by a cooling system with a circulating coolant. Acoolant pump 3 is adapted to circulating coolant through the cooling system. The cooling system comprises afirst line circuit 4 and asecond line circuit 5. Thefirst line circuit 4 comprises schematically depictedcooling ducts 4 a which extend through thecombustion engine 2 in such a way that the latter undergoes desired cooling. After the coolant has cooled thecombustion engine 2, it is received in aline 4 b which leads the coolant to athermostat 6. Thethermostat 6 leads a variable amount of the coolant to aline 4 c and aline 4 d depending on the temperature of the coolant. Theline 4 c leads the coolant back to thefuel pump 3 and thecombustion engine 2, whereas theline 4 d leads coolant to aradiator 7 fitted at a forward portion of the vehicle 1. Aradiator fan 8 is adapted to generating a cooling air flow through theradiator 7. When the coolant has reached a normal operating temperature, substantially all of the coolant is led to theradiator 7 in order to be cooled before it is led back to thefuel pump 3 and thecombustion engine 2 via aline 4 e. Thefirst line circuit 4 of the cooling system thus has the configuration of a conventional cooling system for cooling acombustion engine 2 in a vehicle 1. - The cooling system's
second line circuit 5 comprises aline 5 a which receives coolant from thefirst line circuit 4 at alocation 4 a′ situated close to the pressure side of thecoolant pump 3. Theline 5 a divides successively into twoparallel lines parallel line 5 b comprises anextra radiator 9. Theextra radiator 9 is fitted in a peripheral region of the vehicle 1. In this case the peripheral region is situated at a front portion of the vehicle 1. Aradiator fan 10 driven by anelectric motor 11 is adapted to generating a cooling air flow through theextra radiator 9. The secondparallel line 5 c is a bypass line which comprises avalve 12. Acontrol unit 13 is adapted to controlling theelectric motor 11 and thevalve 12. Theparallel lines line 5 d which leads the coolant to afirst heat exchanger 14 a and asecond heat exchanger 14 b. In this case the coolant is led in parallel to therespective heat exchangers respective heat exchangers first heat exchanger 14 a. Another medium, which may for example be charge air, recirculating exhaust gases, the refrigerant in an air conditioning system, oil for servo systems, fuel, a medium which cools electrical components in the vehicle 1 or hydraulic oil, is cooled in thesecond heat exchanger 14 b. There are thus a number of media and components which need to be cooled in a heavy vehicle 1. Atemperature sensor 15 is adapted to detecting the temperature of the gearbox oil at a suitable location. Thetemperature sensor 15 measures and sends signals about the temperature of the oil substantially continuously to thecontrol unit 13 during operation of the vehicle. After the coolant has cooled the media in theheat exchangers first line circuit 4 via aline 5 e. The coolant is led back to theline 4 e in thefirst line circuit 4 at thelocation 4 e′ which is here situated between theradiator 7 and thecoolant pump 3. - During operation of the combustion engine, the
coolant pump 3 circulates coolant through thefirst line circuit 4 so that the combustion engine receives necessary cooling. Thesecond line circuit 5 is so dimensioned that it receives via theline 5 a at thelocation 4 a′ a specified proportion of the coolant which is circulated in thefirst line circuit 4. Thecontrol unit 13 receives information from thetemperature sensor 15 about the temperature of the gearbox oil. Thecontrol unit 13 contains stored information about a highest acceptable temperature which the gearbox oil should not exceed. When the gearbox oil is at a temperature within the acceptable range, thecontrol unit 13 is adapted to keeping thevalve 12 in an open position. Thecontrol unit 13 is at the same time adapted to keeping theelectric motor 10 switched off so that thefan 11 does not provide a cooling air flow through theextra radiator 9. - The
second line system 5 is so constructed that the flow resistance through thebypass line 5 c is considerably less than the flow resistance through theline 5 b with theextra radiator 9. When thevalve 12 is open, the major part of the coolant which circulates in thesecond line circuit 5 will therefore be led through thebypass line 5 c. Only a small portion of the coolant will be led through theline 5 b and theextra radiator 9. Even if theextra radiator 9 need not be used in this case for cooling the coolant in thesecond line circuit 5, it is nevertheless advantageous for several reasons to cause a small portion of the coolant to pass through theextra radiator 9. Such a small coolant flow makes it possible to vent theextra radiator 9, thereby ensuring that theextra radiator 9 maintains a temperature such that the risk of thermal fatigue is reduced, as also the risk of ice forming within theextra radiator 9 when a cold ambient temperature prevails. When the gearbox oil is at an acceptable temperature, the coolant is used without any extra cooling in theextra radiator 9 for cooling the media in therespective heat exchangers line 5 e to thefirst line circuit 4 at thelocation 4 e′. Thesecond line circuit 5 thus receives coolant from alocation 4 a′ in thefirst line circuit 4 close to the pressure side of thecoolant pump 3 and leads the coolant back to the first line circuit at alocation 4 e′ close to the suction side of thecoolant pump 3. The pressure difference between saidlocations 4 a′ and 4 e′ in thefirst line circuit 4 ensures that the circulation of coolant through thesecond line circuit 5 can be maintained by thesame coolant pump 3 as circulates coolant in thefirst line circuit 4. - If the temperature of the gearbox oil rises above the acceptable temperature, the
