EP1828560B1 - Wärmeenergieverwaltungssystem für einen fahrzeugmotor, das mit einem zeitverzögerungsschaltmittel versehen ist - Google Patents

Wärmeenergieverwaltungssystem für einen fahrzeugmotor, das mit einem zeitverzögerungsschaltmittel versehen ist Download PDF

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Publication number
EP1828560B1
EP1828560B1 EP04816481A EP04816481A EP1828560B1 EP 1828560 B1 EP1828560 B1 EP 1828560B1 EP 04816481 A EP04816481 A EP 04816481A EP 04816481 A EP04816481 A EP 04816481A EP 1828560 B1 EP1828560 B1 EP 1828560B1
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EP
European Patent Office
Prior art keywords
low
temperature
radiator
switching means
attributable
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EP04816481A
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English (en)
French (fr)
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EP1828560A1 (de
Inventor
Pascal Guerrero
Philippe Jouanny
Ngy Srun Ap
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Valeo Systemes Thermiques SAS
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Valeo Systemes Thermiques SAS
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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
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/18—Arrangements or mounting of liquid-to-air heat-exchangers
    • F01P2003/182—Arrangements or mounting of liquid-to-air heat-exchangers with multiple 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
    • F01P3/00—Liquid cooling
    • F01P3/18—Arrangements or mounting of liquid-to-air heat-exchangers
    • F01P2003/187—Arrangements or mounting of liquid-to-air heat-exchangers arranged 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
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P2007/146—Controlling of coolant flow the coolant being liquid using valves
    • 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
    • F01P2060/02—Intercooler
    • 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
    • F01P2060/14—Condenser

