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EP3431733B1 - Moteur à combustion interne avec système de refroidissement pour véhicule à moteur - Google Patents

Moteur à combustion interne avec système de refroidissement pour véhicule à moteur Download PDF

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Publication number
EP3431733B1
EP3431733B1 EP17181776.0A EP17181776A EP3431733B1 EP 3431733 B1 EP3431733 B1 EP 3431733B1 EP 17181776 A EP17181776 A EP 17181776A EP 3431733 B1 EP3431733 B1 EP 3431733B1
Authority
EP
European Patent Office
Prior art keywords
engine
line
circuit
cooling
cooling fluid
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP17181776.0A
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German (de)
English (en)
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EP3431733A1 (fr
Inventor
Gerardo SPINELLI
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.)
Stellantis Europe SpA
Original Assignee
FCA Italy SpA
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 FCA Italy SpA filed Critical FCA Italy SpA
Priority to EP17181776.0A priority Critical patent/EP3431733B1/fr
Publication of EP3431733A1 publication Critical patent/EP3431733A1/fr
Application granted granted Critical
Publication of EP3431733B1 publication Critical patent/EP3431733B1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics
    • F02M26/28—Layout, e.g. schematics with liquid-cooled heat exchangers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • 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
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/04—Lubricant cooler
    • 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
    • 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
    • F01P2060/16—Outlet manifold
    • 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
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • 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
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/06—Low pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust downstream of the turbocharger turbine and reintroduced into the intake system upstream of the compressor