control unit 13 finds that the coolant in thefirst line circuit 4 is at too high a temperature for cooling the gearbox oil in a desired manner. Thecontrol unit 13 thereupon closes thevalve 12 while at the same time activating theelectric motor 11 and thefan 10. All of the coolant in thesecond line circuit 5 is then led through theline 5 b and theextra radiator 9, in which it undergoes cooling by the air which is forced through theextra radiator 9. The coolant in thesecond line circuit 5 thus undergoes effective cooling to a temperature which is definitely lower than the temperature of the coolant in thefirst line circuit 4 before it is used for cooling the media in theheat exchangers heat exchangers respective heat exchangers respective heat exchangers heat exchanger 14 a results in the gearbox oil being cooled relatively quickly to an acceptable temperature. When thecontrol unit 13 receives information which indicates that the gearbox oil has cooled to a temperature which is a predetermined number of degrees below the highest acceptable temperature, it opens thevalve 12 while at the same time switching off theelectric motor 11 and thefan 10. The major part of the coolant will therefore again be led through thebypass line 5 c and only a small portion through theline 5 b and theextra radiator 9. -
FIG. 2 depicts an alternative embodiment of the cooling system. In this embodiment, thecontrol unit 13 receives information from atemperature sensor 16 about the temperature of the coolant which is received in thesecond line circuit 5. If the coolant is at a temperature above a highest acceptable temperature, thecontrol unit 13 finds that the media in theheat exchangers control unit 13 thereupon closes thevalve 12 while at the same time activating theelectric motor 11 and thefan 10. All of the coolant in thesecond line circuit 5 is then led through theline 5 b and theextra radiator 9, in which it undergoes cooling by the air which is forced through theextra radiator 9. The coolant which is led to theheat exchangers extra radiator 9 will then be at a significantly lower temperature and can therefore provide effective cooling of the gearbox oil in thefirst heat exchanger 14 a. The coolant is thereafter led to thesecond heat exchanger 14 b, in which it cools the second medium. In this case, theheat exchangers extra radiator 9 results in the coolant throughout the cooling system being at a lower temperature. When thecontrol unit 13 receives information which indicates that the coolant has cooled to a temperature which is a predetermined number of degrees below the highest acceptable temperature, it finds that the coolant can again be used for cooling said media without any extra cooling in theextra radiator 9. Thecontrol unit 13 thereupon opens thevalve 12 while at the same switching off theelectric motor 11 andfan 10. The major part of the coolant will thus be led through thebypass line 5 c and only a small portion through theline 5 b and theextra radiator 9. - The invention is in no way limited to the embodiment to which the drawing refers but may be varied freely within the scopes of the claims.
Claims (9)
1-10. (canceled)
11. A cooling system for a vehicle which is powered by a combustion engine, the cooling system comprising:
a first line circuit for circulating a circulating coolant intended to cool the combustion engine, a coolant pump at the first line circuit for circulating the coolant in the first line circuit, a first radiator for the first line circuit for cooling the coolant in the first line circuit;
a second line circuit connected to the first line circuit at a receiving location for the second line circuit receiving the circulating coolant from the first line circuit, the second line circuit being connected to the first line circuit at a returning location spaced from the receiving location for returning the coolant to the first line circuit;
the second line circuit comprising a radiator line provided with a second radiator for cooling the coolant in the radiator line, a bypass line in a parallel with the radiator line in the second line circuit;
a valve which distributes the coolant flow in the second line circuit between the parallel radiator and bypass lines; the valve being situated in the bypass line, and the bypass line is configured such that the coolant is led with a lower flow resistance through the bypass line than through the radiator line with the extra radiator when the valve is placed in an open position thereof;
at least one heat exchanger downstream of the parallel radiator and bypass lines in the flow of coolant and in which the coolant cools a medium and the heat exchanger is upstream of the returning location;
and a control unit controlling the valve to lead at least a major part of the coolant flow through the radiator line with the second radiator when the control unit determines need for extra cooling of the medium in the heat exchanger or to lead at least a major part of the coolant flow through the bypass line when the control unit determines no need for extra cooling of the medium in the heat exchanger.