Definitions

  • the invention relates to a system for managing the thermal energy of a motor vehicle comprising two heat transfer fluid circuits.
  • It relates more particularly to a thermal energy management system developed by a motor vehicle engine, comprising a high temperature circuit integrating the vehicle engine and a cooling radiator, and a low temperature circuit incorporating a radiator. cooling at low temperature.
  • a thermal energy management system of this type comprises a single cooling radiator which can be split into two parts by switching means controlled by a control box.
  • the system may take a first configuration in which one part of the radiator is assigned to the high temperature circuit, while the other part is allocated to the low temperature circuit. Or, the entire radiator exchange surface may be allocated to the high temperature circuit or the low temperature circuit.
  • thermal energy management system In a thermal energy management system of this type, the transition from one configuration to another configuration takes place abruptly depending on whether certain values of a control parameter are exceeded or not. This results in thermal shocks especially when going from a configuration in which part or all of the cooling radiator contains water at a high temperature, between 85 ° C and 100 ° C because it is attached to the high temperature circuit, to a configuration in which this water is injected into the low temperature circuit whose temperature is lower, for example of the order of 40 ° C to 60 ° C.
  • the entire radiator exchange surface is allocated to one of the circuits, the other circuit has no cooling surface.
  • Such a configuration is not satisfactory from the point of view of the cooling requirements of the circuits at high and low temperature.
  • the invention relates to a thermal energy management system that overcomes these disadvantages.
  • the management system comprises an attributable cooling radiator, first switching means interposed between the high temperature circuit and the attributable radiator, second switching means interposed between the low temperature circuits and the assignable radiator for passing the system from a connected configuration, wherein the assignable radiator is connected to the low temperature circuit, to a disconnected configuration, wherein the assignable radiator is connected to the high temperature circuit and vice versa, the switching means being sequentially actuated after a delay when changing from the disconnected configuration to the connected configuration and / or the configuration connected to the disconnected configuration to minimize thermal shock.
  • the high temperature water of the high temperature circuit gradually passes into the circuit at low temperature during the transition from the disconnected configuration to the connected configuration and conversely the cold water of the circuit at low temperature gradually passes into the circuit.
  • high temperature circuit when switching from the connected configuration to the disconnected configuration.
  • each of the high and low temperature circuits retains a clean cooling capacity.
  • the management system comprises a high temperature fluid inlet pipe which brings the heat transfer fluid from the high temperature circuit to the attributable radiator and a high temperature fluid outlet pipe which brings it back from the radiator attributable to the high temperature circuit; a low temperature fluid inlet pipe which supplies the heat transfer fluid of the low temperature circuit to the attributable radiator and a low temperature fluid outlet line which returns it from the radiator attributable to the low temperature circuit; first and second switching means being interposed respectively on the high temperature fluid inlet pipe and the low temperature fluid inlet pipe.
  • the low temperature fluid outlet pipe is connected to the low temperature circuit upstream of a low temperature radiator portion, with third switching means mounted on the low temperature circuit between the low temperature circuit and the low temperature circuit. the low temperature fluid inlet line and the low temperature fluid outlet line.
  • the third switching means make it possible to place the attributable radiator in series with the cooling radiator at low temperature in the connected configuration of the system.
  • the attributable radiator and the low temperature cooling radiator could be connected in parallel. In this case, the presence of the third switching means would not be necessary.
  • the switching means are controlled by a control unit, at least one sensor providing at least one control parameter representative of the cooling requirements of the high temperature circuit and / or the low temperature circuit to the control unit.
  • the control parameter is advantageously chosen from the group comprising at least the heat transfer liquid temperature of the high temperature circuit at the engine output, an engine load parameter and a parameter making it possible to know the state of charge of the engine.
  • control unit uses a control flow chart which places the system in a configuration connected to the vehicle start, which reads the control parameter and compares it to a low threshold value, the system being maintained in configuration connected as long as the read value of the parameter is lower than the low threshold value.
