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WO1998015725A1 - Unite motrice a pompe hydraulique thermoregulee - Google Patents

Unite motrice a pompe hydraulique thermoregulee Download PDF

Info

Publication number
WO1998015725A1
WO1998015725A1 PCT/EP1997/005544 EP9705544W WO9815725A1 WO 1998015725 A1 WO1998015725 A1 WO 1998015725A1 EP 9705544 W EP9705544 W EP 9705544W WO 9815725 A1 WO9815725 A1 WO 9815725A1
Authority
WO
WIPO (PCT)
Prior art keywords
drive unit
unit according
retarder
coolant
speed
Prior art date
Application number
PCT/EP1997/005544
Other languages
German (de)
English (en)
Inventor
Peter Edelmann
Klaus Vogelsang
Peter Heilinger
Peter Rose
Original Assignee
Voith Turbo Gmbh & Co. Kg
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 Voith Turbo Gmbh & Co. Kg filed Critical Voith Turbo Gmbh & Co. Kg
Priority to DE59710060T priority Critical patent/DE59710060D1/de
Priority to EP97910425A priority patent/EP0931209B1/fr
Publication of WO1998015725A1 publication Critical patent/WO1998015725A1/fr

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
    • F01P2025/00—Measuring
    • F01P2025/60—Operating parameters
    • 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
    • F01P2025/00—Measuring
    • F01P2025/60—Operating parameters
    • F01P2025/66—Vehicle 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
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/06—Retarder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/161—Controlling of coolant flow the coolant being liquid by thermostatic control by bypassing pumps

