EP1835142B1 - Valve assembly, in particular for adjusting the flow of a heating/cooling agent in a motor vehicle - Google Patents

Valve assembly, in particular for adjusting the flow of a heating/cooling agent in a motor vehicle Download PDF

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Publication number
EP1835142B1
EP1835142B1 EP07004175A EP07004175A EP1835142B1 EP 1835142 B1 EP1835142 B1 EP 1835142B1 EP 07004175 A EP07004175 A EP 07004175A EP 07004175 A EP07004175 A EP 07004175A EP 1835142 B1 EP1835142 B1 EP 1835142B1
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EP
European Patent Office
Prior art keywords
valve member
line
valve
connecting position
arrangement
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
EP07004175A
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German (de)
French (fr)
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EP1835142A2 (en
EP1835142A3 (en
Inventor
Michael Humburg
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.)
Eberspaecher Climate Control Systems GmbH and Co KG
Original Assignee
J Eberspaecher GmbH and Co KG
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Priority to PL07004175T priority Critical patent/PL1835142T3/en
Publication of EP1835142A2 publication Critical patent/EP1835142A2/en
Publication of EP1835142A3 publication Critical patent/EP1835142A3/en
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Publication of EP1835142B1 publication Critical patent/EP1835142B1/en
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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
    • 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
    • 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
    • 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
    • F01P2050/00—Applications
    • F01P2050/22—Motor-cars
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/08—Cabin heater