  • the flow chart after comparing the control parameter with a low threshold value, compares this parameter with a high threshold value and places the system in disconnected configuration if the parameter value is greater than the high threshold value. .
  • the system remains in disconnected configuration as long as the parameter value remains above the high threshold value.
  • the provision of a high threshold and a low threshold makes it possible to avoid instability of the system by avoiding incessant transitions from one configuration to another as soon as a threshold value is crossed.
  • the flowchart immediately controls the switching of the first switching means when the comparison of the value of the control parameter at the low threshold determines that this parameter is lower than the low threshold value, then the switching of the second switching means with a first delay, and finally the switching of the third switching means with a second delay greater than the first timer.
  • the flowchart can immediately control the switching of the first, second and third switching means when the comparison of the value of the control parameter with the high threshold determines that this parameter is greater than the high threshold value.
  • the control flowchart immediately controls the switching of the third switching means when the comparison of the value of the control parameter with the high threshold determines that this parameter is greater than the high threshold value, then the switching of the second switching means. switching with a first time delay, and finally switching the first switching means with a second time delay greater than the first time delay.
  • the switching means are two-way solenoid valves.
  • other types of switching means thermostatic or pneumatic could be used.
  • the high temperature radiator and the attributable radiator are formed as a single exchanger divided into a high temperature cooling section and an attributable cooling section. This embodiment makes it possible to reduce the number of exchangers and consequently to increase the compactness of the system.
  • the low temperature circuit incorporates a water condenser forming part of a cooling circuit. air conditioning and / or a charge air cooler cooled with water.
  • the low temperature radiator can advantageously be divided into a first and a second cooling section.
  • the thermal energy management system developed by the engine 10 of a motor vehicle comprises a high temperature circuit designated by the reference 12 and a low temperature circuit designated by the reference 14. These two circuits form two loops connected between they are traversed by the same coolant, for example water with an antifreeze such as ethylene glycol.
  • the high temperature circuit 12 comprises a circulation pump 16, mechanical or electrical, to circulate the coolant.
  • the circuit may comprise a thermostat or a thermostatic valve (not shown) placed at the outlet of the motor for circulating the coolant, either in a bypass line (not shown) or in a high temperature heat exchanger 20 which constitutes the main radiator of the vehicle.
  • the high temperature circuit 12 may comprise other exchangers, for example an oil cooler, etc. However, since these elements are not relevant to the invention, they have not been represented.
  • the low temperature circuit 14 comprises a circulating pump 28, here electrical, and a low temperature heat exchanger designated by the general reference 30.
  • the heat exchanger 30 (radiator) comprises a first pass 30a and a second pass 30b.
  • the low temperature circuit 14 further comprises a condenser 32 forming part of an air conditioning circuit of the passenger compartment of the vehicle. Unlike conventional condensers, the condenser 32 is cooled by the heat transfer fluid of the circuit at low temperature. This is the reason why, in particular, it is necessary that the temperature of the fluid in the loop at low temperature is low, from 40 ° C to 60 ° C, to ensure good performance of the condenser 32.
  • the low temperature circuit 14 comprises a charge air cooler 34 cooled by the heat transfer fluid of the circuit at low temperature.
  • the system of the invention comprises an attributable cooling radiator 36 which can be attached, as will be explained in more detail later, either the high temperature circuit 12 or the low temperature circuit 14.
  • the radiator attributable 36 could, in an alternative embodiment, constitute an independent unit separate from the high temperature radiator 20 and the low temperature radiator 30.
  • the high temperature radiator 20 and the attributable radiator 36 constitute two independent sections of a single heat exchanger designated by the general reference 38.
  • the system comprises a high temperature fluid inlet pipe 40 which brings the heat transfer fluid from the high temperature circuit 12 to the attributable radiator 36 and a high temperature fluid outlet pipe 42 which returns it from the attributable radiator 36 to the circuit high temperature.
