Cooling system for an internal combustion engine of a motor vehicle
阅读说明:本技术 机动车辆的内燃发动机的冷却系统 (Cooling system for an internal combustion engine of a motor vehicle ) 是由 B·施泰纳 J·梅林 H·H·鲁兰 B·布林克曼 于 2019-09-02 设计创作,主要内容包括:本发明涉及机动车辆的内燃发动机的冷却系统。本发明涉及机动车辆的内燃发动机(10)的冷却系统,其包括冷却剂(24)、液体/气体热交换器(38、40)、依赖于冷却剂温度的控制元件(28、30)、均衡箱(22)、部件之间的流体连接以及冷却剂泵(20)。根据本发明,在均衡箱(22)中的介质(26)与机动车辆的至少一个其他介质路径或介质回路的介质之间建立至少一个直接或至少一个依赖于激活的流体连接(42、44、48、54、58、68)或者至少一个力传递连接。(The present invention relates to a cooling system for an internal combustion engine of a motor vehicle. The invention relates to a cooling system of an internal combustion engine (10) of a motor vehicle, comprising a coolant (24), a liquid/gas heat exchanger (38, 40), a control element (28, 30) dependent on the coolant temperature, an equalizing tank (22), fluid connections between the components and a coolant pump (20). According to the invention, at least one direct or at least one active-dependent fluid connection (42, 44, 48, 54, 58, 68) or at least one force transmission connection is established between the medium (26) in the equalization tank (22) and the medium of at least one other medium path or medium circuit of the motor vehicle.)
1. A cooling system of an internal combustion engine (10) of a motor vehicle, the cooling system comprising
A predetermined amount of coolant (24),
At least one liquid/gas heat exchanger (38, 40),
At least one control element (28, 30) dependent on the temperature of the coolant,
An equalization tank (22) for receiving some of the coolant (24) in a coolant temperature-dependent manner,
Connecting element for producing a fluid connection and
a coolant pump (20) for supplying a coolant,
wherein
At least one direct or at least one active-dependent fluid connection (42, 44, 48, 54, 58, 68) or at least one force transmission connection is established between the medium (26) in the equalization tank (22) and a medium of at least one other medium path or medium circuit of the motor vehicle.
2. The cooling system as set forth in claim 1,
wherein
At least one further medium path or medium circuit is formed by an air intake region (12) of the internal combustion engine (10) having an engine charge.
3. The cooling system according to claim 1 or claim 2,
wherein
At least one further medium path or medium circuit is formed by an oil lubrication circuit (72) of the motor vehicle.
4. Cooling system according to one of the preceding claims,
wherein
The connection (44) established between the medium (26) in the equalization tank (22) and the medium of at least one other medium path or medium circuit contains an activatable check valve (46), the activatable check valve (46) being permeable in the direction of the equalization tank (22).
5. Cooling system according to one of the preceding claims,
wherein
The connection (48) established between the medium (26) in the equalization tank (22) and the medium of at least one other medium path or medium circuit comprises an electrically controllable valve (50).
6. Cooling system according to one of the preceding claims,
wherein
The connection (54) established between the medium (26) in the equalizing tank (22) and the medium of at least one other medium path or medium circuit comprises a throttle (56) for flow restriction.
7. Cooling system according to one of the preceding claims,
wherein
The connection (58) established between the medium (26) in the equalization tank (22) and the medium of at least one other medium path or medium circuit contains a pressure control valve (60) for limiting the pressure in the equalization tank (22).
8. Cooling system according to one of the preceding claims,
wherein
The connection (62) established between the medium (26) in the equalization tank (22) and the medium of at least one other medium path or medium circuit contains a pressure intensifier (64) for increasing the pressure.
9. Cooling system according to one of the preceding claims,
wherein
The connection (66, 68) established between the medium (26) in the equalization tank (22) and the medium of at least one other medium path or medium circuit comprises a pressure transmission element (70) with medium separation or a fluid separator with a movable partition wall or with a membrane.
10. The cooling system according to any one of claims 3 to 9,
wherein
The oil lubrication circuit (72) of the motor vehicle has an oil pump (74) that can be controlled by a characteristic map.
Technical Field
The present invention relates to a cooling system of an internal combustion engine of a motor vehicle according to the preamble of claim 1, comprising a predetermined quantity of coolant, at least one liquid/gas heat exchanger, at least one thermostatic valve, an equalizing tank (equalizing tank) for receiving some of the coolant in a manner dependent on the coolant temperature, and a connecting element for producing a fluid connection.