Definitions

  • the present invention relates to a valve arrangement, in particular for adjusting a heating medium / coolant flow in a motor vehicle, comprising a first valve member, which is adjustable in response to a prevailing between a first line and a second line pressure difference between a first connection position and a second connection position , As well as a second valve member which varies depending on the temperature flow through the first valve member, wherein when positioning the first valve member in the second connection position, a flow connection between the first conduit and a third conduit is substantially released and when positioning the first valve member in the first connection position the Flow connection between the first line and the third line is temperature-dependent changed by the second valve member, according to the preamble of claim 1.
  • FIG. 1 schematically shows the structure of this known valve assembly or its integration into the heating / cooling system of a vehicle.
  • the generally designated 10 valve arrangement is about three in the Fig. 1 only schematically indicated lines 12, 14, 16 in connection with the overall system 18.
  • the first line 12 establishes a connection between the valve assembly 10 and the coolant jacket of an internal combustion engine 20.
  • the second line 14 establishes a connection between the valve arrangement 10 and a heat exchanger 22, in which heat can be transmitted to the air to be introduced into the vehicle interior.
  • the valve assembly 10 is in communication with the heat exchanger portion 24 of a fuel heater to be operated vehicle heater 26.
  • this heat exchanger assembly 24 performs another Line 28 away, in the direction of the heat exchanger 22 leading to the second line 14.
  • From the heat exchanger 22 performs a line 30 away.
  • this line 30 branches into a line 34 which leads via a check valve 36 and a line 37 to the third line 16 and thus also to the heat exchanger portion 24 of the vehicle heater 26, and in a line 38, which leads to the drive unit or the internal combustion engine 20 and the coolant jacket thereof leads.
  • the feed pump 40 is associated with the vehicle heater 26 and conveys the incoming fluid from the lines 16 and 37 via the line 28 and the line 14 to the heat exchanger 22.
  • the feed pump 42 is associated with the coolant jacket of the internal combustion engine 20 and promotes that via the line 30 and the line 38 incoming fluid into the conduit 12 and thus to the valve assembly 10th
  • the valve assembly 10 shown only schematically includes slidably received in a valve housing 44, a first valve member 46. This can be between the in the Fig. 1 with solid line shown first connection position and in Fig. 1 moved with dashed line shown second connection position. This shift takes place under the pressures prevailing at the two end regions of the valve housing 44, ie primarily in the lines 12 and 14, or the pressure difference that arises. If the pressure P1 in the second line 14 is higher than the pressure P2 in the first line 12, then the first valve member 46 moves into the first connecting position shown by a solid line or remains in this connecting position. If the pressure P2 in the first line 12 is higher than the pressure P1 in the second line 14, the first valve member 46 moves in the second connecting position drawn with dashed lines.
  • a second valve member 48 is further included in the first valve member 46. This can move in the first valve member 46, between the in Fig. 1 shown by a solid line first bridging position and in Fig. 1 dashed line shown second bridging position.
  • the displacement of the second valve member 48 in the first valve member 46 between its two bridging positions is temperature-dependent. This is one in the Fig. 1 not shown thermally active actuator, such as a built-up of shape memory material element, present at a certain switching temperature increasing temperature in the region of the first valve member 46 and the second valve member 48 of this second valve member 48 against the biasing force of a return spring of the solid line first bridging position moves in the shown in dashed line second bridging position. If the temperature drops below the switching temperature again, the second valve member 48 moves back into the first bridging position.
  • this system 18 is as follows: If at a first start or cold start first the feed pump 40 is put into operation and also the vehicle heater 26 is activated, then the fluid which absorbs heat in the heat exchanger area 24 is transferred by the conveying action of the feed pump 40 the line 28 delivered. It also passes via the line 14 into the interior of the valve housing 44, so that there on the one hand, a certain pressure P1 is generated, which acts on the first valve member 46 in the direction of its first connection position. On the other hand, the above-mentioned thermally active actuating element, which is responsible for the movement of the second valve member 48, comes into contact with this increasingly warming fluid.
  • the temperature is not sufficiently high, that is still below the switching temperature, so that the second valve member 48 is in its first bridging position.
  • the funded by the feed pump 40 fluid flows through the heat exchanger 22 and passes through the line 30, the line 34, the check valve 36 and the line 37 back to the feed pump 40 and the heat exchanger area 24. Since in this phase of operation, the feed pump 42 is not operated and thus the pressure P2 generated in the line 12 is below the pressure P1, the first valve member 46 assumes the already mentioned first connection position. In this first connection position, the connection between the first line 12 and the third line 16 is blocked due to the fact that the second valve element 48 is also in its first bridging position shown by a solid line, whereby possibly a certain leakage flow may be present.
  • the fluid which is increasingly heated in the heater 26, flows primarily only via the heat exchanger 22 and thus contributes to heating the air to be conducted into the vehicle interior and thus preheating the vehicle interior.
  • the fluid After a certain period of time, the fluid reaches a sufficiently high temperature and has sufficiently heated the area of the first valve member or the thermally active element present there, so that the second valve member 48 moves into its position in FIG Fig. 1 will move with a dashed line shown second bridging position.
  • the first valve member 46 remains due to the initially still unchanged pressure conditions in its first connection position.
  • the flow connection between the first line 12 and the third line 16 is then basically released, so that when the feed pump 42 is still not activated, the coolant jacket of the internal combustion engine 20 is released for flow through.
  • a flow connection between the two lines 12 and 14 possibly interrupted except for a leakage flow explained below.
  • the still circulating fluid so for example water or other liquid coolant, enter from the line 12 into the valve housing 44 and there will branch into a partial flow, via the line 16 and the deactivated feed pump 40 to the second line 14th enters, as well as in a partial flow, which passes through the addressed leakage path through the first valve member 46 directly to the second line 14.
  • FIGS. 7 to 13 shows the DE 103 59 293 A1 in FIGS. 7 to 13 an embodiment in which a pressure-dependent switching third valve member is provided in the interior of the second valve member. If the first valve member in its second connection position, in which in principle therefore a flow connection between the first line and the second line should be present, the third valve member releases the second valve member and thus also the first valve member for flow, so that regardless of the temperature There is an adjusting positioning of the second valve member in the first valve member a through the first valve member or the second valve member and passing the first and the second line connecting flow path.
  • a valve arrangement in particular for adjusting a heating medium / coolant flow in a motor vehicle, comprising a first valve member which, depending on a second valve member, the temperature dependent on the flowability of the first valve member changes, wherein positioning of the first valve member in the second connection position, a flow connection between the the first line and a third line is substantially released and when positioning the first valve member in the first connection position, the flow connection between the first line and the third line is temperature-dependent changed by the second valve member; further comprising a bypass flow path which, when the first valve member is positioned in the second connection position, provides a temperature-independent flow connection between the first line and the second line.
  • valve arrangement according to the invention, it is therefore ensured that even when the first valve member is in its second connecting position, a leakage flow is made possible, specifically independently of the prevailing temperatures.
  • This is with incorporation of such a valve assembly into a system as previously described with reference to FIGS Fig. 1 has been described, of particular importance, since in the phase in which only the internal combustion engine associated feed pump is operated, a flow path can be provided with a relatively small throttling effect.
  • valve arrangement further comprises a valve housing displaceably receiving the first valve member between the first connection position and the second connection position, wherein the bypass flow path on the valve housing comprises a channel arrangement which leads past the first valve member when positioned in the second connection position.
  • valve housing has a first housing member receiving the first valve member in positioning in the first connection position, the inner dimension substantially corresponds to the outer dimension of the first valve member, and receiving the first valve member when positioned in the second connection position second housing portion, which has a larger inner dimension than the outer dimension of the first valve member to provide the channel arrangement.
  • a guide arrangement for guiding the first valve member into and out of the second connection position is provided in the second housing section.
  • the guide arrangement comprises a plurality of guide projections provided on the second housing section.
  • the channel arrangement can then be formed between these guide projections.
  • a biasing arrangement is provided for biasing the first valve member in the first connection position.
  • the present invention further relates to a vehicle heating system comprising a valve arrangement according to the invention, wherein the first line establishes a connection between the coolant jacket of a drive unit and a valve housing of the valve arrangement, the second line establishes a connection between the valve housing and a coolant heat exchanger and the third line connects between the valve housing and a heat exchanger area of a vehicle heater manufactures.
  • Fig. 2 recognizes the essential for the explanation of the present invention system areas of in Fig. 1 generally designated 18 heating system, namely the valve assembly 10, the heat exchanger portion 24 of the heater 26 and the feed pump 40.
  • the others, in Fig. 2 not shown system areas, can be constructed or cooperate with each other, as in Fig. 1 represented and with reference to the Fig. 1 already generally described.
  • the valve housing 44 which, as explained below, here two housing sections 50, 52 has. Both housing sections 50, 52 are substantially tube-like, but have the difference that they provide different internal dimensions.
  • the first valve member 46 is positioned when it is in its first connection position, this first connection position is substantially predetermined by an annular housing portion 54 provided in the housing portion 50.
  • a biasing spring 56 presses the first valve member 56 into abutment therewith Investment area 54.
  • the first valve member 46 is substantially formed as a hollow body and has on its first line 12 facing the end face an opening 58. This is basically closed by the second valve member 48.
  • a provided in the first valve member 48 biasing spring 60 which is supported on a support member 62 also provided in the first valve member 46, presses the second valve member in its first bridging position, that is the position in which the opening 58 is closed.
  • the support element 62 Since the support element 62 is open, the fluid flowing in through the line 28 or the line region 14 provided here for example as part of the second housing section 52 and heated in the heat exchanger region 24 can enter the interior of the first valve element 46 and thus into heat transfer contact with a helical spring-like manner trained temperature-sensitive actuator 64 come. This has due to its shape memory property on a certain switching temperature, the exceeding of which has the consequence that it expands to move the second valve member 48 against the biasing action of the spring 56 in its second bridging position. In this second bridging position, the opening 58 is then released so that through the interior of the first valve member 46 and through one or more provided in the first valve member 46 openings 66 then the fluid from the first conduit 12 into the third conduit 16 and thus to the feed pump 40 can flow.
  • the second valve member 48 Since in the second bridging position, the second valve member 48 is axially supported on the support member 62, but no tight completion of the openings provided in the support member 62 is generated, also in this phase, a flow possibility for the supplied via the line 28 fluid is still present. Also, the fluid flowing in via the first conduit 12 can flow through the interior of the first valve member 46 into the conduit 14, which upon activation of the in Fig. 1 recognizable feed pump 42 due to the fact that the pressure P2 will exceed the pressure P1, will also be the case.
  • This bypass flow path establishes a connection between the first line 12 and the second line 14 or the line 28.
  • This connection via the bypass flow path 68 or the channel arrangement 70 is always given when positioning the first valve member 46 in its second connecting position, regardless of whether the second valve member 48 is in its first bridging position, as in FIG Fig. 3 is shown, or in its second bridging position, so through the interior of the first Ventilorgangs 46 through an additional flow path is created.
  • valve arrangement 44 with the bypass flow path 68 has the result that when the feed pump 42 is in operation and the pressure P2 exceeds the pressure P1, a significantly larger proportion of the pumped fluid via the second line 14 to the heat exchanger 22 passes and not via the feed pump 40 and the heat exchanger region 24th flows into the conduit 28. This is especially advantageous in those operating phases in which the setpoint operating temperature is reached and the feed pump 40 is no longer operated.
  • additional flow path namely on the channel assembly 70, created so that a much more efficient flow through the entire system is obtained.
  • This bypass flow path 68 may, as in the Fig. 2 and 3 recognizable, be provided by the fact that the valve housing 44 is formed widening. While the first housing portion 50 is dimensioned so that it can absorb and guide the first valve member 46, but with the least possible loss of leakage, the second housing portion 52 adjoining, for example, in a stepped expansion area is larger, so that the bypass flow path 68 at the outside of the first valve member 46 passes. Nevertheless, in order to be able to move the first valve member 46 back and forth between its two connecting positions without the risk of jamming, a guide arrangement in the form of a plurality of rib-like projections 72 is provided in the second housing section 52.
  • These rib-like projections 72 extend approximately in the longitudinal direction, ie also displacement direction of the first valve member 46 and form with their inwardly directed surface regions a guide structure which connects substantially flush and steplessly to the inner surface in the first housing portion 50.
  • a guide structure which connects substantially flush and steplessly to the inner surface in the first housing portion 50.
  • four such rib-like projections that not only ensure the defined guidance of the first valve member 46, but also define channels of the channel arrangement 70 between them.
  • a further support member 74 may be held between these projections 72, which provides an abutment for the biasing spring 56.
  • valve assembly 10 is basically superfluous, but because of the not very significant additional production costs whose presence can be accepted, especially because it provides the opportunity, subsequently by appropriate switching the line connections also to ensure the more extensive functionality.