  • a low-temperature fluid inlet pipe 44 supplies the heat transfer fluid of the low temperature circuit 14 to the attributable radiator 36 and a fluid outlet pipe 44 returns the coolant to the low temperature circuit.
  • the pipes 40 and 44 terminate in a common section 48, and the pipes 42 and 46 start with a common section 50 before dividing.
  • First switching means 52 are mounted on the high temperature fluid inlet pipe 40 and second switching means 54 are mounted on the low temperature fluid inlet pipe 44.
  • third switching means 56 are mounted on the circuit at low temperature 14 between the starting point 58 of the pipe 44 and the arrival point 60 of the pipe 46.
  • the arrival point 60 is upstream of the radiator at low temperature 30 relative to the direction of fluid flow and, more particularly, upstream of the pass 30a.
  • the outlet pipe 46 could be connected to the low temperature circuit 14 at a point 62 downstream of the pass 30a.
  • the switching means 52, 54 and 56 can take different forms. In the example shown, they are constituted by two-way solenoid valves. These solenoid valves can operate in all or nothing or proportional mode.
  • the solenoid valves are controlled by a control unit 64 ( figure 3 ).
  • a sensor measures a representative parameter, for example, engine cooling requirements.
  • the sensor 66 takes the temperature of the coolant (brine) at the output of the engine 10. This parameter is the most relevant. However, other parameters can be envisaged, for example an engine load parameter or a parameter making it possible to know the state of charge of the motor, for example its output torque.
  • a calculation flowchart is implemented in the control unit 64 to control the opening or closing of each of the solenoid valves 52, 54 and 56.
  • the thermal energy management system of the invention has been shown in the so-called "connected" position.
  • the attributable radiator 36 is attached to the low temperature cooling circuit 14.
  • the solenoid valve 52 is closed, as is the solenoid valve 56, while the solenoid valve 54 is open.
  • the attributable radiator 36 is connected in series with the pass 30a and the pass 30b. If the outlet pipe 46, instead of being connected to the low temperature circuit at point 60 located upstream of the passage 30a was connected thereto downstream (point 62), the cooling radiator 36 and the passage 30a would be mounted in parallel and the solenoid valve 56 would not be necessary.
  • step 104 the temperature of the water (T water) is measured at the motor output via the sensor 66.
  • step 106 the temperature of the water at the motor outlet (Ts word) is compared with a low threshold Ts word 1, for example 85 ° C. If the comparison determines that the water temperature is below this low threshold value, a test at step 108 is performed to determine whether the system is in the connected configuration or not. If so, we return to step 102 by a branch 110. If not, the control unit 64 controls, in step 112, the transition from the disconnected configuration to the connected configuration.
  • Ts word a low threshold
  • the control unit 64 commands the closing of the solenoid valve 52.
  • the high temperature fluid can no longer enter the attributable cooling radiator 36.
  • the control unit 64 controls the opening of the solenoid valve 54.
  • a portion of the low temperature fluid of the low temperature circuit 14 can be diverted to the radiator 36, the other part of the low temperature fluid continuing to flow through the solenoid valve 56 still open.
  • the radiator 36 progressively empties from the high temperature fluid which is replaced little by little by low temperature fluid. Since this process is progressive, the thermal shocks are avoided contrary to what would happen if we simultaneously control the switching of the three solenoid valves.
  • control unit 64 closes the solenoid valve 56, which forces the circulation of all the fluid at low temperature to pass through the attributable radiator 36 prior to its passage through the pass 30a of the radiator 30.
  • the system will remain permanently in the connected configuration as long as the water temperature at the motor output remains below the low threshold value.
  • step 114 If the temperature of the engine outlet water (Ts word) rises above the low threshold temperature, a second test is carried out in step 114 by comparing this temperature with a high threshold value Ts 2, for example 105 ° C. If the comparison determines that the water temperature at the motor output, while higher than the low threshold value, remains lower than the high threshold value, the system configuration is not changed.
  • Ts a high threshold value
  • the control unit 64 controls the passage of the system from the connected configuration. to the disconnected configuration. For this purpose, the unit 64 controls the opening of the solenoid valve 52, the closure of the solenoid valve 54 and the opening of the solenoid valve 56.
  • control unit controls the solenoid valves in an inverse order to that defined in step 112.
  • the solenoid valve 56 is first opened then the solenoid valve 54 is closed and finally the solenoid valve 52 is opened. With this done, the system is in the disconnected configuration as shown in step 118.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)