Background
In the field of motor vehicle technology, it is known to use various media paths and media circuits to ensure safe and sustainable operation of an internal combustion engine of a motor vehicle.
The widely used cooling system, which comprises a liquid coolant as a medium for discharging heat generated during operation of the internal combustion engine of the motor vehicle to the surroundings, is one of the most important medium circuits.
For example, a motor vehicle may have an engine cooling system for transferring process heat generated during operation of the internal combustion engine to the outside air. The engine cooling system is arranged to reach the operating temperature of the internal combustion engine as quickly as possible, maintain the operating temperature and prevent the internal combustion engine from overheating. The coolant frequently used in the process contains, for example, a water/glycol mixture with additives for preventing corrosion in the engine cooling system. The engine cooling system may comprise, for example, an equalizing tank for receiving coolant having different volumes due to thermal expansion at different operating temperatures. If the temperature of the coolant inside the engine cooling system increases, the thermal expansion of the coolant in the equalizing tank causes an increase in pressure because the volume of air enclosed therein decreases. Pressure equalization may be achieved by releasing air from the equalization tank through a valve. If the temperature and pressure of the coolant in the equalization tank drops below atmospheric pressure, air may be drawn into the equalization tank through another valve.
The engine cooling system may further comprise a liquid/gas heat exchanger, conventionally referred to as a cooler, and arranged to transfer heat from coolant flowing through a cavity of the cooler to outside air, for example to a gas flow flowing therethrough. A thermostat valve may be arranged directly on the cooler, which valve, depending on the temperature of the coolant, creates a coolant path which, above a predetermined coolant temperature, switches from a small coolant circuit at low coolant temperature (which circuit contains the coolant pump and at least a part of the engine block) to a large coolant circuit additionally comprising the cooler and the equalizing tank.
Another important medium circuit is oil lubrication, in which lubricating oil is used as medium. In the case of known wet sump lubrication, an oil sump arranged below the crankcase is used to receive a lubricant supply. The oil pump conveys the lubricating oil from the oil sump through an oil filter and a channel provided to the crankshaft, in particular to the lower connecting rod bearing. For example, by means of the movement of the crankshaft, the lubricating oil can reach the lower face (lower face) of the upper connecting rod bearing and the cylinder piston, from where it can flow back into the oil sump.
To prevent overheating of the internal combustion engine in operation, a predetermined minimum amount of coolant in the cooling system should be complied with. Various solutions are known in the prior art for monitoring the amount of coolant.
For example, US9,726,069
US 2016/0186645 a1 under one development of the method and system from US9,726,069
Since the vapour pressure of the aqueous coolant increases significantly due to its non-linear saturated vapour pressure curve only shortly before the operating temperature of the internal combustion engine is reached, in particular when starting an engine with cold coolant, there is a risk of cavitation within the coolant pump, which may lead to a shortened service life of the coolant pump.
To solve this problem, US 8,065,980B 2 proposes, for example, an engine cooling system provided with a cooling circuit containing a coolant pump for supplying the engine with coolant and for circulating the coolant in the cooling circuit. The cooling circuit has at least one heat exchanger downstream of the engine for cooling the coolant, and the expansion tank is connected to the cooling circuit upstream of the coolant pump. The cooling system is put under pressure by means of a pressure regulating device arranged to pressurise coolant supplied from the expansion tank to the cooling circuit during at least one predetermined operating mode of the engine. The pressure regulating means may be a controllable pump or an injector arranged to supply pressurized coolant to a coolant pump in the cooling circuit. This arrangement may be used to prevent cavitation in the coolant pump during certain operating conditions, such as starting an engine with cold coolant. During all normal engine operating modes, the expansion vessel is closed off from the ambient atmosphere.
Furthermore, US 2015/0345365 a1 discloses an arrangement and a method for placing a cooling system under pressure, which system cools an internal combustion engine in a motor vehicle. The cooling system comprises a coolant pump for circulating the coolant in the cooling system, an expansion tank allowing the coolant in the cooling system to expand, and a pressure relief valve releasing air at a certain pressure inside the cooling system. The compressed air supply device under pressure makes it possible to supply the cooling system with compressed air by supplying the cooling system with a continuous air flow when the internal combustion engine is operating, and makes it possible to provide an air flow of a magnitude corresponding at least to an estimated leakage of the cooling system. Therefore, it is possible to prevent cavitation in the coolant pump at the time of starting the engine with cold coolant.
In order to reach the operating temperature of the internal combustion engine as quickly as possible, in some engine cooling systems, the coolant is only circulated when a preset minimum temperature is reached. When too little coolant is introduced into the cooler after the preset minimum temperature is reached, this may result in considerable material stresses, which may result in an uneven coolant flow inside the cooler.