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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)
  • Multiple-Way Valves (AREA)
  • Sliding Valves (AREA)
  • Motor Or Generator Cooling System (AREA)

Description

Die vorliegende Erfindung betrifft eine Ventilanordnung, insbesondere zur Einstellung einer Heizmittel/Kühlmittel-Strömung in einem Kraftfahrzeug, umfassend ein erstes Ventilorgan, das in Abhängigkeit von einer zwischen einer ersten Leitung und einer zweiten Leitung vorherrschenden Druckdifferenz zwischen einer ersten Verbindungsstellung und einer zweiten Verbindungsstellung verstellbar ist, sowie ein zweites Ventilorgan, das temperaturabhängig die Durchströmbarkeit des ersten Ventilorgans verändert, wobei bei Positionierung des ersten Ventilorgans in der zweiten Verbindungsstellung eine Strömungsverbindung zwischen der ersten Leitung und einer dritten Leitung im Wesentlichen freigegeben ist und bei Positionierung des ersten Ventilorgans in der ersten Verbindungsstellung die Strömungsverbindung zwischen der ersten Leitung und der dritten Leitung temperaturabhängig vom zweiten Ventilorgan veränderbar ist, gemäß dem Oberbegriff des Anspruchs 1.The present invention relates to a valve arrangement, in particular for adjusting a heating medium / coolant flow in a motor vehicle, comprising a first valve member, which is adjustable in response to a prevailing between a first line and a second line pressure difference between a first connection position and a second connection position , As well as a second valve member which varies depending on the temperature flow through the first valve member, wherein when positioning the first valve member in the second connection position, a flow connection between the first conduit and a third conduit is substantially released and when positioning the first valve member in the first connection position the Flow connection between the first line and the third line is temperature-dependent changed by the second valve member, according to the preamble of claim 1.

Eine derartige Ventilanordnung ist aus der DE 103 59 293 A1 bekannt. Die Fig. 1 zeigt schematisch den Aufbau dieser bekannten Ventilanordnung bzw. deren Integration in das Heiz/Kühl-System eines Fahrzeugs. Die allgemein mit 10 bezeichnete Ventilanordnung steht über drei in der Fig. 1 nur schematisch angedeutete Leitungen 12, 14, 16 in Verbindung mit dem Gesamtsystem 18. Die erste Leitung 12 stellt eine Verbindung zwischen der Ventilanordnung 10 und dem Kühlmittelmantel einer Brennkraftmaschine 20 her. Die zweite Leitung 14 stellt eine Verbindung zwischen der Ventilanordnung 10 und einem Wärmetauscher 22 her, in welchem Wärme auf die in den Fahrzeuginnenraum einzuleitende Luft übertragen werden kann. Über die dritte Leitung 16 steht die Ventilanordnung 10 in Verbindung mit dem Wärmetauscherbereich 24 eines mit Brennstoff zu betreibenden Fahrzeugheizgerätes 26. Von dieser Wärmetauscheranordnung 24 führt eine weitere Leitung 28 weg, und zwar in Richtung zu der zum Wärmetauscher 22 führenden zweiten Leitung 14. Vom Wärmetauscher 22 führt eine Leitung 30 weg. An einer Aufzweigung 32 zweigt diese Leitung 30 in eine Leitung 34 auf, die über ein Rückschlagventil 36 und eine Leitung 37 zur dritten Leitung 16 und somit auch zum Wärmetauscherbereich 24 des Fahrzeugheizgerätes 26 führt, sowie in eine Leitung 38, die zu dem Antriebsaggregat bzw. der Brennkraftmaschine 20 bzw. dem Kühlmittelmantel derselben führt.Such a valve arrangement is known from DE 103 59 293 A1 known. The Fig. 1 schematically shows the structure of this known valve assembly or its integration into the heating / cooling system of a vehicle. The generally designated 10 valve arrangement is about three in the Fig. 1 only schematically indicated lines 12, 14, 16 in connection with the overall system 18. The first line 12 establishes a connection between the valve assembly 10 and the coolant jacket of an internal combustion engine 20. The second line 14 establishes a connection between the valve arrangement 10 and a heat exchanger 22, in which heat can be transmitted to the air to be introduced into the vehicle interior. Via the third line 16, the valve assembly 10 is in communication with the heat exchanger portion 24 of a fuel heater to be operated vehicle heater 26. From this heat exchanger assembly 24 performs another Line 28 away, in the direction of the heat exchanger 22 leading to the second line 14. From the heat exchanger 22 performs a line 30 away. At a junction 32, this line 30 branches into a line 34 which leads via a check valve 36 and a line 37 to the third line 16 and thus also to the heat exchanger portion 24 of the vehicle heater 26, and in a line 38, which leads to the drive unit or the internal combustion engine 20 and the coolant jacket thereof leads.

Um die Fluidströmung zu erzeugen bzw. aufrecht zu erhalten, sind zwei Förderpumpen 40, 42 vorgesehen. Die Förderpumpe 40 ist dem Fahrzeugheizgerät 26 zugeordnet und fördert das von den Leitungen 16 bzw. 37 heranströmende Fluid über die Leitung 28 und die Leitung 14 zum Wärmetauscher 22. Die Förderpumpe 42 ist dem Kühlmittelmantel der Brennkraftmaschine 20 zugeordnet und fördert das über die Leitung 30 und die Leitung 38 heranströmende Fluid in die Leitung 12 und somit zu der Ventilanordnung 10.In order to create or maintain the fluid flow, two feed pumps 40, 42 are provided. The feed pump 40 is associated with the vehicle heater 26 and conveys the incoming fluid from the lines 16 and 37 via the line 28 and the line 14 to the heat exchanger 22. The feed pump 42 is associated with the coolant jacket of the internal combustion engine 20 and promotes that via the line 30 and the line 38 incoming fluid into the conduit 12 and thus to the valve assembly 10th

Die nur schematisch dargestellte Ventilanordnung 10 umfasst in einem Ventilgehäuse 44 verschiebbar aufgenommen ein erstes Ventilorgan 46. Dieses kann zwischen der in der Fig. 1 mit durchgezogener Linie dargestellten ersten Verbindungsstellung und der in Fig. 1 mit Strichlinie dargestellten zweiten Verbindungsstellung verschoben werden. Diese Verschiebung erfolgt unter den an den beiden Endbereichen des Ventilgehäuses 44, also primär in den Leitungen 12 und 14, vorherrschenden Drücken bzw. der sich einstellenden Druckdifferenz. Ist der Druck P1 in der zweiten Leitung 14 höher, als der Druck P2 in der ersten Leitung 12, so bewegt sich das erste Ventilorgan 46 in die mit durchgezogener Linie dargestellte erste Verbindungsstellung bzw. verharrt in dieser Verbindungsstellung. Ist der Druck P2 in der ersten Leitung 12 höher als der Druck P1 in der zweiten Leitung 14, bewegt sich das erste Ventilorgan 46 in die mit Strichlinie eingezeichnete zweite Verbindungsstellung.The valve assembly 10 shown only schematically includes slidably received in a valve housing 44, a first valve member 46. This can be between the in the Fig. 1 with solid line shown first connection position and in Fig. 1 moved with dashed line shown second connection position. This shift takes place under the pressures prevailing at the two end regions of the valve housing 44, ie primarily in the lines 12 and 14, or the pressure difference that arises. If the pressure P1 in the second line 14 is higher than the pressure P2 in the first line 12, then the first valve member 46 moves into the first connecting position shown by a solid line or remains in this connecting position. If the pressure P2 in the first line 12 is higher than the pressure P1 in the second line 14, the first valve member 46 moves in the second connecting position drawn with dashed lines.