12. A cooling system according to claim 11 , wherein the second line circuit comprises a temperature sensor for detecting the temperature of the medium; the control unit is operable to receive information from the sensor and to control the valve so that at least a major part of the coolant flow is led through the radiator line with the second radiator when the medium is at a temperature above a highest acceptable temperature.
13. A cooling system according to claim 11 , wherein the second line circuit comprises a temperature sensor for detecting the temperature of the coolant; the control unit is operable to receive information from the sensor and to control the valve so that at least a major part of the coolant flow is led through the radiator line with the second radiator when the coolant is at a temperature above a highest acceptable temperature.
14. A cooling system according to claim 11 , wherein the second line circuit comprises at least two of the heat exchangers, each for cooling a respective medium.
15. A cooling system according to claim 14 , wherein the heat exchangers are arranged in parallel in the second line circuit.
16. A cooling system according to claim 14 , wherein the heat exchangers are arranged in series in the second line circuit.
17. A cooling system according to claim 11 , wherein the second line circuit receives coolant from the first line circuit at the receiving location and returns the coolant to the first line circuit at the returning location, the second line circuit is configured such that the coolant is at a higher pressure at the receiving location than at the returning location.
18. A cooling system according to claim 11 , wherein the second line circuit comprises a fan positioned for blowing air over the second radiator and the control unit activates the fan to provide a cooling air flow through the second radiator when the control unit determines there is need for extra cooling of the medium in the heat exchanger.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
SE0801825-1 | 2008-08-22 | ||
SE0801825A SE532729C2 (en) | 2008-08-22 | 2008-08-22 | Cooling system of a vehicle powered by an internal combustion engine |
PCT/SE2009/050937 WO2010021587A1 (en) | 2008-08-22 | 2009-08-17 | Cooling system for a vehicle driven by a combustion engine |
Publications (1)
Publication Number | Publication Date |
---|---|
US20110139402A1 true US20110139402A1 (en) | 2011-06-16 |
Family
ID=41707343
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US13/054,137 Abandoned US20110139402A1 (en) | 2008-08-22 | 2009-08-17 | Cooling system for a vehicle driven by a combustion engine |
Country Status (7)
Country | Link |
---|---|
US (1) | US20110139402A1 (en) |
EP (1) | EP2326812B1 (en) |
JP (1) | JP2012500364A (en) |
CN (1) | CN102132020A (en) |
BR (1) | BRPI0911002A2 (en) |
SE (1) | SE532729C2 (en) |
WO (1) | WO2010021587A1 (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20090120629A1 (en) * | 2005-05-13 | 2009-05-14 | Robert Ashe | Variable heat flux heat exchangers |
WO2014098697A1 (en) * | 2012-12-21 | 2014-06-26 | Volvo Truck Corporation | Cooling system for a mechanically and hydraulically powered hybrid vehicle |
US20170336067A1 (en) * | 2014-05-09 | 2017-11-23 | Maschinenwerk Misselhorn Mwm Gmbh | Assembly having a number of heat exchangers, and method for evaporating a working medium |
Families Citing this family (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102010039810A1 (en) * | 2010-08-26 | 2012-03-01 | Behr Gmbh & Co. Kg | Cooling system and cooling method for a vehicle |
CN102758678A (en) * | 2012-08-13 | 2012-10-31 | 苏州工业园区驿力机车科技有限公司 | Vehicle cooling system with parallel connection type automatic compensation heat dissipation function |
JP5737271B2 (en) * | 2012-11-08 | 2015-06-17 | トヨタ自動車株式会社 | Thermal insulation structure of fuel pump |
EP2998536B1 (en) * | 2014-09-18 | 2020-03-04 | Volvo Car Corporation | An arrangement and a control method of an engine cooling system |
SE540918C2 (en) * | 2016-01-15 | 2018-12-18 | Scania Cv Ab | A method for controlling a cooling system delivering coolant to heat exchanger in a vehicle |
KR101755489B1 (en) * | 2016-02-26 | 2017-07-27 | 현대자동차 주식회사 | Control method of engine circulating coolant and the control system thereof |