As a remedy, US 8,794,193
Another important prerequisite for an efficient discharge of the heat generated during operation of the internal combustion engine of a motor vehicle to the surroundings is the prevention of vapour bubbles inside the coolant, for example in cooling channels arranged inside the cylinder head. This can be achieved by increasing the operating pressure inside the coolant.
For example, US 7,222,495B 2 discloses an alternative embodiment of an engine cooling system comprising means for cooling and cleaning a motor vehicle configured to air condition a passenger compartment of the vehicle and to cool an engine block of the vehicle. The apparatus comprises a pump, an absorber, a high voltage generator, a low voltage generator, a capacitor and an evaporator. The components of the device are connected by a main line containing antifreeze. In this case, the device further comprises a temperature/pressure control valve arranged downstream of the engine block to maintain a constant pressure (e.g. 1.5 bar) and a constant temperature of the part of the cooling circuit surrounding the engine within the engine block. Thus, water within the portion of the cooling circuit is prevented from being evaporated, whereby cooling of the engine block can be maintained.
The temperature in the engine compartment is stabilized by cooling means which use waste heat from the engine itself. Furthermore, the device air-conditions the passenger cabin without additional fuel consumption while cleaning the exhaust gases, since the waste heat from the engine block and advantageously the exhaust gases from the engine serve this purpose.
US 6,532,910B 2 describes an improved cooling system for a turbocharged internal combustion engine. Internal combustion engines are equipped with turbochargers that apply pressure to the engine air intake manifold. The engine is further equipped with a cooling system comprising an expansion tank. A conduit connects the engine air inlet manifold, which is placed under pressure, to the cooling system, in particular to the expansion tank, to increase the pressure in the cooling system after a cold start of the internal combustion engine, whereby the maximum temperature that can be reached by the coolant in the cooling system can be increased. A flow control valve in the form of a spring loaded check valve is arranged in the conduit and allows flow from the engine air inlet manifold to the expansion tank. In one embodiment, a directional control valve is arranged in the line, which valve is controlled by an electric control unit. The control algorithm of the control unit is based on selected parameters, such as coolant pressure, engine load, charge air pressure, coolant temperature, ambient pressure, cooling system capacity, fan speed and operating cycle.
In view of the stated prior art, there is still room for improvement in the field of cooling systems comprising a liquid coolant as a medium for discharging heat generated during operation of an internal combustion engine.
Disclosure of Invention
The present invention solves the problem of providing a cooling system for an internal combustion engine of a motor vehicle which uses a coolant that is normally liquid and which effectively prevents the formation of air bubbles in the coolant flow inside the cooling system due to evaporation of the coolant after a cold start of the internal combustion engine.
According to the invention, this problem is solved by a cooling system of an internal combustion engine of a motor vehicle having the features of claim 1. The dependent claims disclose additional, particularly advantageous embodiments of the invention.
It should be noted that features and measures listed separately in the following description can be combined in any technically appropriate manner and represent further embodiments of the invention. The specification additionally characterizes and imparts details of the invention, particularly when taken in conjunction with the accompanying drawings.
The cooling system according to the invention of an internal combustion engine of a motor vehicle comprises
A predetermined amount of coolant,
At least one liquid/gas heat exchanger,
At least one control element dependent on the temperature of the coolant,
An equalizing tank receiving some of the coolant in a coolant temperature dependent manner,
Connecting element for producing a fluid connection and
a coolant pump.
In this case, at least one direct or at least one active-dependent fluid connection or at least one force transmission connection between the medium in the equalization tank and the medium of at least one other medium path or medium circuit of the motor vehicle is established.
Within the meaning of the present invention, "motor vehicle" is to be understood as meaning in particular an automobile, a heavy goods vehicle, a semi-trailer or a coach. Within the meaning of the present invention, the expression "provided for this purpose" is to be understood as meaning in particular a specifically programmed, configured or arranged for this purpose.
Within the meaning of the present invention, the expression "fluidic connection" is understood to mean in particular a connection which allows the exchange of materials of fluids or media. Within the meaning of the present invention, the expression "activation-dependent fluid connection" is to be understood as meaning in particular that the fluid connection can be produced by an activation process and be disconnected again when the activation is stopped.