Claims (14)

  1. System für das Management von Wärmeenergie, die durch eine Kraftfahrzeug-Brennkraftmaschine (10) entwickelt wird, mit einem Hochtemperaturkreis (12), der die Maschine des Fahrzeugs und einen Hochtemperaturkühler (20) enthält, sowie mit einem Niedertemperaturkreis (14), der einen Niedertemparaturkühler (30, 30a, 30b) enthält, wobei der Hochtemperaturkreis und der Niedertemperaturkreis von demselben Wärmeübertragungsfluid durchströmt werden, und mit einem zuschaltbaren Kühler (36), ersten Schaltmitteln (52), die zwischen den Hochtemperaturkreis (12) und den zuschaltbaren Kühler (36) eingefügt sind, und zweiten Schaltmitteln (54, 56), die zwischen den Niedertemperaturkreis (14) und den zuschaltbaren Kühler (36) eingefügt sind, um das System von einer verbundenen Konfiguration, in der der zuschaltbare Kühler mit dem Niedertemperaturkreis verbunden ist, in eine nicht verbundene Konfiguration, in der der zuschaltbare Kühler mit dem Hochtemperaturkreis verbunden ist, zu überführen und umgekehrt, dadurch gekennzeichnet, dass die Umschaltmittel (52, 54, 56) nach einer Verzögerung (t1, t2) beim Übergang von der nicht verbundenen Konfiguration in die verbundene Konfiguration und/oder beim Übergang von der verbundenen Konfiguration in die nicht verbundene Konfiguration nacheinander betätigt werden, um thermische Stöße minimal zu machen.
  2. Managementsystem nach Anspruch 1, dadurch gekennzeichnet, dass es eine Eingangsleitung (40) für Hochtemperaturfluid, die das Wärmeübertragungsfluid des Hochtemperaturkreises (12) dem zuschaltbaren Kühler (36) zuführt, und eine Ausgangsleitung (42) für das Hochtemperaturfluid, die es von dem zuschaltbaren Kühler (36) wieder dem Hochtemperaturkreis (12) zuführt; eine Eingangsleitung (44) für Niedertemperaturfluid, die das Wärmeübertragungsfluid von dem Niedertemperaturkreis (14) dem zuschaltbaren Kühler (36) zuführt, und eine Ausgangsleitung (46) für das Niedertemperaturfluid, die es von dem zuschaltbaren Kühler (36) wieder dem Niedertemperaturkreis (14) zuführt, enthält; wobei erste und zweite Schaltmittel (52, 54) in die Eingangsleitung (40) für Hochtemperaturfluid bzw. in die Eingangsleitung (44) für Niedertemperaturfluid eingefügt sind.
  3. Managementsystem nach Anspruch 2, dadurch gekennzeichnet, dass die Ausgangsleitung (46) für Niedertemperaturfluid mit dem Niedertemperaturkreis (14) stromaufseitig von einem Teil (30a) des Niedertemperaturkühlers (30) verbunden ist und dass dritte Schaltmittel (56) in den Niedertemperaturkreis zwischen dem Austrittspunkt (58) der Eingangsleitung für Niedertemperaturfluid und dem Eintrittspunkt (60) der Ausgangsleitung für Niedertemperaturfluid angebracht sind.
  4. Managementsystem nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass die Schaltmittel durch eine Steuereinheit (64) gesteuert werden, wobei wenigstens ein Sensor (66) wenigstens einen Steuerparameter, der den Kühlungsbedarf des Hochtemperaturkreises und/oder des Niedertemperaturkreises repräsentiert, an die Steuereinheit (64) liefert.
  5. Managementsystem nach Anspruch 4, dadurch gekennzeichnet, dass der Steuerparameter aus der Gruppe gewählt ist, die wenigstens die Temperatur der Wärmeübertragungsflüssigkeit am Ausgang der Maschine (10) und einen Lastparameter der Maschine oder einen Parameter, der die Kenntnis des Lastzustands der Maschine ermöglicht, enthält.
  6. Managementsystem nach Anspruch 4 oder 5, dadurch gekennzeichnet, dass die Steuereinheit (64) einen Streuerablaufplan verwendet, der das System beim Anlassen des Fahrzeugs in die verbundene Konfiguration versetzt, den Steuerparameter liest und ihn mit einem unteren Schwellenwert vergleicht, wobei das System in der verbundenen Konfiguration gehalten wird, solange der gelesene Wert des Parameters kleiner ist als der untere Schwellenwert.
  7. Managementsystem nach Anspruch 6, dadurch gekennzeichnet, dass der Ablaufplan, nachdem er den Steuerparameter mit einem unteren Schwellenwert verglichen hat, diesen Parameter mit einem oberen Schwellenwert vergleicht und das System in die nicht verbundene Konfiguration versetzt, falls der gelesene Wert des Parameters größer als der obere Schwellenwert ist.
  8. Managementsystem nach einem der Ansprüche 6 bis 7, dadurch gekennzeichnet, dass der Ablaufplan sofort das Schalten der ersten Schaltmittel (52), wenn der Vergleich des Wertes des Steuerparameters mit dem unteren Schwellenwert ergibt, dass der Parameter kleiner als der untere Schwellenwert ist, dann das Schalten der zweiten Schaltmittel (54) mit einer ersten Verzögerung (t1) und schließlich das Schalten der dritten Schaltmittel (56) mit einer zweiten Verzögerung (t2), die größer als die erste Verzögerung (t1) ist, befiehlt.
  9. Managementsystem nach einem der Ansprüche 6 bis 8, dadurch gekennzeichnet, dass der Ablaufplan sofort das
    Schalten der ersten, der zweiten und der dritten Schaltmittel steuert, wenn der Vergleich des Wertes des Steuerparameters mit dem oberen Schwellenwert ergibt, dass dieser Parameter größer als der obere Schwellenwert ist.
  10. Managementsystem nach einem der Ansprüche 6 bis 8, dadurch gekenntzeichnet, dass der Ablaufplan sofort das Schalten der dritten Schaltmittel (56), wenn der Vergleich des Wertes des Steuerparameters mit dem oberen Schwellenwert ergibt, dass dieser Parameter größer als der obere Schwellenwert ist, dann das Schalten der zweiten Schaltmittel (54) mit einer ersten Verzögerung (t1) und schließlich das Schalten der ersten Schaltmittel (52) mit einer zweiten Verzögerung (t2), die größer als die erste Verzögerung (t1) ist, befiehlt.
  11. Managementsystem nach einem der Ansprüche 1 bis 10, dadurch gekennzeichnet, dass die Schaltmittel Zweiwege-Elektroventile sind.
  12. Managementsystem nach einem der Ansprüche 1 bis 11, dadurch gekennzeichnet, dass der Hochtemperaturkühler (20) und der zuschaltbare Kühler (36) in Form eines einzigen Tauschers (38) verwirklicht sind, der in einen Hochtemperatur-Kühlungsabschnitt und einen zuschaltbaren Kühlungsabschnitt unterteilt ist.
  13. Managementsystem nach einem der Ansprüche 1 bis 12, dadurch gekennzeichnet, dass der Niedertempetaturkreis (14) einen Wasserkondensator (32), der einen Teil eines Klimatisierungskreises bildet, und/oder einen aufgeladenen Luftkühler (34) mit Wasserkühlung enthält.
  14. Managementsystem nach einem der Ansprüche 1 bis 13, dadurch gekennzeichnet, dass der Niedertemperaturkühler (30) in einen ersten und in einem zweiten Kühlungsdurchlass (30a, 30b) unterteilt ist.
EP04816481A 2004-12-23 2004-12-23 Wärmeenergieverwaltungssystem für einen fahrzeugmotor, das mit einem zeitverzögerungsschaltmittel versehen ist Active EP1828560B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/FR2004/003360 WO2006070080A1 (fr) 2004-12-23 2004-12-23 Systeme de gestion de l'energie thermique d'un moteur thermique de vehicule comportant des moyens de commutation temporisee

