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EP1038097A1 - Dispositif pour refroidir un moteur d'un vehicule a moteur - Google Patents

Dispositif pour refroidir un moteur d'un vehicule a moteur

Info

Publication number
EP1038097A1
EP1038097A1 EP99922057A EP99922057A EP1038097A1 EP 1038097 A1 EP1038097 A1 EP 1038097A1 EP 99922057 A EP99922057 A EP 99922057A EP 99922057 A EP99922057 A EP 99922057A EP 1038097 A1 EP1038097 A1 EP 1038097A1
Authority
EP
European Patent Office
Prior art keywords
cooling circuit
pump
engine
cooling
coolant
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.)
Ceased
Application number
EP99922057A
Other languages
German (de)
English (en)
Inventor
Ullrich Hesse
Frank Melzer
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1038097A1 publication Critical patent/EP1038097A1/fr
Ceased legal-status Critical Current

Links

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
    • F01P7/164—Controlling of coolant flow the coolant being liquid by thermostatic control by varying pump 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
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/02—Arrangements for cooling cylinders or cylinder heads
    • F01P2003/021—Cooling cylinders
    • 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
    • F01P2003/024—Cooling 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
    • F01P3/02—Arrangements for cooling cylinders or cylinder heads
    • F01P2003/027—Cooling cylinders and cylinder heads 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
    • F01P3/00—Liquid cooling
    • F01P3/02—Arrangements for cooling cylinders or cylinder heads
    • F01P2003/028—Cooling cylinders and cylinder heads in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • F01P2005/105—Using two or more pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • F01P5/12—Pump-driving arrangements
    • F01P2005/125—Driving auxiliary pumps electrically
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2031/00—Fail safe
    • F01P2031/30—Cooling after the engine is stopped
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/08—Cabin heater