Definitions

  • the present invention relates to motor-vehicle internal combustion engines with a cooling system, of the type indicated in the preamble of claim 1.
  • high-pressure EGR circuit and "low-pressure EGR circuit” are used in the present description and in the claims that follow with reference to circuits known per se, which are used in internal combustion engines, and in particular in turbocharged diesel engines, in order to recirculate part of the flow of exhaust gases leaving the engine back into the combustion chambers of the engine cylinders.
  • recirculation of exhaust gases is achieved by means of a high-pressure exhaust gas recirculation (EGR) circuit, which provides a direct connection between the outlet of the exhaust manifold of the engine and the inlet of the intake manifold of the engine.
  • EGR exhaust gas recirculation
  • an EGR valve is provided, which is controlled to regulate the portion of the flow of exhaust gases leaving the exhaust manifold of the engine, to be recirculated into the intake manifold of the engine, along a portion of the intake duct downstream of the supercharging compressor, i.e. in an environment at a relatively high pressure (from which the expression "high-pressure EGR" derives).
  • a heat exchanger is interposed in the high-pressure EGR circuit, for cooling the recirculated exhaust gases.
  • an internal combustion engine in particular a turbocharged diesel engine, can also be provided with a low-pressure EGR circuit, which includes an exhaust gas recirculation duct that starts from the exhaust line of the engine, at a section thereof downstream of the exhaust gas treatment devices, and which brings the recirculated exhaust gases into the engine intake duct, upstream of the supercharging compressor (from which the expression "low-pressure EGR" derives).
  • a heat exchanger is also interposed in the low-pressure EGR circuit, for cooling the recirculated exhaust gases.
  • the configuration of the engine cooling system varies widely depending on the designer's choices, which, in turn, are a function of the motor-vehicle class on which the engine is mounted and of the power of the engine.
  • a high-pressure EGR circuit usually only a high-pressure EGR circuit used, while in high-class vehicles both a high-pressure EGR circuit and a low-pressure EGR circuit are preferably adopted.
  • Each selected engine configuration involves a specific design of the cooling system and a specific arrangement of its components and their connections. Consequently, modifying an engine cooling system to provide one or more additional components which were not originally provided for that engine, such as a low-pressure EGR circuit cooler, is usually a complicated and expensive task.
  • an object of the invention is to provide a cooling system that is easily adaptable and that does not require major changes when it comes to passing from a simpler configuration to a more complex configuration of the engine and the various auxiliary systems associated therewith.
  • An engine as set forth in the preamble of claim 1 is known from DE 10 2012 205001 A1 .
  • a similar solution is known from us 2014/283765 .
  • the present invention provides an engine as set forth in claim 1.
  • the main advantage of the above-described structure and arrangement lies in that if a low-pressure EGR circuit is added in an engine originally designed without this component, it is not necessary to radically modify the configuration of the cooling system, because it is not necessary to modify the line for the fluid leaving the engine, for the purpose of causing the cooling fluid leaving the engine to go through anhigh-pressure EGR cooler and a low-pressure EGR cooler arranged in series.
  • the low-pressure EGR cooler is traversed by the aforesaid auxiliary line, which is an easily-integrated component in the system, without any need of a substantial modification to the configuration and arrangement of the line for the cooling fluid leaving the engine.
  • a further advantage of the internal combustion engine of the invention lies in that the fluid that follows through the low-pressure EGR cooler is fluid coming from the radiator, which is therefore at a relatively lower temperature (e.g. about 82°C) than that of the fluid leaving the high-pressure EGR cooler (about 90°C).
  • the low-pressure EGR cooler is therefore more efficient.
  • the aforesaid auxiliary pump is a pump driven by an electric motor.
  • the electric motor driving the auxiliary pump is controlled by an electronic control unit, which is programmed to control the activation of the auxiliary pump as a function of the engine operating conditions, and as a function of a series of predetermined parameters, in particular as a function of the activation of the low-pressure EGR circuit and, for example, as a function of temperature values detected by one or more temperature sensors associated with the EGR circuits of the engine.
  • the electric motor of the auxiliary pump is controlled (for example in a pulse width modulation (PWM) mode, by modulating its duty cycle) as a function of the climatic conditions and/or parameters relating to harmful exhaust emissions.
  • PWM pulse width modulation