Publications (2)

Publication Number Publication Date
EP1828560A1 EP1828560A1 (de) 2007-09-05
EP1828560B1 true EP1828560B1 (de) 2011-05-25

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Country Status (4)

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EP (1) EP1828560B1 (de)
JP (1) JP4503652B2 (de)
AT (1) ATE511002T1 (de)
WO (1) WO2006070080A1 (de)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010039810A1 (de) * 2010-08-26 2012-03-01 Behr Gmbh & Co. Kg Kühlsystem und Kühlverfahren für ein Fahrzeug
DE102012223069A1 (de) * 2012-12-13 2014-06-18 Bayerische Motoren Werke Aktiengesellschaft Kühlmittelkreislauf für eine Brennkraftmaschine
KR102152617B1 (ko) * 2014-05-12 2020-09-07 현대자동차 주식회사 자동차의 냉각 장치
KR102152616B1 (ko) * 2014-05-12 2020-09-07 현대자동차 주식회사 자동차의 냉각 장치
KR101575254B1 (ko) * 2014-05-20 2015-12-07 현대자동차 주식회사 차량 엔진 냉각 시스템
CN107208528B (zh) * 2015-02-06 2019-01-29 本田技研工业株式会社 内燃机的冷却控制装置
KR102274020B1 (ko) * 2017-03-13 2021-07-06 현대자동차 주식회사 냉각수 유량 제어 시스템

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JPS6392016U (de) * 1986-12-08 1988-06-14
DE9013459U1 (de) * 1990-09-25 1992-01-30 Robert Bosch Gmbh, 7000 Stuttgart Kühlsystem für Brennkraftmaschinen
JP3422036B2 (ja) * 1992-07-13 2003-06-30 株式会社デンソー 車両用冷却装置
FR2832187B1 (fr) * 2001-11-13 2005-08-05 Valeo Thermique Moteur Sa Systeme de gestion de l'energie thermique developpee par un moteur thermique de vehicule automobile

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EP1828560A1 (de) 2007-09-05
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JP4503652B2 (ja) 2010-07-14
ATE511002T1 (de) 2011-06-15

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