Im ersten Ventilorgan 46 ist weiter ein zweites Ventilorgan 48 aufgenommen. Dieses kann sich im ersten Ventilorgan 46 verschieben, und zwar zwischen der in Fig. 1 mit durchgezogener Linie dargestellten ersten Überbrückungsstellung und der in Fig. 1 mit Strichlinie dargestellten zweiten Überbrückungsstellung. Die Verschiebung des zweiten Ventilorgans 48 im ersten Ventilorgan 46 zwischen seinen beiden Überbrückungsstellungen erfolgt temperaturabhängig. Dazu ist ein in der Fig. 1 nicht dargestelltes thermisch aktives Stellelement, beispielsweise ein aus Formgedächtnismaterial aufgebautes Element, vorhanden, das bei über eine bestimmte Schalttemperatur ansteigender Temperatur im Bereich des ersten Ventilorgans 46 bzw. des zweiten Ventilorgans 48 dieses zweite Ventilorgan 48 entgegen der Vorspannkraft einer Rückstellfeder von der mit durchgezogener Linie dargestellten ersten Überbrückungsstellung in die mit strichlierter Linie dargestellte zweite Überbrückungsstellung bewegt. Sinkt die Temperatur wieder unter die Schalttemperatur ab, so bewegt sich das zweite Ventilorgan 48 wieder in die erste Überbrückungsstellung.In the first valve member 46, a second valve member 48 is further included. This can move in the first valve member 46, between the in Fig. 1 shown by a solid line first bridging position and in Fig. 1 dashed line shown second bridging position. The displacement of the second valve member 48 in the first valve member 46 between its two bridging positions is temperature-dependent. This is one in the Fig. 1 not shown thermally active actuator, such as a built-up of shape memory material element, present at a certain switching temperature increasing temperature in the region of the first valve member 46 and the second valve member 48 of this second valve member 48 against the biasing force of a return spring of the solid line first bridging position moves in the shown in dashed line second bridging position. If the temperature drops below the switching temperature again, the second valve member 48 moves back into the first bridging position.

Der Betrieb dieses Systems 18 ist wie folgt: Wird bei einem Erststart bzw. Kaltstart zunächst die Förderpumpe 40 in Betrieb gesetzt und dabei auch das Fahrzeugheizgerät 26 aktiviert, so wird durch die Förderwirkung der Förderpumpe 40 das Fluid, das Wärme im Wärmetauscherbereich 24 aufnimmt, über die Leitung 28 abgegeben. Dabei gelangt es auch über die Leitung 14 in das Innere des Ventilgehäuses 44, so dass dort einerseits ein bestimmter Druck P1 erzeugt wird, der das erste Ventilorgan 46 in Richtung seiner ersten Verbindungsstellung beaufschlagt. Andererseits kommt das vorangehend angesprochene thermisch aktive Stellelement, welches für die Bewegung des zweiten Ventilorgans 48 verantwortlich ist, in Kontakt mit diesem zunehmend wärmer werdenden Fluid. Zunächst ist jedoch die Temperatur noch nicht ausreichend hoch, also noch unter der Schalttemperatur, so dass das zweite Ventilorgan 48 in seiner ersten Überbrückungsstellung ist. Das von der Förderpumpe 40 geförderte Fluid durchströmt den Wärmetauscher 22 und gelangt über die Leitung 30, die Leitung 34, das Rückschlagventil 36 und die Leitung 37 wieder zurück zur Förderpumpe 40 bzw. zum Wärmetauscherbereich 24. Da in dieser Betriebsphase die Förderpumpe 42 nicht betrieben wird und somit der in der Leitung 12 generierte Druck P2 unter dem Druck P1 liegt, nimmt das erste Ventilorgan 46 die bereits angesprochene erste Verbindungsstellung ein. In dieser ersten Verbindungsstellung ist auf Grund der Tatsache, dass auch das zweite Ventilorgan 48 in seiner mit durchgezogener Linie dargestellten ersten Überbrückungsstellung ist, die Verbindung zwischen der ersten Leitung 12 und der dritten Leitung 16 blockiert, wobei ggf. eine gewisse Leckageströmung vorhanden sein kann. Dies bedeutet, dass das im Heizgerät 26 zunehmend erwärmte Fluid primär nur über den Wärmetauscher 22 strömt und somit dazu beiträgt, die in den Fahrzeuginnenraum zu leitende Luft zu erwärmen und somit den Fahrzeuginnenraum vorzuwärmen.The operation of this system 18 is as follows: If at a first start or cold start first the feed pump 40 is put into operation and also the vehicle heater 26 is activated, then the fluid which absorbs heat in the heat exchanger area 24 is transferred by the conveying action of the feed pump 40 the line 28 delivered. It also passes via the line 14 into the interior of the valve housing 44, so that there on the one hand, a certain pressure P1 is generated, which acts on the first valve member 46 in the direction of its first connection position. On the other hand, the above-mentioned thermally active actuating element, which is responsible for the movement of the second valve member 48, comes into contact with this increasingly warming fluid. First, however, the temperature is not sufficiently high, that is still below the switching temperature, so that the second valve member 48 is in its first bridging position. The funded by the feed pump 40 fluid flows through the heat exchanger 22 and passes through the line 30, the line 34, the check valve 36 and the line 37 back to the feed pump 40 and the heat exchanger area 24. Since in this phase of operation, the feed pump 42 is not operated and thus the pressure P2 generated in the line 12 is below the pressure P1, the first valve member 46 assumes the already mentioned first connection position. In this first connection position, the connection between the first line 12 and the third line 16 is blocked due to the fact that the second valve element 48 is also in its first bridging position shown by a solid line, whereby possibly a certain leakage flow may be present. This means that the fluid, which is increasingly heated in the heater 26, flows primarily only via the heat exchanger 22 and thus contributes to heating the air to be conducted into the vehicle interior and thus preheating the vehicle interior.