Definitions

  • the invention relates to a drive unit, in particular for a motor vehicle with an internal combustion engine and a transmission, and a cooling circuit comprising a coolant for cooling the engine.
  • cooling circuits comprising a coolant, preferably water with the appropriate antifreeze additives, are generally used for cooling engines, in particular internal combustion engines.
  • a certain amount of coolant flows through the engine to be cooled per unit of time, absorbs the heat to be dissipated from the internal combustion engine and transports it to a cooler, for example a finned cooler, in which the absorbed and transported amount of heat is released to the environment.
  • the cooling capacity of such a system is essentially determined by the amount of coolant circulated.
  • the coolant is circulated by means of a coolant pump.
  • the flow rate of the coolant pump determines the coolant flow through the cooling circuit.
  • Internal combustion engine is that a high pump power is provided even in cases where it is not needed. For example, in summer and winter with such an arrangement, the same amount of coolant is always pumped through the cooling circuit, without taking into account the respective operating parameters (e.g. overrun and
  • Partial load operation This leads to unnecessary power consumption on the part of the engine, which leads to unnecessarily high fuel consumption in certain operating situations. This problem becomes particularly serious when a retarder is introduced into the cooling circuit, the working medium of which is also the cooling medium for the engine. Then, for safe heat dissipation, the delivery quantity of the coolant pump must be designed so that the heat can be dissipated even when the retarder is switched on. This requires pumps with very high performance.
  • the drive unit according to the invention comprises at least one speed-controlled coolant pump for conveying the coolant in the coolant circuit.
  • the Drive unit has means for determining the engine temperature and a control device.
  • the temperature can be recorded at sampling intervals ranging from several seconds to milliseconds.
  • a control device controls the speed-controlled pump in such a way that a fixed predetermined maximum temperature value for the motor is not exceeded.
  • this value can be specified as a function of the current engine power. In this way, it is possible to always run the cooling circuit close to the temperature limit of the engine, which is special is fuel-saving, since the performance of the coolant pump is then optimally adjusted.
  • the drive unit according to the invention further comprises a retarder, which retarder can either be operated with a separate working medium, and the coolant is used only for heat exchange or, in a further developed embodiment, the coolant is the working medium of the retarder itself .
  • the cooling circuit can be switched on and off, for example by means of a changeover valve which bypasses the coolant past the retarder when it is not working.
  • a particularly energy-saving embodiment provides that at least one further coolant pump is provided in addition to the speed-controlled coolant pump. This can either be engine speed dependent, vehicle speed dependent or retarder speed dependent.
  • the speed-controlled coolant pump can be designed in such a way that it provides the basic cooling load in the cooling circuit and the additional coolant pump is only switched on under special loads, for example when driving uphill.
  • Cooling circuits that include a retarder as particularly advantageous.
  • the speed-controlled coolant pump is designed in such a way that it provides sufficient cooling of the engine for every operating situation of the engine when the retarder is not in operation or is switched off.
  • the at least one further coolant pump is switched on when the retarder is operated, so that the heat additionally generated in the retarder can still be dissipated safely, ie with the aid of this further coolant pump in combination with the speed-controlled coolant pump sufficient cooling of the engine is guaranteed.
  • Capacity is measured so that it provides the basic power required for sufficient cooling of the engine in all operating states.
  • the speed-controlled coolant pump is then operated only when the retarder is switched on, in such a way that the maximum engine temperature mentioned above is not exceeded on the engine.
  • Coolant is usually water with the appropriate antifreeze.
  • the retarder can be both a primary retarder, that is to say a retarder, the speed of which is dependent on the engine speed, or else a secondary retarder, the speed of which is dependent on the driving speed.
  • the coolant also serves as the working medium of the retarder.
  • the invention is also intended to include the case that the coolant of the engine is not at the same time the working medium of the retarder, but is merely passed, for example, through a heat exchanger and from there the
  • the drive unit has, for example, a temperature sensor which is used to determine the engine temperature and is generally attached to the engine. This sensor delivers then a temperature signal to the control device, which controls the speed-controlled coolant pump in relation to its delivery rate.
  • the pump in the coolant circuit with a separate control, for example for commissioning and decommissioning.
  • Fig. 1 shows a drive unit according to the invention.
  • Fig. 2 shows a drive unit according to the invention with a further coolant pump representative of embodiments with several
  • Coolant pumps. 3 shows an alternative embodiment of the invention according to FIG. 2.
  • FIG. 1 shows a drive unit consisting of a motor 1 and a cooling circuit 3.
  • the cooling circuit 3 comprises a cooler 5, one
  • Coolant pump 7, which is designed as a speed-controlled coolant pump, and an expansion tank 9, which always ensures sufficient overpressure on the pump suction side. Furthermore, a changeover valve 11 and a retarder 13 are provided in the cooling circuit.
  • the invention is in no way limited to only those embodiments in which a retarder is arranged in the coolant circuit. The invention is also applicable if only engine cooling by means of a cooling circuit and a speed-controlled coolant pump is provided.