In this way, the cooling system can be placed under pressure, which is increased by the equalizing tank compared to normal atmospheric pressure. In particular, when starting an engine with cold coolant (i.e. at a pressure substantially corresponding to the standard atmospheric pressure), when the coolant is heated by operating the internal combustion engine, it is therefore advantageously possible to effectively prevent the formation of bubbles in the coolant flow due to the evaporation of the coolant. Therefore, the heat discharge performance of the coolant system can be ensured. This applies in particular to coolant systems in which the circulation of the coolant is completely or partially interrupted for the purpose of rapidly reaching the nominal operating temperature of the internal combustion engine, for example in what are known as "split-cooling" systems in which the coolant flow in the engine block is prevented during the warm-up phase of the internal combustion engine and optionally only the outlet side of the cylinder head is cooled. "split cooling" systems from the applicant are known in the prior art.
However, by means of the cooling system according to the invention, the cavitation effect in the coolant pump after a cold start of the internal combustion engine can advantageously be reduced or completely prevented.
Preferably, the at least one coolant temperature dependent control element is in the form of a continuously adjustable valve (preferably a thermostat valve).
The medium in the equalizing tank may be coolant or air located above the level of the coolant in the equalizing tank.
It should be noted that the invention can be applied to existing cooling systems of a wide variety of motor vehicles by means of corresponding retrofitting.
In a preferred embodiment of the cooling system, the at least one further medium path or medium circuit is formed by an air intake region of the internal combustion engine having an engine charge. By means of the increased pressure in the air intake region compared to the standard atmospheric pressure immediately after the start of the internal combustion engine, air can be delivered into the equalizing tank and the increased pressure compared to the standard atmospheric pressure can be applied to the cooling system via the equalizing tank.
Engine boost may be generated by means of a turbocharger, compressor, or fan, without limitation.
In a preferred embodiment of the cooling system, at least one further medium path or medium circuit is formed by an oil lubrication circuit of the motor vehicle, in addition to or separately from the medium path of the air intake region. In a suitable embodiment, the pressure in the oil lubrication circuit, which is increased compared to the standard atmospheric pressure immediately after the start of the internal combustion engine, may be transferred to the cooling system via an equalizing tank.
Preferably, the connection established between the medium in the equalization tank and the medium of the at least one further medium path or medium circuit contains an activatable non-return valve which is permeable in the direction of the equalization tank. In this way, an increased pressure in the cooling system can be maintained in case of a temporary drop in pressure in the at least one further medium path or medium circuit.
The check valve may be activated by reaching a certain minimum pressure in the at least one other media path or media circuit, without being limited thereto.
In a preferred embodiment of the cooling system, the connection established between the medium in the equalization tank and the medium of the at least one further medium path or medium circuit comprises an electrically controllable valve. In this way, the pressure increase of the cooling system can be implemented in a flexible manner and, in a suitable embodiment, also automatically.
Preferably, the connection established between the medium in the equalization tank and the medium of the at least one further medium path or medium circuit comprises a throttle for throttling. With a suitable configuration of the throttle valve, a pressure increase of the cooling system with a particularly simple design can thus be achieved.
In a preferred embodiment of the cooling system, the connection established between the medium in the equalizing tank and the medium of the at least one other medium path or medium circuit comprises a pressure control valve for limiting the pressure in the equalizing tank. Thus, it can be achieved that the pressure of the cooling system is increased to a predetermined pressure, which may be, for example, lower than the triggering pressure of a pressure relief valve conventionally fitted on the upper face of the equalization tank, and thus triggering of the pressure relief valve and loss of coolant can be prevented.
Preferably, the connection established between the medium in the equalization tank and the medium of the at least one further medium path or medium circuit comprises a pressure intensifier. In this way, a greater pressure increase in the cooling system can be achieved when the pressure in the at least one further medium path or medium circuit is the same, whereby the operational safety of the cooling system with respect to preventing bubble formation due to boiling of the coolant and preventing cavitation in the coolant pump can be increased.
Preferably, the connection established between the medium in the equalization tank and the medium of the at least one further medium path or medium circuit comprises a pressure transmission element with medium separation or a fluid separator with a movable partition wall or with a membrane. Thus, a pressure increase in the cooling system can be achieved without mixing the materials of the media involved.
In a preferred embodiment of the cooling system in which at least one further medium path or medium circuit is formed by an oil lubrication circuit of the motor vehicle, the oil lubrication circuit has an oil pump which can be controlled by means of a characteristic map (characteristic map). In this way, the pressure increase in the cooling system can be designed in a flexible manner and depends on the operating parameters of the internal combustion engine (for example its current operating load point) and/or the driving parameters of the motor vehicle (for example the driving speed).