Nach einer bestimmten Zeitdauer erreicht das Fluid eine ausreichend hohe Temperatur und hat den Bereich des ersten Ventilorgans bzw. das dort vorhandene thermisch aktive Element ausreichend erwärmt, so dass dieses das zweite Ventilorgan 48 in seine in Fig. 1 mit strichlierter Linie dargestellte zweite Überbrückungsstellung bewegen wird. Das erste Ventilorgan 46 bleibt jedoch auf Grund der zunächst noch unveränderten Druckverhältnisse in seiner ersten Verbindungsstellung. In diesem Zustand ist dann die Strömungsverbindung zwischen der ersten Leitung 12 und der dritten Leitung 16 grundsätzlich freigegeben, so dass bei immer noch nicht aktivierter Förderpumpe 42 der Kühlmittelmantel der Brennkraftmaschine 20 zur Durchströmung freigegeben ist. In dieser zweiten Überbrückungsstellung des zweiten Ventilorgans 48 ist eine Strömungsverbindung zwischen den beiden Leitungen 12 und 14, ggf. bis auf eine nachfolgend noch erläuterte Leckageströmung unterbrochen. Es wird sich hier also eine Strömung einstellen, bei welcher das über die Leitung 30 aus dem Wärmetauscher 20 austretende Fluid entweder in die Leitung 34 strömt und über das Rückschlagventil 36 dann zum Teil zur Förderpumpe 40 und zum anderen Teil über die dritte Leitung 16 und die erste Leitung 12 in den Kühlmittelmantel der Brennkraftmaschine 20 strömt, bevor es über die Leitung 38 sich mit dem aus der Leitung 30 heranströmenden Fluidstrom wieder vereinigt und in die Leitung 34 eintritt. Je nach vorhandenen Drosselverhältnissen ist es auch möglich, dass der aus der Leitung 30 heranströmende Fluidstrom sich an der Aufzweigung 32 aufzweigt in einen in die Leitung 34 einströmenden Teil und einen in die Leitung 38 einströmenden Teil. Auf diese Art und Weise wird es möglich, nicht nur die in den Fahrzeuginnenraum einzuleitende Luft zu erwärmen, sondern dann, wenn das im Heizgerät 26 erwärmte Fluid eine ausreichend hohe Temperatur erreicht hat, auch bereits die Brennkraftmaschine 20 vorzuwärmen.After a certain period of time, the fluid reaches a sufficiently high temperature and has sufficiently heated the area of the first valve member or the thermally active element present there, so that the second valve member 48 moves into its position in FIG Fig. 1 will move with a dashed line shown second bridging position. However, the first valve member 46 remains due to the initially still unchanged pressure conditions in its first connection position. In this state, the flow connection between the first line 12 and the third line 16 is then basically released, so that when the feed pump 42 is still not activated, the coolant jacket of the internal combustion engine 20 is released for flow through. In this second bridging position of the second valve member 48, a flow connection between the two lines 12 and 14, possibly interrupted except for a leakage flow explained below. Thus, a flow will occur, in which the fluid exiting via the line 30 from the heat exchanger 20 either flows into the line 34 and then via the check valve 36 partly to the feed pump 40 and the other part via the third line 16 and first line 12 flows into the coolant jacket of the internal combustion engine 20 before it rejoins via the line 38 with the advancing from the line 30 fluid flow and enters the line 34. Depending on the existing throttle ratios, it is also possible that the fluid stream flowing in from the line 30 branches off at the junction 32 into a part flowing into the line 34 and a part flowing into the line 38. In this way, it becomes possible not only to heat the air to be introduced into the vehicle interior, but also to preheat the engine 20 when the fluid heated in the heater 26 has reached a sufficiently high temperature.

Beispielsweise mit Inbetriebnahme der Brennkraftmaschine 20 wird dann auch die Förderpumpe 42 in Betrieb gesetzt, die nunmehr zusätzlich zur Förderwirkung der Förderpumpe 40 dafür sorgt, dass verstärkt aus der Leitung 30 heranströmendes Fluid über die Leitung 38 in den Kühlmittelmantel eintritt und über die erste Leitung 12 dann wieder zur Ventilanordnung 10 geleitet wird. Hier sind die Förderkapazitäten dieser beiden Förderpumpen 40, 42 so aufeinander abgestimmt, dass der dann über die Leitung 12 erzeugte Druck P2 den über die Leitung 14 erzeugten Druck P1 überwiegt und somit das erste Ventilorgan 46 sich zusammen mit dem zweiten Ventilorgan 48 in die in Fig. 1 mit Strichlinien dargestellte zweite Verbindungsstellung bewegt. In dieser zweiten Verbindungsstellung ist dann die Strömungsverbindung zwischen den beiden Leitungen 12, 16 praktisch nicht mehr unterbunden, so dass das durch den Kühlmittelmantel der Brennkraftmaschine 20 und die Leitung 12 strömende Fluid über die Leitung 16 in den Wärmetauscherbereich 24 des Heizgeräts 26 strömen kann und dort Wärme aufnehmen kann. In dieser Betriebsphase ist davon auszugehen, dass das Fluid noch ausreichend warm ist, um das zweite Ventilorgan in seiner zweiten Überbrückungsstellung zu halten, also der in Fig. 1 mit Strichlinie dargestellten Positionierung bezüglich des ersten Ventilorgans 46. Wie bereits vorangehend angeführt, ist bei derartiger Positionierung des zweiten Ventilorgans 48 für eine definierte Leckage durch das erste Ventilorgan 46 gesorgt, so dass ein Teil des Fluids nicht in die Leitung 16 eintritt, sondern auch in die Leitung 14 gelangen kann. Dies ist vor allem dann von Bedeutung, wenn nach Erreichen der Sollbetriebstemperatur beispielsweise das Fahrzeugheizgerät 26 nicht mehr aktiviert wird, was zur Folge hat, dass auch die Förderpumpe 40 zum Einsparen elektrischer Energie deaktiviert wird. In dieser Betriebsphase wird das noch zirkulierende Fluid, also beispielsweise Wasser oder ein sonstiges flüssiges Kühlmittel, aus der Leitung 12 in das Ventilgehäuse 44 eintreten und wird sich dort in einen Teilstrom aufzweigen, der über die Leitung 16 und die deaktivierte Förderpumpe 40 zur zweiten Leitung 14 gelangt, sowie in einen Teilstrom, der über den angesprochenen Leckagepfad durch das erste Ventilorgan 46 hindurch direkt zur zweiten Leitung 14 gelangt. Dies hat zur Folge, dass ein relativ starker Drosseleffekt erzeugt wird, zum einen durch die Notwendigkeit, eine nicht aktive Förderpumpe 40 durchströmen zu müssen, und zum anderen durch die Notwendigkeit, einen vergleichsweise stark drosselnden Strömungsweg im ersten Ventilorgan 46 durchströmen zu müssen. Dies kann vor allem dann kritisch werden, wenn beispielsweise bei vergleichsweise geringer Umgebungstemperatur oder nur geringer Belastung der Brennkraftmaschine 20 die Temperatur des Fluids wieder so stark abnimmt, dass auch die Schalttemperatur des thermisch aktiven Elements unterschritten wird und somit bei in der zweiten Verbindungsstellung positioniertem ersten Ventilorgan 46 das zweite Ventilorgan 48 sich in seine erste Überbrückungsstellung zurückbewegt und den zuvor noch vorhandenen, an sich gewünschten Leckageströmungsweg durch das erste Ventilorgan 46 hindurch abschließt oder zumindest im Wesentlichen abschließt. In diesem Falle kann dann das Fluid nur noch über die deaktivierte Förderpumpe 40 strömen.For example, with commissioning of the internal combustion engine 20 and the feed pump 42 is then put into operation, which now in addition to the conveying effect of the feed pump 40 ensures that reinforced from the line 30 oncoming fluid via line 38 enters the coolant jacket and then via the first line 12 is directed back to the valve assembly 10. Here, the delivery capacities of these two feed pumps 40, 42 are matched to one another such that the pressure P2 generated via the line 12 outweighs the pressure P1 generated via the line 14, and thus the first valve element 46 merges with the second valve element 48 into the pressure Fig. 1 moved with dashed lines shown second connection position. In this second connection position, the flow connection between the two lines 12, 16 is practically no longer inhibited, so that the fluid flowing through the coolant jacket of the internal combustion engine 20 and the line 12 can flow via the line 16 into the heat exchanger region 24 of the heater 26 and there Can absorb heat. In this operating phase, it can be assumed that the fluid is still sufficiently warm to hold the second valve member in its second bridging position, that is, the in Fig. 1 As previously stated, such positioning of the second valve member 48 provides for a defined leakage through the first valve member 46 so that some of the fluid does not enter the conduit 16, but also enters the line 14 can get. This is especially important if after reaching the desired operating temperature, for example, the vehicle heater 26 is no longer activated, which has the consequence that also the feed pump 40 is deactivated to save electrical energy. In this phase of operation, the still circulating fluid, so for example water or other liquid coolant, enter from the line 12 into the valve housing 44 and there will branch into a partial flow, via the line 16 and the deactivated feed pump 40 to the second line 14th enters, as well as in a partial flow, which passes through the addressed leakage path through the first valve member 46 directly to the second line 14. This has the consequence that a relatively strong throttle effect is generated, on the one hand by the need to flow through a non-active feed pump 40, and on the other hand by the need to flow through a comparatively strongly throttling flow path in the first valve member 46. This can be critical especially if, for example, at relatively low ambient temperature or only low load of the engine 20, the temperature of the fluid decreases again so much that the switching temperature of the thermally active element is undershot and thus positioned in the second connection position first valve member 46, the second valve member 48 moves back into its first bridging position and the previously existing, desired per se Leckageströmungsweg by the first valve member 46 passes through or at least substantially closes. In this case, the fluid can then flow only via the deactivated feed pump 40.