  • a bypass line 40 leads past the cooler and branches at point 42.
  • a changeover valve 44 is arranged, which is a 3/2-way valve can be designed.
  • the 3/2-way valve has the function of controlling the coolant flow in such a way that it can be led past the cooler either through the cooler or through the bypass line 40.
  • the 3/2-way valve controls the cooling flow partially or largely to the cooler 5.
  • the 3/2-way switch valve 44 controls the coolant via the bypass line to the engine 1 or to the pump 7.
  • the 3/2-way valve can be designed as an expansion control valve or as an electrical or pneumatic continuously regulating valve.
  • the cooler can be supported by a fan 15.
  • the motor 1 has a temperature sensor 20 as a means for determining the temperature.
  • a temperature sensor 20 as a means for determining the temperature.
  • several temperature sensors can also be positioned at different locations on the engine or in the coolant line, for example in the direction away from the engine.
  • a temperature signal which represents the current engine temperature, is fed to a control device 24 via the signal line 22.
  • Actual value which serves as a reference variable in the present control loop, to be averaged over a large number of temperature signals.
  • a maximum temperature value for the motor is stored in the control device 24 itself as a setpoint for the control circuit. It is possible that this maximum temperature setpoint is a single value for all operating states of the engine.
  • a value that follows the load state of the motor can have a direct effect on the pump speed control, ie the pump control is not solely dependent on the temperature setpoint.
  • the detection of the load state can be found in a torque sensor or the control unit for the motor.
  • Various control algorithms are now conceivable. So the speed-controlled coolant pump 7 with a certain constant speed are operated and the control only intervenes when the motor temperature exceeds the predetermined maximum temperature value. It is then readjusted, ie the delivery rate is increased.
  • the amount of coolant that is conveyed by the engine is always measured by means of the speed-controlled pump so that the engine is run at the maximum permissible coolant temperature, i. H.
  • the speed of the coolant pump is regulated by means of the control device 24 both in the event of deviations from higher and lower temperatures than the predetermined target temperature. In this way, it is ensured that the cooling circuit always circulates only the quantity that is required to reach the engine setpoint temperature.
  • the coolant pump 7 is speed-controlled, which means that its delivery rate is directly dependent on the speed at which it rotates.
  • the advantage of the design according to FIG. 2 can be seen in the fact that the speed-controlled pump 7, which is regulated by the control device 24 as a function of the engine temperature recorded via the sensor 20, can be designed to be very small in terms of its delivery rate, since a further one is present in the cooling circuit Pump 30 is provided, which in the present exemplary embodiment is operated as a function of vehicle speed and provides a basic delivery rate in the cooling circuit.
  • the pump 30 is dimensioned such that when the retarder is not operated, ie in the state in which the coolant is directed past the retarder through the bypass line 26, it is sufficient to provide the pumping power required for the engine cooling.
  • the control will respond and the control device will activate the speed-controlled pump 7, which will then be operated at precisely such a speed that an additional delivery quantity is made available in order to prevent an inadmissible heating of the motor.
  • the control device in turn operates as described in FIG. 1, ie in the event of deviations from a specified motor temperature setpoint, the speed of the pump 7 is set accordingly until this specified setpoint motor temperature is reached.
  • the control allows the coolant circuit to always run just so that the engine is close to the maximum permissible temperature. As already shown above, this results in considerable fuel savings.
  • the speed-controlled pump 7 is arranged behind the changeover valve 11 immediately before the retarder 13.
  • the basic load for the coolant delivery is now taken over by the speed-controlled pump 7. It is in turn controlled as a function of the engine temperature by means of the control device 24 in such a way that the speed-controlled pump is controlled as a function of the specified setpoint and the deviation of the actual value.
  • the speed-controlled pump can be designed to be very low in terms of its delivery rate, since it only has to remove the heat generated in the coolant circuit without the retarder being switched on. If the retarder is now switched on, the additional pump 30 is also switched on and the higher delivery rate required for cooling is thereby made available.
  • the additional amount of coolant that is used to reduce the heat load that arises from the activation of the retarder is then further increased
  • Coolant pump 30 promoted.
  • the control device can additionally be connected to the changeover valve 11 via a signal line 32 in order to receive a status signal, which provides information about whether the coolant is through the retarder or via the bypass is bypassed.
  • a status signal which provides information about whether the coolant is through the retarder or via the bypass is bypassed.
  • the control device 24 it is then possible, for example, to activate the control by means of the control device 24 only when a status signal is present on the signal line 32, which indicates that the coolant is passed through the retarder and serves there as the working medium.
  • the drive of the speed-controlled pumps 7 can be operated by means of an electric motor, which in turn is connected to the electrical circuit of the vehicle.
  • the control of the electric motors that are suitable for this purpose are known to the person skilled in the art from the prior art, see, for example, "Dubbel, Taschenbuch für den Maschinenbau, 18th edition, 1995, pages V18-V51".
  • a plurality of coolant pumps can be provided, one or more of which are speed-controlled coolant pumps.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Positive-Displacement Pumps (AREA)