  • the cooling system also comprises an additional line that starts from said auxiliary line, downstream of the aforesaid auxiliary pump and passing through a cooler for an urea solution injector forming part of a catalytic regeneration system, said additional line ending in an urea solution tank associated with said engine.
  • the additional circuit forming part of the cooling system of the internal combustion engine according to the invention can also be advantageously used to obtain a cooling function of auxiliary components which the engine can be provided with. Again, this result is achieved without any significant modification to the entire engine cooling system.
  • the auxiliary pump When, however, during the warm-up step, the auxiliary pump is activated, it generates an independent circulation of cooling fluid from the auxiliary line to the main line (in a reversed circulation direction with respect to that of normal operation) so as to obtain cooling of the recirculated exhaust gases in the low-pressure EGR circuit already during warm-up.
  • numeral 1 designates, in its entirety, a cooling system of an internal combustion engine 2 including a circuit portion 100 inside the engine 2 and a circuit portion 101 outside the engine.
  • the engine portion 101 outside the engine includes a heat exchanger for cooling the engine lubrication oil (oil cooler) designated by reference 3.
  • the oil cooler 3 is connected to the circuit in such a way that the cooling fluid leaving the engine flows through a line 4 and through the oil cooler 3, and then through a line 5 towards the inlet of a main pump 6 serving to activate the circulation of the cooling fluid in the circuit.
  • the pump 6, which in the most conventional solution is mechanically driven by the engine shaft, causes the cooling fluid to flow back into the engine.
  • a line 7 is provided through which the cooling fluid leaving the engine flows through a passenger compartment heater 8 and then flows again through the line 5 towards the pump 6 and to the inlet of the inner circuit inside the engine.
  • the line 4 leaving the engine 2 also flows through a heat exchanger 9 for cooling the recirculated exhaust gases in a high-pressure EGR circuit.
  • the outlet of the cooling circuit system from the engine is also connected by means of a valve 10 to the inlet of a radiator 11 for cooling the engine cooling fluid.
  • the valve 10 can be thermostatically-controlled, or electronically-controlled, according to any prior art. When it is opened, the valve causes the cooling fluid leaving the engine to flow into a line 12 that flows into the inlet of the radiator 11.
  • the radiator 11 outlet is connected through a main line 13 to the inlet of the pump 6, in such a way that the cooling fluid that flows through the radiator 11, when the valve 10 is opened, is made to flow from the pump 6 back into the engine again.
  • Reference number 14 designates a heat exchanger for cooling recirculated exhaust gases in a low-pressure EGR circuit that is associated with the engine 2.
  • the cooling system comprises an auxiliary line 15 arranged in parallel to the main line 13 that leaves at a point A of the main line 13 and flows again into the main line 13 at a point B, downstream of point A.
  • An auxiliary pump 16 is inserted into the auxiliary line 15, this pump being preferably driven by an electric motor controlled by the electronic control unit of the cooling system of the engine, for example in a PWM mode
  • the system activates the electric pump 16, in such a way that the fluid leaving the radiator 11 flows along both the main line 13 and the auxiliary line 15, through the exchanger with recirculated exhaust gases in the low-pressure EGR circuit.
  • the flows along the main line 13 and the auxiliary line 15 converge together at point B of the main line to then return to the inlet of the main pump 6 and then inside the engine.
  • the electronic control unit activates the electric pump 16 to activate a flow of cooling fluid through the auxiliary line 15 and through the heat exchanger 14.
  • an auxiliary circulation of the cooling fluid is created through the auxiliary line 15 from point A to point B, after which the cooling fluid flows along the main line in the reverse direction with respect to that of normal operation, i.e. from point B to point A, to close the circuit again through the auxiliary line 15.
  • the attached Figure 1 shows a preferred embodiment in which the system also comprises an additional line 17 starting from the auxiliary line 15 at a point C downstream of the auxiliary pump 16 and passing through a heat exchanger 18 for cooling a urea solution injector forming part of a catalytic regeneration system of the exhaust gases associated with the engine 2.
  • the line 17 ends in the expansion vessel for the cooling system.
  • the chamber 20 is connected to the line 12 of the cooling circuit by means of an additional line 21, according to a conventional technique (degassing circuit)
  • the internal combustion engine according to the invention includes an auxiliary circuit, formed of the auxiliary line 15 and the pump 16, and optionally by the additional line 17, which is a sort of separate system, which can be easily added to a cooling system suitable for an engine with a simpler configuration when this engine must be provided with additional components and equipment that also require cooling.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust-Gas Circulating Devices (AREA)