Definitions

  • the invention relates to a device for cooling an engine for a motor vehicle according to the preamble of the independent claim.
  • the coolant circuits of today's motor vehicles are largely equipped with a single mechanically driven water pump, which is usually connected to the internal combustion engine via a belt. This direct coupling of the pump to the engine has the result that the speed of the engine determines the delivered coolant volume flow and the controllability of the coolant circuit is thereby severely restricted.
  • water pumps must be dimensioned so that they provide adequate cooling even in the low speed range and with high engine loads - for example when driving uphill with a trailer.
  • the cooling effort in normal operation is then too high, which leads to unnecessarily high energy consumption.
  • thermostatic valves to regulate the coolant volume flow more precisely
  • Sub-circuits can be controlled.
  • valves are known for high pressure losses, that is to say they consume a substantial part of the hydraulic energy applied by the water pump. This also has a negative impact on the energy consumption or the efficiency of the internal combustion engine.
  • the device according to the invention with the features of the main claim has the advantage that the energy loss through valves, in particular thermostatic valves, is minimized in the cooling circuit of an engine. This is achieved by dividing the coolant flows into individual sub-circuits not via thermostatic valves as active elements, but via at least one further pump operated in addition to a main water pump.
  • additional water pumps are also advantageous because the main water pump is supported by the additional water pump, so the main water pump can be operated with a smaller output or can be dimensioned smaller. It is also possible to use several pumps in the coolant circuit that are similar in terms of their performance and perform cooling tasks that are specifically assigned to them. It is conceivable, for example, that the cylinder head of the engine is cooled separately and controllably, or that individual cylinders are supplied with coolant by one pump each. This also gives the opportunity to selectively set different temperature levels in the cylinders and in the engine block.
  • Engine cooling circuits are usually made up of at least two circuits, a large cooling circuit that cools the engine when normal operating conditions are reached and a small cooling circuit that is usually operated during the engine warm-up phase and bypasses the radiator. Now it is advantageous if there is an additional connection between the large cooling circuit and the small cooling circuit which is designed in such a way that an emergency operation function is obtained. If the main water pump conveying the coolant fails, the coolant flow can be maintained by the cooler through this connection with the second pump. This connection also gives rise to a second possibility, namely that of increasing the pump output by the cooler - that is to say the cooling output - while simultaneously operating both pumps. This can be an extremely great advantage in critical cooling situations with high engine loads.
  • a switch valve is arranged to switch between the small cooling circuit and the connection.
  • a heating unit having a heat exchanger is connected to the small cooling circuit.
  • This heat exchanger not only serves to heat the vehicle interior, it also fulfills the function of a further cooling element. This means that if the actual radiator fails, the engine is also cooled in an emergency.
  • the heat exchanger is preferably bypassed by a bypass which is influenced by a changeover valve. In this way, the coolant can be bypassed all the cooling devices during the warm-up phase of the motor vehicle engine and brought to operating temperature quickly.
  • the additional changeover valves in the small cooling circuit are of negligible importance as far as energy loss is concerned - in particular compared to the known thermostatic valves - because the small cooling circuit promotes a significantly lower coolant flow in normal operation than the large cooling circuit.
  • Cooling circuit is meaningless in this respect, because it only ensures that the large coolant circuit is not automatically operated when the small circuit is operated.
  • the afterheating heat of the engine can be dissipated by the smaller make-up water pump, which works much more quietly compared to a radiator fan that is otherwise customary for this task.
  • the interior water can be reheated by the auxiliary water pump, which is particularly pleasant in the winter months and is not possible with belt-driven pumps.
  • the location of the main water pump There is also increased flexibility regarding the location of the main water pump.
  • FIG. 1 shows the schematic structure of the first embodiment, FIG. 2 that of the second embodiment and FIG. 3 that of the third embodiment.
  • the first exemplary embodiment shown in FIG. 1 shows the schematic structure of a coolant circuit which is divided into a large circuit 12 and a small circuit 22.
  • a motor 10 which is usually an internal combustion engine of a motor vehicle, and a cooler 14 are arranged in the large circuit 12. This cooler 14 is cooled by the airstream.
  • a cooler fan 18 driven by a further motor 16 - for example an electric motor - increases the air throughput by one
  • a pump 20 conveys a coolant in the large cooling circuit 12. It is integrated into the latter in such a way that the coolant heated by the engine 10 is transported through the cooler 14 for cooling. Furthermore, a second, weaker pump 24 is provided as an active element, which conducts the coolant through a branch 26 from the large cooling circuit 12 into the small cooling circuit 22, so that the path through the cooler 14 is avoided.
  • Check valves 38, 39 ensure in each pitch circle that the coolant always flows through the engine and does not flow back through the other pitch circle.
  • FIG. 2 shows a second exemplary embodiment of a device according to the invention, with the same being the same
  • the second embodiment differs from the first in that there is a connection 28 between the large cooling circuit 12 and the small cooling circuit 22.
  • This connection 28 branches off downstream of the second pump 24 and opens upstream of the cooler 24.
  • an additional valve 30 is connected between the connection 28 and the small cooling circuit 22.
  • the changeover valve 30 opens up two possible operating states of the cooling device. Either the small cooling circuit 22 can be opened and thus the path can be blocked via the connection 28 - this is the normal operating state in normal operation - or, conversely, the path can be opened through the connection 28 and the small cooling circuit 22 can be blocked - then the emergency operation function or the parallel operation of both pumps for maximum conveyance of the coolant through the cooler 14 is activated in critical cooling situations.
  • a heating unit 32 is connected to the small cooling circuit 22.
  • This heating unit 32 consists of a further changeover valve 34, a heat exchanger 36 and a heat exchanger 36 immediate bypass 40.
  • the valve 30 is set so that the connection 28 is blocked.
  • the coolant flow in the small cooling circuit 22 then flows, depending on the position of the changeover valve 34, either through the heat exchanger 36 or through the bypass 40.
  • the coolant flow can be switched with the valve 34 such that the coolant flows through the bypass 40 flows and thus covers the shortest possible distance or cools as little as possible.
  • the possibility of branching into the heat exchanger 36 and thus the possibility of heating the passenger compartment is only released from a certain operating temperature.
  • both the engine can be warmed up and the heating power can be supplied to the passenger compartment.
  • the temperature of the passenger compartment can be regulated in a simple manner by the adjustable pump 24 by setting a defined volume flow through the heat exchanger 36.
  • the switching and control processes in the cooling circuit are recorded by a higher-level control unit (not shown), the programming of which is related to the
  • Cooling of the engine and its energy consumption ensures the most efficient operation possible.

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)
  • Structures Of Non-Positive Displacement Pumps (AREA)

Abstract

L'invention concerne un dispositif pour refroidir un moteur (10), comportant un radiateur (14) placé dans un grand circuit de refroidissement (12), un ventilateur (18) entraîné par un autre moteur (16), une pompe (20) acheminant le fluide de refroidissement, et au moins un élément actif (24) placé dans un petit circuit de refroidissement (22) et guidant le fluide de refroidissement à travers une dérivation (26), du grand circuit de refroidissement (12) vers le petit circuit de refroidissement (22), en le faisant passer devant le radiateur (14). Selon l'invention, le ou les éléments actifs sont constitués par une deuxième pompe (24).
EP99922057A 1998-07-16 1999-03-23 Dispositif pour refroidir un moteur d'un vehicule a moteur Ceased EP1038097A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE1998131901 DE19831901A1 (de) 1998-07-16 1998-07-16 Vorrichtung zum Kühlen eines Motors für ein Kraftfahrzeug
DE19831901 1998-07-16
PCT/DE1999/000831 WO2000004283A1 (fr) 1998-07-16 1999-03-23 Dispositif pour refroidir un moteur d'un vehicule a moteur