Abstract

L'invention concerne une unité motrice présentant un moteur à combustion interne (1) et des moyens de transmission, ainsi qu'un circuit de refroidissement dudit moteur. L'invention est caractérisée en ce qu'au moins une pompe à réfrigérant à régulation de vitesse (7) est montée pour la circulation de l'agent réfrigérant dans le circuit de refroidissement.
PCT/EP1997/005544 1996-10-09 1997-10-08 Unite motrice a pompe hydraulique thermoregulee WO1998015725A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE59710060T DE59710060D1 (de) 1996-10-09 1997-10-08 Antriebseinheit mit thermisch geregelter wasserpumpe
EP97910425A EP0931209B1 (fr) 1996-10-09 1997-10-08 Unite motrice a pompe hydraulique thermoregulee

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19641559.4 1996-10-09
DE19641559A DE19641559A1 (de) 1996-10-09 1996-10-09 Antriebseinheit mit thermisch geregelter Wasserpumpe

Publications (1)

Publication Number Publication Date
WO1998015725A1 true WO1998015725A1 (fr) 1998-04-16

Family

ID=7808240

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP1997/005544 WO1998015725A1 (fr) 1996-10-09 1997-10-08 Unite motrice a pompe hydraulique thermoregulee

Country Status (3)

Country Link
EP (1) EP0931209B1 (fr)
DE (2) DE19641559A1 (fr)
WO (1) WO1998015725A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2000006873A1 (fr) * 1998-07-31 2000-02-10 Volvo Lastvagnar Ab Procede et dispositif permettant de purger l'air du systeme de refroidissement d'un moteur a combustion interne
WO2004026652A1 (fr) * 2002-09-13 2004-04-01 Voith Turbo Gmbh & Co. Kg Unite d'entrainement presentant un ralentisseur
DE102010009757A1 (de) 2010-03-01 2011-08-25 Voith Patent GmbH, 89522 Fahrzeugkühlkreislauf mit einem hydrodynamischen Retarder
CN103481871A (zh) * 2013-10-15 2014-01-01 江苏理工学院 车用冷却液介质式液力缓速装置

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19832626C1 (de) * 1998-07-21 2000-03-16 Daimler Chrysler Ag Regelung eines Kühlkreislaufes eines motorgetriebenen Fahrzeuges
DE19914440A1 (de) 1999-03-30 2000-10-05 Volkswagen Ag Vorrichtung zur temperaturabhängigen Verbindung von Bauteilen
DE19930356A1 (de) * 1999-07-01 2001-01-04 Zahnradfabrik Friedrichshafen Automatgetriebe
DE10062222A1 (de) * 2000-12-13 2002-06-20 Zahnradfabrik Friedrichshafen Verfahren zur Anforderung bremsleistungsunterstützender Systeme
FR2929330B1 (fr) * 2008-04-01 2010-04-09 Peugeot Citroen Automobiles Sa Circuit de refroidissement moteur.

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61265320A (ja) * 1985-05-20 1986-11-25 Honda Motor Co Ltd 車両用エンジン冷却装置
WO1989004419A1 (fr) * 1987-11-12 1989-05-18 Robert Bosch Gmbh Procede et dispositif de refroidissement de moteur
DE4102929A1 (de) * 1991-01-31 1992-08-06 Man Nutzfahrzeuge Ag Kraftfahrzeug mit einer einrichtung zur bremsenergierueckgewinnung
WO1995001500A1 (fr) * 1993-07-01 1995-01-12 Scania Cv Aktiebolag Systeme de refroidissement pour vehicule equipe d'un ralentisseur
DE9419818U1 (de) * 1994-02-09 1995-03-16 Lübeck, Tino, 44866 Bochum Regelbare elektrische Wasserpumpe zur Kühlung von Verbrennungskraftmaschinen
DE4447166A1 (de) * 1994-12-30 1995-06-08 Voith Turbo Kg Bremsanlage mit einem hydrodynamischen Retarder, insbesondere für ein Kraftfahrzeug
DE4446288A1 (de) * 1994-12-23 1995-06-29 Voith Turbo Kg Antriebseinheit mit einer Brennkraftmaschine und einem hydrodynamischen Retarder