Um diesem Problem entgegenzutreten, zeigt die DE 103 59 293 A1 in den Fig. 7 bis 13 eine Ausgestaltungsform, bei welcher im inneren des zweiten Ventilorgans ein druckabhängig schaltendes drittes Ventilorgan vorgesehen ist. Ist das erste Ventilorgan in seiner zweiten Verbindungsstellung, in welcher grundsätzlich also eine Strömungsverbindung zwischen der ersten Leitung und der zweiten Leitung vorhanden sein sollte, gibt das dritte Ventilorgan das zweite Ventilorgan und somit auch das erste Ventilorgan zur Durchströmung frei, so dass unabhängig von der temperaturbedingt sich einstellenden Positionierung des zweiten Ventilorgans im ersten Ventilorgan ein durch das erste Ventilorgan bzw. das zweite Ventilorgan hindurchgehender und die erste und die zweite Leitung verbindender Strömungsweg besteht.To counter this problem, shows the DE 103 59 293 A1 in FIGS. 7 to 13 an embodiment in which a pressure-dependent switching third valve member is provided in the interior of the second valve member. If the first valve member in its second connection position, in which in principle therefore a flow connection between the first line and the second line should be present, the third valve member releases the second valve member and thus also the first valve member for flow, so that regardless of the temperature There is an adjusting positioning of the second valve member in the first valve member a through the first valve member or the second valve member and passing the first and the second line connecting flow path.

Ausgehend von einem derartigen bekannten System ist es die Aufgabe der vorliegenden Erfindung, eine Ventilanordnung, insbesondere zur Einstellung der Heizmittel/Kühlmittel-Strömung in einem Kraftfahrzeug bereitzustellen, mit welcher vereinfacht eine besser an verschiedene Betriebszustände des Heiz/KühlSystems angepasste Funktionalität erlangt werden kann.Starting from such a known system, it is the object of the present invention to provide a valve arrangement, in particular for adjusting the heating medium / coolant flow in a motor vehicle, with which simplified a better adapted to different operating conditions of the heating / cooling system functionality can be obtained.

Erfindungsgemäß wird diese Aufgabe gelöst durch eine Ventilanordnung, insbesondere zur Einstellung einer Heizmittel/Kühlmittel-Strömung in einem Kraftfahrzeug, umfassend ein erstes Ventilorgan, das in Abhängigkeit von einer zwischen einer ersten Leitung und einer zweiten Leitung vorherrschenden Druckdifferenz zwischen einer ersten Verbindungsstellung und einer zweiten Verbindungsstellung verstellbar ist, sowie ein zweites Ventilorgan, das temperaturabhängig die Durchströmbarkeit des ersten Ventilorgans verändert, wobei bei Positionierung des ersten Ventilorgans in der zweiten Verbindungsstellung eine Strömungsverbindung zwischen der ersten Leitung und einer dritten Leitung im Wesentlichen freigegeben ist und bei Positionierung des ersten Ventilorgans in der ersten Verbindungsstellung die Strömungsverbindung zwischen der ersten Leitung und der dritten Leitung temperaturabhängig vom zweiten Ventilorgan veränderbar ist; ferner umfassend einen Bypass-Strömungsweg, welcher bei Positionierung des ersten Ventilorgans in der zweiten Verbindungsstellung temperaturunabhängig eine Strömungsverbindung zwischen der ersten Leitung und der zweiten Leitung bereitstellt.According to the invention, this object is achieved by a valve arrangement, in particular for adjusting a heating medium / coolant flow in a motor vehicle, comprising a first valve member which, depending on a second valve member, the temperature dependent on the flowability of the first valve member changes, wherein positioning of the first valve member in the second connection position, a flow connection between the the first line and a third line is substantially released and when positioning the first valve member in the first connection position, the flow connection between the first line and the third line is temperature-dependent changed by the second valve member; further comprising a bypass flow path which, when the first valve member is positioned in the second connection position, provides a temperature-independent flow connection between the first line and the second line.

Bei der erfindungsgemäßen Ventilanordnung ist also dafür gesorgt, dass auch dann, wenn das erste Ventilorgan in seiner zweiten Verbindungsstellung ist, eine Leckageströmung ermöglicht ist, und zwar primär unabhängig von den vorherrschenden Temperaturen. Dies ist bei Eingliederung einer derartigen Ventilanordnung in ein System, wie es vorangehend mit Bezug auf die Fig. 1 beschrieben wurde, von besonderer Bedeutung, da in derjenigen Phase, in welcher nur die der Brennkraftmaschine zugeordnete Förderpumpe betrieben wird, ein Strömungsweg mit vergleichsweise geringem Drosseleffekt bereitgestellt werden kann.In the case of the valve arrangement according to the invention, it is therefore ensured that even when the first valve member is in its second connecting position, a leakage flow is made possible, specifically independently of the prevailing temperatures. This is with incorporation of such a valve assembly into a system as previously described with reference to FIGS Fig. 1 has been described, of particular importance, since in the phase in which only the internal combustion engine associated feed pump is operated, a flow path can be provided with a relatively small throttling effect.