JP6749877B2 (en) * | 2017-09-26 | 2020-09-02 | 日立建機株式会社 | Cooling fan controller |
DE102018122333A1 (en) * | 2018-09-13 | 2020-03-19 | Voith Patent Gmbh | Oil cooling circuit of an automatic transmission |
CN112682156A (en) * | 2020-11-09 | 2021-04-20 | 北奔重型汽车集团有限公司 | Electric control hydraulic drive fan cooling control system and control method |
Citations (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5215044A (en) * | 1991-02-11 | 1993-06-01 | Behr Gmbh & Co. | Cooling system for a vehicle having an internal-combustion engine |
US6044808A (en) * | 1996-01-30 | 2000-04-04 | Hollis; Thomas J. | Electronically assisted thermostat for controlling engine temperature |
US6340006B1 (en) * | 1999-03-11 | 2002-01-22 | C.R.F. Societa Consortile Per Azioni | Internal combustion engines having separated cooling circuits for the cylinder head and the engine block |
US20030221638A1 (en) * | 2002-04-06 | 2003-12-04 | Reiko Haase | Cooling system, in particular for a motor vehicle engine having indirect charge air cooling |
US20030230443A1 (en) * | 2002-01-08 | 2003-12-18 | David Cramer | Advanced composite hybrid-electric vehicle |
US6676024B1 (en) * | 2002-09-05 | 2004-01-13 | Masco Corporation | Thermostatic valve with electronic control |
US6899162B2 (en) * | 2001-07-20 | 2005-05-31 | Robert Bosch Gmbh | Device for cooling and heating a motor vehicle |
US20070186878A1 (en) * | 2006-02-16 | 2007-08-16 | Deere & Company, A Delaware Corporation | Vehicular thermostatically-controlled dual-circuit cooling system and associated method |
US20070209610A1 (en) * | 2006-03-07 | 2007-09-13 | Bradley James C | Method and device for a proactive cooling system for a motor vehicle |
US20080066697A1 (en) * | 2006-09-20 | 2008-03-20 | Man Nutzfahrzeuge Oesterreich Ag | Cooling system of an internal combustion engine having charge air feed |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE1223196B (en) * | 1962-12-24 | 1966-08-18 | Kloeckner Humboldt Deutz Ag | Liquid cooling system for supercharged internal combustion engines |
JPS5541570U (en) * | 1978-09-12 | 1980-03-17 | ||
FR2443573A1 (en) * | 1978-12-08 | 1980-07-04 | Renault Vehicules Ind | COOLING CIRCUIT OF SUPERCHARGED ENGINES |
DE102004030153A1 (en) * | 2004-06-22 | 2006-01-26 | Daimlerchrysler Ag | Cooling cycle for internal combustion engine has coolant circulating pump and valve, arranged in coolant bypass-line for its opening and closing whereby coolant bypass-line transmits part of coolant from cooling circuit to coolant radiator |
JP2007040141A (en) * | 2005-08-02 | 2007-02-15 | Toyota Motor Corp | Egr cooler system |
JP2007120381A (en) * | 2005-10-27 | 2007-05-17 | Aisin Seiki Co Ltd | Engine cooling system |
DE102006053331A1 (en) * | 2005-11-10 | 2007-05-16 | Behr Gmbh & Co Kg | Circulation system has adjustable mixing element which can be penetrated, on inflow side, by first partial flow or second partial flow and, on outflow side, generates media flow with target temperature |
EP2066884B1 (en) * | 2006-09-22 | 2011-08-24 | Renault Trucks | Cooling circuit for the thermal engine of an automotive vehicle |
-
2008
- 2008-08-22 SE SE0801825A patent/SE532729C2/en unknown
-
2009
- 2009-08-17 JP JP2011523774A patent/JP2012500364A/en active Pending
- 2009-08-17 BR BRPI0911002A patent/BRPI0911002A2/en not_active IP Right Cessation
- 2009-08-17 CN CN2009801328241A patent/CN102132020A/en active Pending
- 2009-08-17 EP EP09808460.1A patent/EP2326812B1/en active Active
- 2009-08-17 US US13/054,137 patent/US20110139402A1/en not_active Abandoned
- 2009-08-17 WO PCT/SE2009/050937 patent/WO2010021587A1/en active Application Filing
Patent Citations (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5215044A (en) * | 1991-02-11 | 1993-06-01 | Behr Gmbh & Co. | Cooling system for a vehicle having an internal-combustion engine |
US6044808A (en) * | 1996-01-30 | 2000-04-04 | Hollis; Thomas J. | Electronically assisted thermostat for controlling engine temperature |
US6340006B1 (en) * | 1999-03-11 | 2002-01-22 | C.R.F. Societa Consortile Per Azioni | Internal combustion engines having separated cooling circuits for the cylinder head and the engine block |
US6899162B2 (en) * | 2001-07-20 | 2005-05-31 | Robert Bosch Gmbh | Device for cooling and heating a motor vehicle |