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FR2384106A1 (fr) * 1977-03-16 1978-10-13 Sev Marchal Dispositif de refroidissement pour moteur a combustion interne
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DE3810174C2 (de) * 1988-03-25 1996-09-19 Hella Kg Hueck & Co Einrichtung zur Regelung der Kühlmitteltemperatur einer Brennkraftmaschine, insbesondere in Kraftfahrzeugen
JPH0417715A (ja) * 1990-05-07 1992-01-22 Nippondenso Co Ltd 内燃機関の冷却装置
DE4445024A1 (de) * 1994-12-16 1995-06-08 Voith Turbo Kg Antriebseinheit

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61265320A (ja) * 1985-05-20 1986-11-25 Honda Motor Co Ltd 車両用エンジン冷却装置
WO1989004419A1 (fr) * 1987-11-12 1989-05-18 Robert Bosch Gmbh Procede et dispositif de refroidissement de moteur
DE4102929A1 (de) * 1991-01-31 1992-08-06 Man Nutzfahrzeuge Ag Kraftfahrzeug mit einer einrichtung zur bremsenergierueckgewinnung
WO1995001500A1 (fr) * 1993-07-01 1995-01-12 Scania Cv Aktiebolag Systeme de refroidissement pour vehicule equipe d'un ralentisseur
DE9419818U1 (de) * 1994-02-09 1995-03-16 Lübeck, Tino, 44866 Bochum Regelbare elektrische Wasserpumpe zur Kühlung von Verbrennungskraftmaschinen
DE4446288A1 (de) * 1994-12-23 1995-06-29 Voith Turbo Kg Antriebseinheit mit einer Brennkraftmaschine und einem hydrodynamischen Retarder
DE4447166A1 (de) * 1994-12-30 1995-06-08 Voith Turbo Kg Bremsanlage mit einem hydrodynamischen Retarder, insbesondere für ein Kraftfahrzeug

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Title
BANZHAF M: "DER,,INTELLIGENTE KUEHLKREISLAUF": EIN NEUES KONZEPT FUER DIE MOTORKUEHLUNG", ATZ AUTOMOBILTECHNISCHE ZEITSCHRIFT, vol. 95, no. 9, 1 September 1993 (1993-09-01), pages 4 - 6, XP000390503 *
PATENT ABSTRACTS OF JAPAN vol. 011, no. 123 (M - 581) 17 April 1987 (1987-04-17) *

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2000006873A1 (fr) * 1998-07-31 2000-02-10 Volvo Lastvagnar Ab Procede et dispositif permettant de purger l'air du systeme de refroidissement d'un moteur a combustion interne
US6550431B1 (en) * 1998-07-31 2003-04-22 Volvo Lastvagnar Ab Method and a device for degassing a cooling system for an internal combustion engine
WO2004026652A1 (fr) * 2002-09-13 2004-04-01 Voith Turbo Gmbh & Co. Kg Unite d'entrainement presentant un ralentisseur
WO2004026651A1 (fr) * 2002-09-13 2004-04-01 Voith Turbo Gmbh & Co. Kg Unite d'entrainement presentant un ralentisseur
RU2314218C2 (ru) * 2002-09-13 2008-01-10 Фойт Турбо ГмбХ унд Ко.КГ Приводной узел с тормозом-замедлителем
RU2314946C2 (ru) * 2002-09-13 2008-01-20 Фойт Турбо ГмбХ унд Ко.КГ Приводной узел с тормозом-замедлителем
CN100411924C (zh) * 2002-09-13 2008-08-20 沃伊思特博两合公司 带有减速器的驱动装置
DE102010009757A1 (de) 2010-03-01 2011-08-25 Voith Patent GmbH, 89522 Fahrzeugkühlkreislauf mit einem hydrodynamischen Retarder
CN103481871A (zh) * 2013-10-15 2014-01-01 江苏理工学院 车用冷却液介质式液力缓速装置
CN103481871B (zh) * 2013-10-15 2015-07-22 江苏理工学院 车用冷却液介质式液力缓速装置

Also Published As

Publication number Publication date
DE19641559A1 (de) 1998-04-16
EP0931209B1 (fr) 2003-05-07
DE59710060D1 (de) 2003-06-12
EP0931209A1 (fr) 1999-07-28

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