Zu diesem zweck weist, die erfindungsgemäße Ventilanordnung ferner ein das erste Ventilorgan zwischen der ersten Verbindungsstellung und der zweiten Verbindungsstellung verschiebbar aufnehmendes Ventilgehäuse auf, wobei der Bypass-Strömungsweg an dem Ventilgehäuse eine an dem ersten Ventilorgan bei Positionierung in der zweiten Verbindungsstellung vorbeiführende Kanalanordnung umfasst.For this purpose, the valve arrangement according to the invention further comprises a valve housing displaceably receiving the first valve member between the first connection position and the second connection position, wherein the bypass flow path on the valve housing comprises a channel arrangement which leads past the first valve member when positioned in the second connection position.

Diese Kanalanordnung kann in besonders einfacher, gleichwohl sehr effizient die gewünschte Umströmbarkeit bereitstellender Weise dadurch erlangt werden, dass das Ventilgehäuse einen das erste Ventilorgan bei Positionierung in der ersten Verbindungsstellung aufnehmenden ersten Gehäuseabschnitt aufweist, dessen Innenabmessung im Wesentlichen der Außenabmessung des ersten Ventilorgans entspricht, und einen das erste Ventilorgan bei Positionierung in der zweiten Verbindungsstellung aufnehmenden zweiten Gehäuseabschnitt aufweist, der zur Bereitstellung der Kanalanordnung eine größere Innenabmessung als die Außenabmessung des ersten Ventilorgans aufweist.This channel arrangement can be particularly simple, but very efficient the desired flowability providing manner be obtained in that the valve housing has a first housing member receiving the first valve member in positioning in the first connection position, the inner dimension substantially corresponds to the outer dimension of the first valve member, and receiving the first valve member when positioned in the second connection position second housing portion, which has a larger inner dimension than the outer dimension of the first valve member to provide the channel arrangement.

Die Bewegung des ersten Ventilorgans zwischen seinen verschiedenen Verbindungsstellungen muss auch dann sichergestellt werden, wenn die dieses Ventilorgan aufnehmenden Gehäuseabschnitte verschiedene Innenabmessungen aufweisen. Es wird daher vorgeschlagen, dass im zweiten Gehäuseabschnitt eine Führungsanordnung zur Führung des ersten Ventilorgans in die und aus der zweiten Verbindungsstellung vorgesehen ist. Dies kann in einfacher Weise dadurch realisiert werden, dass die Führungsanordnung eine Mehrzahl von am zweiten Gehäuseabschnitt vorgesehenen Führungsvorsprüngen umfasst. Zwischen diesen Führungsvorsprüngen kann dann die Kanalanordnung gebildet sein.The movement of the first valve member between its various connection positions must also be ensured if the housing sections receiving this valve element have different internal dimensions. It is therefore proposed that a guide arrangement for guiding the first valve member into and out of the second connection position is provided in the second housing section. This can be realized in a simple manner in that the guide arrangement comprises a plurality of guide projections provided on the second housing section. The channel arrangement can then be formed between these guide projections.

Um das erste Ventilorgan insbesondere für die Startphase in einer definierten Positionierung bereitzustellen, wird vorgeschlagen, dass eine Vorspannanordnung vorgesehen ist zum Vorspannen des ersten Ventilorgans in die erste Verbindungsstellung.In order to provide the first valve member, in particular for the starting phase in a defined positioning, it is proposed that a biasing arrangement is provided for biasing the first valve member in the first connection position.

Die vorliegende Erfindung betrifft ferner ein Fahrzeugheizsystem, das eine erfindungsgemäße Ventilanordnung umfasst, wobei die erste Leitung eine Verbindung zwischen dem Kühlmittelmantel eines Antriebsaggregats und einem Ventilgehäuse der Ventilanordnung herstellt, die zweite Leitung eine Verbindung zwischen dem Ventilgehäuse und einem Kühlmittelwärmetauscher herstellt und die dritte Leitung eine Verbindung zwischen dem Ventilgehäuse und einem Wärmetauscherbereich eines Fahrzeugheizgerätes herstellt.The present invention further relates to a vehicle heating system comprising a valve arrangement according to the invention, wherein the first line establishes a connection between the coolant jacket of a drive unit and a valve housing of the valve arrangement, the second line establishes a connection between the valve housing and a coolant heat exchanger and the third line connects between the valve housing and a heat exchanger area of a vehicle heater manufactures.

Die Erfindung wird nachfolgend mit Bezug auf die beiliegenden Zeichnungen detailliert beschrieben. Es zeigt:

Fig. 1
eine prinzipielle Darstellung eines Fahrzeugheizsystems gemäß dem Stand der Technik;
Fig. 2
eine gemäß den Prinzipien der vorliegenden Erfindung aufgebaute Ventilanordnung;
Fig. 3
die in Fig. 2 dargestellte Ventilanordnung in einem anderen Betriebszustand.
The invention will be described in detail below with reference to the accompanying drawings. It shows:
Fig. 1
a schematic representation of a vehicle heating system according to the prior art;
Fig. 2
a valve assembly constructed in accordance with the principles of the present invention;
Fig. 3
in the Fig. 2 shown valve assembly in another operating condition.

In Fig. 2 erkennt man die für die Erklärung der vorliegenden Erfindung wesentlichen Systembereiche des in Fig. 1 allgemein mit 18 bezeichneten Heizsystems, nämlich die Ventilanordnung 10, den Wärmetauscherbereich 24 des Heizgeräts 26 und die Förderpumpe 40. Die anderen, in Fig. 2 nicht weiter dargestellten Systembereiche, können so aufgebaut sein bzw. so miteinander zusammenwirken, wie in Fig. 1 dargestellt und mit Bezug auf die Fig. 1 bereits allgemein beschrieben.In Fig. 2 recognizes the essential for the explanation of the present invention system areas of in Fig. 1 generally designated 18 heating system, namely the valve assembly 10, the heat exchanger portion 24 of the heater 26 and the feed pump 40. The others, in Fig. 2 not shown system areas, can be constructed or cooperate with each other, as in Fig. 1 represented and with reference to the Fig. 1 already generally described.

Man erkennt bei der Ventilanordnung 10 das Ventilgehäuse 44, das, wie nachfolgend noch erläutert, hier zwei Gehäuseabschnitte 50, 52 aufweist. Beide Gehäuseabschnitte 50, 52 sind im Wesentlichen rohrartig ausgebildet, weisen jedoch den Unterschied auf, dass sie unterschiedliche Innenabmessungen bereitstellen. In dem Gehäuseabschnitt 50 ist das erste Ventilorgan 46 positioniert, wenn es in seiner ersten Verbindungsstellung ist, wobei diese erste Verbindungsstellung im Wesentlichen vorgegeben ist durch einen im Gehäuseabschnitt 50 vorgesehenen, ringartigen Anlagebereich 54. Eine Vorspannfeder 56 presst das erste Ventilorgan 56 in Anlage an diesem Anlagebereich 54.It can be seen in the valve assembly 10, the valve housing 44, which, as explained below, here two housing sections 50, 52 has. Both housing sections 50, 52 are substantially tube-like, but have the difference that they provide different internal dimensions. In the housing portion 50, the first valve member 46 is positioned when it is in its first connection position, this first connection position is substantially predetermined by an annular housing portion 54 provided in the housing portion 50. A biasing spring 56 presses the first valve member 56 into abutment therewith Investment area 54.