Publications (1)

Publication Number Publication Date
EP1038097A1 true EP1038097A1 (fr) 2000-09-27

Family

ID=7874213

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99922057A Ceased EP1038097A1 (fr) 1998-07-16 1999-03-23 Dispositif pour refroidir un moteur d'un vehicule a moteur

Country Status (3)

Country Link
EP (1) EP1038097A1 (fr)
DE (1) DE19831901A1 (fr)
WO (1) WO2000004283A1 (fr)

Families Citing this family (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19937121A1 (de) * 1999-08-06 2001-03-01 Daimler Chrysler Ag Kühlanlage für einen Verbrennungsmotor
DE10143109B4 (de) * 2001-09-03 2020-12-03 Att Automotive Thermo Tech Gmbh Verfahren und Vorrichtung zur Einstellung definierter Kühlmittelströme in Kühlsystemen von Brennkraftmaschinen in Kraftfahrzeugen
DE10163943A1 (de) 2001-12-22 2003-07-03 Bosch Gmbh Robert Verfahren zur Ansteuerung von elektrisch betätigbaren Komponenten eines Kühlsystems, Computerprogramm, Steuergerät, Kühlsystem und Brennkraftmaschine
DE10163944A1 (de) 2001-12-22 2003-07-03 Bosch Gmbh Robert Verfahren zur Ansteuerung von elektrisch betätigbaren Komponenten eines Kühlsystems, Computerprogramm, Steuergerät, Kühlsystem und Brennkraftmaschine
DE10311188B4 (de) * 2003-03-12 2012-10-31 Att Automotivethermotech Gmbh Verfahren und Vorrichtung zur bedarfsgerechten Kühlung von Verbrennungskraftmaschinen unter Verwendung eines Bypassventils und mindestens einer Wärmesenke
DE102004006591A1 (de) * 2004-02-10 2005-08-25 Behr Gmbh & Co. Kg Heizungsanordnung und Verfahren zur Heizungsregelung
DE102009020186B4 (de) * 2009-05-06 2011-07-14 Audi Ag, 85057 Ausfallsicherer Drehsteller für einen Kühlmittelkreislauf
DE102009020187B4 (de) * 2009-05-06 2012-11-08 Audi Ag Kühlmittelkreislauf
GB2473437B (en) * 2009-09-09 2015-11-25 Gm Global Tech Operations Inc Cooling system for internal combustion engines
DE102009058585A1 (de) * 2009-12-17 2011-06-22 Bayerische Motoren Werke Aktiengesellschaft, 80809 Kühlanordnung für eine Kraftfahrzeug-Brennkraftmaschine sowie Verfahren zum Betreiben derselben
DE102013224005A1 (de) * 2013-11-25 2015-05-28 Volkswagen Aktiengesellschaft Kühlsystem
DE102017200878A1 (de) * 2016-11-14 2018-05-17 Mahle International Gmbh Kraftfahrzeug
CN108457736B (zh) * 2017-02-22 2021-10-29 罗伯特·博世有限公司 喷射器冷却系统
JP7028753B2 (ja) * 2018-11-19 2022-03-02 トヨタ自動車株式会社 内燃機関の冷却装置
JP7136667B2 (ja) 2018-11-19 2022-09-13 トヨタ自動車株式会社 内燃機関の冷却装置

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3024209A1 (de) * 1979-07-02 1981-01-22 Guenter Dr Rinnerthaler Fluessigkeitskuehlung fuer verbrennungsmotoren
JPS5943967A (ja) * 1982-09-03 1984-03-12 Nippon Soken Inc 内燃機関におけるヒ−タ−作動用通水装置
JPS6316121A (ja) * 1986-07-07 1988-01-23 Aisin Seiki Co Ltd 内燃機関の冷却装置
JPS6316122A (ja) * 1986-07-07 1988-01-23 Aisin Seiki Co Ltd 内燃機関の冷却装置
JP2767995B2 (ja) * 1989-12-28 1998-06-25 株式会社デンソー 内燃機関の冷却装置

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO0004283A1 *

Also Published As

Publication number Publication date
DE19831901A1 (de) 2000-01-20
WO2000004283A1 (fr) 2000-01-27

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