Drawings
Fig. 1 is a schematic diagram of a conventional cooling system of an internal combustion engine of a motor vehicle, which has "split cooling". Further advantageous embodiments of the invention are disclosed in the dependent claims and the following description of the figures, in which:
fig. 2 is a schematic view of a cooling system according to the invention of an internal combustion engine of a motor vehicle, with "split cooling",
fig. 3 is a schematic view of a cooling system according to the invention according to fig. 2, comprising an alternative fluid connection between the medium in the equalization tank and the medium of the other medium path,
fig. 4 is a schematic view of the cooling system according to the invention according to fig. 2, comprising a further alternative fluid connection,
fig. 5 is a schematic view of the cooling system according to the invention according to fig. 2, comprising a further alternative fluid connection,
fig. 6 is a schematic view of a cooling system according to the invention according to fig. 2, comprising a force-transmitting connection between the medium in the equalizing tank and the medium of the other medium path,
fig. 7 is a schematic view of a cooling system according to the invention according to fig. 2, comprising a force-transmitting connection between the medium in the equalizing tank and the medium of the other medium path,
fig. 8 is a schematic view of a cooling system according to the invention according to fig. 7, which cooling system comprises a force-transmitting connection between the medium in the equalizing tank and the medium of the further medium circuit,
FIG. 9 is a schematic view of a detail of the cooling system according to the invention according to FIG. 8, an
Fig. 10 is a table with typical pressure values in the charge air intake region of the internal combustion engine according to fig. 2 according to the operating load point of the internal combustion engine and the running speed of the motor vehicle.
Detailed Description
In the different figures, similar parts always have the same reference numerals, whereby said parts are also usually described only once.
Fig. 1 is a schematic diagram of a conventional cooling system of an
The cooling system contains a predetermined amount of
The cooling system additionally comprises a further liquid/
The
The
The predetermined amount of
During a start-up phase of the
When the coolant temperature increases, the first
When the coolant temperature further increases, the
At maximum coolant temperature, the maximum pressure in the
Fig. 2 is a schematic view of one possible embodiment of a cooling system according to the invention of an
In the cooling system according to the invention according to fig. 2, a
In the case of a start-up and in particular a cold start of the
Fig. 3 is a schematic illustration of the cooling system according to the invention according to fig. 2, which comprises an alternative fluidic, activation-
The activation-
Fig. 4 is a schematic illustration of the cooling system according to the invention according to fig. 2, which comprises a further alternative fluidic, activation-dependent connection 48 between the medium (air 26) in the
The activation-dependent fluid connection 48 between the
Fig. 5 is a schematic view of the cooling system according to the invention according to fig. 2, comprising an alternative
The
Fig. 6 is a schematic view of the cooling system according to the invention according to fig. 2, comprising a further alternative
The
Fig. 7 is a schematic view of the cooling system according to the invention according to fig. 2, which comprises a force-transmitting connection 62 between the medium (air 26) in the
The force transmission connection 62 between the
Although various embodiments of the fluid connection or force-transmitting connection between the medium (air 26) in the
Fig. 8 is a schematic view of the cooling system according to the invention according to fig. 2, which comprises a force-transmitting
The
The
Fig. 9 contains an example of the
Although the described embodiments of the cooling system according to the invention show at least one direct or at least one active-dependent fluid connection or at least one force transmission connection between the medium in the equalizing tank and in each case one other medium path or medium circuit of the motor vehicle, it is within the scope of the invention to establish such a connection to more than one other medium path or medium circuit of the motor vehicle, for example to establish an air intake region of the internal combustion engine and an oil lubrication circuit of the motor vehicle.
List of reference numerals:
10 internal combustion engine
12 air intake zone
14 cylinder head cooling jacket parts on the inlet side
16 cylinder head cooling jacket parts on exhaust side
18 engine cylinder block cooling jacket
20 coolant pump
22 equalizing box
24 coolant
26 air
28 control element
30 control element
32 turbo charger
34 drive turbine
36 compressor
38 liquid/gas heat exchanger
40 liquid/gas heat exchanger (heater)
42 fluid connection
44 fluid connection
46 activatable check valve
48 fluid connection
50 electric controllable valve
52 electric control unit
54 are in fluid connection
56 throttle valve
58 are in fluid connection
60 pressure control valve
62 force transmitting connection
64 pressure intensifier
66 force transmission connection
68 fluid connection
70 pressure transmission element
72 oil lubrication circuit
List of reference numerals (continue):
74 oil pump
76 oil filter/cooler assembly
78 lubricating oil
80 feature map
p1 pressure value
p2 pressure value
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