Claims (3)

  1. Moteur à combustion interne pour un véhicule automobile, ayant un système de refroidissement comprenant :
    - un circuit (1) pour un fluide de refroidissement de moteur, comportant une partie de circuit interne (100) à l'intérieur du moteur (2) et une partie de circuit externe (101) à l'extérieur du moteur (2),
    - où ladite partie de circuit externe (101) à l'extérieur du moteur comporte :
    - une pompe principale (6) pour activer une circulation du fluide de refroidissement dans le circuit (1),
    - un refroidisseur d'huile (3) pour l'huile de lubrification du moteur, disposé le long d'une conduite de refroidisseur d'huile (4) reliant une sortie de moteur de ladite partie de circuit interne à une entrée de ladite pompe principale (6), de sorte que le fluide de refroidissement quittant le moteur passe à travers ledit refroidisseur d'huile (3) et retourne vers ladite pompe principale (6) pour être réintroduit dans le moteur (2),
    - un dispositif de chauffage (8) pour l'habitacle du véhicule automobile, relié dans le circuit de sorte que le fluide de refroidissement quittant le moteur passe à travers ledit dispositif de chauffage d'habitacle (8) et retourne vers ladite pompe principale (6) pour être réintroduit dans le moteur,
    - un radiateur (11) pour refroidir le fluide de refroidissement, relié dans le circuit de sorte que le fluide de refroidissement quittant le moteur passe à travers ledit radiateur (11) et retourne vers ladite pompe principale (6) pour être réintroduit dans le moteur,
    - une soupape de distribution (10) à commande thermostatique ou à commande électronique pour réguler le débit de fluide de refroidissement quittant le moteur vers le radiateur (11),
    - un refroidisseur de circuit de recirculation de gaz d'échappement à haute pression (9) pour refroidir les gaz d'échappement remis en circulation dans un circuit de recirculation de gaz d'échappement à haute pression, relié au circuit de refroidissement de moteur de sorte que le fluide de refroidissement quittant le moteur passe à travers ledit refroidisseur de circuit de recirculation de gaz d'échappement à haute pression (9) et retourne vers ladite pompe principale (6) pour être réintroduit dans le moteur, et
    - un refroidisseur de circuit de recirculation de gaz d'échappement à basse pression (14) pour refroidir les gaz d'échappement remis en circulation dans un circuit de recirculation de gaz d'échappement à basse pression, inséré dans ledit circuit de refroidissement (1),
    dans lequel :
    - la sortie de radiateur (11) est reliée à l'entrée du circuit de refroidissement dans le moteur, à la fois par une conduite principale (13) et par une conduite auxiliaire (15) agencée parallèlement à la conduite principale, de sorte que le fluide de refroidissement quittant le radiateur (11) puisse s'écouler dans le moteur en passant à travers ladite conduite principale (13) et à travers ladite conduite auxiliaire (15),
    - ledit refroidisseur de circuit de recirculation de gaz d'échappement à basse pression (14) est inséré le long de ladite conduite auxiliaire (15) de sorte qu'il soit traversé par un fluide de refroidissement s'écoulant le long de ladite conduite auxiliaire (15), et
    - une pompe auxiliaire (16) est insérée le long de ladite conduite auxiliaire (15), qui est adaptée pour être activée uniquement lorsqu'un écoulement à travers ladite conduite auxiliaire (15) et à travers ledit refroidisseur de recirculation de gaz d'échappement à basse pression (14) est requis,
    ledit moteur étant caractérisé en ce que :
    - le refroidisseur de circuit de recirculation de gaz d'échappement à haute pression (9) est disposé le long de ladite conduite de refroidisseur d'huile (4) en amont dudit refroidisseur d'huile (3) de sorte que le fluide de refroidissement quittant le moteur passe à travers ledit refroidisseur de circuit de recirculation de gaz d'échappement à haute pression (9) avant de passer à travers ledit refroidisseur d'huile (3),
    - ladite soupape de distribution (10) est disposée le long d'une conduite entre ladite sortie de moteur et l'entrée du radiateur (11),
    - ladite conduite auxiliaire (15) part d'un premier point (A) de la conduite principale (13) en aval de la sortie du radiateur (11) et converge dans la conduite principale (13) en un deuxième point (B) en aval du premier point (A) et en amont de la pompe principale (6).
  2. Moteur à combustion interne selon la revendication 1, caractérisé en ce que ladite pompe auxiliaire (16) est entraînée par un moteur électrique.
  3. Moteur à combustion interne selon la revendication 2, caractérisé en ce qu'il comprend une conduite supplémentaire (17) partant de ladite conduite auxiliaire (15), en aval de ladite pompe auxiliaire (16) et passant à travers un refroidisseur (18) d'un injecteur de solution d'urée faisant partie d'un système de régénération catalytique associé audit moteur, ladite conduite supplémentaire (17) se terminant dans un récipient d'expansion (20) faisant partie du système de refroidissement.
EP17181776.0A 2017-07-18 2017-07-18 Moteur à combustion interne avec système de refroidissement pour véhicule à moteur Active EP3431733B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP17181776.0A EP3431733B1 (fr) 2017-07-18 2017-07-18 Moteur à combustion interne avec système de refroidissement pour véhicule à moteur

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP17181776.0A EP3431733B1 (fr) 2017-07-18 2017-07-18 Moteur à combustion interne avec système de refroidissement pour véhicule à moteur

Publications (2)

Publication Number Publication Date
EP3431733A1 EP3431733A1 (fr) 2019-01-23
EP3431733B1 true EP3431733B1 (fr) 2019-06-19

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Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010008961A2 (fr) * 2008-07-16 2010-01-21 Borgwarner Inc. Diagnostic d’un sous-système de refroidissement d’un système de moteur en réponse à une pression dynamique détectée dans le sous-système
DE102012205001B4 (de) * 2012-02-21 2022-02-03 Bayerische Motoren Werke Aktiengesellschaft Kühlmittelkreislauf für eine Brennkraftmaschine und Verfahren zum Betrieb der Brennkraftmaschine
JP6051989B2 (ja) * 2013-03-21 2016-12-27 マツダ株式会社 エンジンの冷却装置
KR101637680B1 (ko) * 2014-09-19 2016-07-08 현대자동차주식회사 차량용 냉각시스템 및 그 제어방법
KR101646130B1 (ko) * 2015-03-02 2016-08-05 현대자동차 주식회사 써모스탯을 갖는 엔진 냉각시스템

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

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