US20030230443A1 (en) * | 2002-01-08 | 2003-12-18 | David Cramer | Advanced composite hybrid-electric vehicle |
US20030221638A1 (en) * | 2002-04-06 | 2003-12-04 | Reiko Haase | Cooling system, in particular for a motor vehicle engine having indirect charge air cooling |
US6676024B1 (en) * | 2002-09-05 | 2004-01-13 | Masco Corporation | Thermostatic valve with electronic control |
US20070186878A1 (en) * | 2006-02-16 | 2007-08-16 | Deere & Company, A Delaware Corporation | Vehicular thermostatically-controlled dual-circuit cooling system and associated method |
US7261068B1 (en) * | 2006-02-16 | 2007-08-28 | Deere & Company | Vehicular thermostatically-controlled dual-circuit cooling system and associated method |
US20070209610A1 (en) * | 2006-03-07 | 2007-09-13 | Bradley James C | Method and device for a proactive cooling system for a motor vehicle |
US20080066697A1 (en) * | 2006-09-20 | 2008-03-20 | Man Nutzfahrzeuge Oesterreich Ag | Cooling system of an internal combustion engine having charge air feed |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20090120629A1 (en) * | 2005-05-13 | 2009-05-14 | Robert Ashe | Variable heat flux heat exchangers |
WO2014098697A1 (en) * | 2012-12-21 | 2014-06-26 | Volvo Truck Corporation | Cooling system for a mechanically and hydraulically powered hybrid vehicle |
US9597951B2 (en) | 2012-12-21 | 2017-03-21 | Volvo Truck Corporation | Cooling system for a mechanically and hydraulically powered hybrid vehicle |
US20170336067A1 (en) * | 2014-05-09 | 2017-11-23 | Maschinenwerk Misselhorn Mwm Gmbh | Assembly having a number of heat exchangers, and method for evaporating a working medium |
US10731848B2 (en) * | 2014-05-09 | 2020-08-04 | Maschinenwerk Misselhorn Mwm Gmbh | Assembly having a number of heat exchangers, and method for evaporating a working medium |
Also Published As
Publication number | Publication date |
---|---|
EP2326812A4 (en) | 2013-12-04 |
BRPI0911002A2 (en) | 2015-10-06 |
JP2012500364A (en) | 2012-01-05 |
WO2010021587A1 (en) | 2010-02-25 |
CN102132020A (en) | 2011-07-20 |
SE532729C2 (en) | 2010-03-23 |
EP2326812B1 (en) | 2016-05-04 |
EP2326812A1 (en) | 2011-06-01 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US20110139402A1 (en) | Cooling system for a vehicle driven by a combustion engine | |
US8316806B2 (en) | Arrangement for cooling of oil in a gearbox for a vehicle | |
US6053131A (en) | Heat exchanger for liquid heat exchange media | |
US9470138B2 (en) | Coolant circulation system for engine | |
EP2795078B1 (en) | Arrangement and method for cooling of coolant in a cooling system in a vehicle | |
EP2286068B1 (en) | Cooling arrangement for a supercharged internal combustion engine | |
US8116953B2 (en) | Active thermal management system and method for transmissions | |
US8695541B2 (en) | Cooling system for internal combustion engine | |
US8196553B2 (en) | Series electric-mechanical water pump system for engine cooling | |
JP4387413B2 (en) | Vehicle cooling system | |
US20090277722A1 (en) | Arrangement for cooling of oil in a gearbox for a vehicle | |
US20140202669A1 (en) | Dual radiator engine cooling module - single coolant loop | |
US11085357B2 (en) | Method and device for ventilating a heat management system of an internal combustion engine | |
JP4013832B2 (en) | Vehicle cooling system | |
CN111577873A (en) | Heat transfer management policy | |
US20040187505A1 (en) | Integrated cooling system | |
CN114658533B (en) | Engine intercooling system and vehicle | |
US20220332163A1 (en) | System for integrated control of the temperature of a battery and of an interior air conditioning apparatus in a vehicle | |
WO2021044288A1 (en) | System for controlling the temperature of a battery in a vehicle | |
CN114763761A (en) | Control method of engine water temperature, cooling system and vehicle | |
EP3636893A1 (en) | Engine cooling system | |
GB2433585A (en) | Engine Coolant System |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: SCANIA CV AB, SWEDEN Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:KYLEFORS, BJORN;KARLSTROM, SVEN;LAMPINEN, ANDERS;AND OTHERS;REEL/FRAME:025694/0657 Effective date: 20110111 |
|
STCB | Information on status: application discontinuation |
Free format text: ABANDONED -- FAILURE TO PAY ISSUE FEE |