Man erkennt in Fig. 2 weiter auch den grundsätzlichen Aufbau des ersten Ventilorgans 46 bzw. des zweiten Ventilorgans 48. Das erste Ventilorgan 46 ist im Wesentlichen als Hohlkörper ausgebildet und weist an seiner der ersten Leitung 12 zugewandten Stirnseite eine Öffnung 58 auf. Diese ist grundsätzlich durch das zweite Ventilorgan 48 verschlossen. Eine im ersten Ventilorgan 48 vorgesehene Vorspannfeder 60, die sich an einem im ersten Ventilorgan 46 ebenfalls vorgesehenen Abstützelement 62 abstützt, presst das zweite Ventilorgan in seine erste Überbrückungsstellung, also diejenige Stellung, in welcher die Öffnung 58 verschlossen ist. Da das Abstützelement 62 offen ist, kann das durch die Leitung 28 bzw. den hier beispielsweise als Teil des zweiten Gehäuseabschnitts 52 bereitgestellten Leitungsbereich 14 heranströmende und in dem Wärmetauscherbereich 24 erwärmte Fluid in den Innenraum des ersten Ventilorgans 46 eintreten und somit in Wärmeübertragungskontakt mit einem schraubenfederartig ausgebildeten temperatursensiblen Stellelement 64 kommen. Dieses weist auf Grund seiner Formgedächtniseigenschaft eine gewisse Schalttemperatur auf, deren Überschreiten zur Folge hat, dass es sich ausdehnt, um das zweite Ventilorgan 48 entgegen der Vorspannwirkung der Feder 56 in seine zweite Überbrückungsstellung zu bewegen. In dieser zweiten Überbrückungsstellung ist die Öffnung 58 dann freigegeben, so dass durch das Innere des ersten Ventilorgans 46 hindurch und durch eine oder mehrere im ersten Ventilorgan 46 vorgesehene Öffnungen 66 dann das Fluid von der ersten Leitung 12 in die dritte Leitung 16 und somit zur Förderpumpe 40 strömen kann. Da in der zweiten Überbrückungsstellung das zweite Ventilorgan 48 am Abstützelement 62 axial abgestützt ist, gleichwohl aber kein dichter Abschluss der im Abstützelement 62 vorgesehenen Öffnungen generiert ist, ist auch in dieser Phase weiterhin eine Einströmmöglichkeit für das über die Leitung 28 gespeiste Fluid gegeben. Auch kann das über die erste Leitung 12 heranströmende Fluid durch das Innere des ersten Ventilorgans 46 hindurch in die Leitung 14 strömen, was bei Aktivierung der in Fig. 1 erkennbaren Förderpumpe 42 auf Grund der Tatsache, dass der Druck P2 den Druck P1 übersteigen wird, auch der Fall sein wird.One recognizes in Fig. 2 Furthermore, the basic structure of the first valve member 46 and the second valve member 48. The first valve member 46 is substantially formed as a hollow body and has on its first line 12 facing the end face an opening 58. This is basically closed by the second valve member 48. A provided in the first valve member 48 biasing spring 60, which is supported on a support member 62 also provided in the first valve member 46, presses the second valve member in its first bridging position, that is the position in which the opening 58 is closed. Since the support element 62 is open, the fluid flowing in through the line 28 or the line region 14 provided here for example as part of the second housing section 52 and heated in the heat exchanger region 24 can enter the interior of the first valve element 46 and thus into heat transfer contact with a helical spring-like manner trained temperature-sensitive actuator 64 come. This has due to its shape memory property on a certain switching temperature, the exceeding of which has the consequence that it expands to move the second valve member 48 against the biasing action of the spring 56 in its second bridging position. In this second bridging position, the opening 58 is then released so that through the interior of the first valve member 46 and through one or more provided in the first valve member 46 openings 66 then the fluid from the first conduit 12 into the third conduit 16 and thus to the feed pump 40 can flow. Since in the second bridging position, the second valve member 48 is axially supported on the support member 62, but no tight completion of the openings provided in the support member 62 is generated, also in this phase, a flow possibility for the supplied via the line 28 fluid is still present. Also, the fluid flowing in via the first conduit 12 can flow through the interior of the first valve member 46 into the conduit 14, which upon activation of the in Fig. 1 recognizable feed pump 42 due to the fact that the pressure P2 will exceed the pressure P1, will also be the case.

Es wird hier darauf hingewiesen, dass der vorangehend mit Bezug auf die Figuren 2 und 3 erläuterte Aufbau der das erste Ventilorgan 46 und das zweite Ventilorgan 48 umfassenden und allgemein als Ventilelement zu bezeichnenden Baugruppe nur ein Beispiel repräsentiert. Hier sind andere Ausgestaltungsvarianten denkbar, insbesondere auch die in der eingangs bereits erläuterten DE 103 59 293 A1 gezeigten Varianten. Der Offenbarungsgehalt dieser vorveröffentlichten deutschen Patentanmeldung wird insbesondere hinsichtlich des Aufbaus dieser Baugruppe dem Offenbarungsgehalt des vorliegenden Textes hinzugefügt.It should be noted that the foregoing with reference to the Figures 2 and 3 explained structure of the first valve member 46 and the second valve member 48 comprehensive and generally as a valve member to be designated assembly represents only one example. Here are other design variants conceivable, in particular those already explained in the beginning DE 103 59 293 A1 shown variants. The disclosure of this prepublished German patent application is added to the disclosure of the present text, in particular with regard to the structure of this assembly.

Bei Aktivierung dieser Förderpumpe 40 wird sich dann, wie vorangehend bereits beschrieben, das erste Ventilorgan 46 im Ventilgehäuse 44 verschieben, und zwar in seine in Fig. 3 dargestellte zweite Verbindungsstellung. In dieser zweiten Verbindungsstellung liegt das erste Ventilorgan 46 dann vollständig in dem Leitungsabschnitt 52, der, bezogen auf die Formgebung bzw. Außenabmessung des ersten Ventilorgans 46, eine größere Innenabmessung aufweist. In dieser zweiten Verbindungsstellung, in welcher auf Grund der vorherrschenden Druckdifferenz das Ventilorgan 46 gegen die dann stärker komprimierte Vorspannfeder 56 verschoben ist, ist die Strömungsverbindung der Leitung 12 zur Leitung 16 und zur Förderpumpe 40 freigegeben. Gleichzeitig ist dann, wenn das erste Ventilorgan 46 in seiner zweiten Verbindungsstellung ist, auch ein Bypass-Strömungsweg 68 in Form einer Kanalanordnung 70 freigegeben. Dieser Bypass-Strömungsweg stellt eine Verbindung zwischen der ersten Leitung 12 und der zweiten Leitung 14 bzw. der Leitung 28 her. Diese Verbindung über den Bypass-Strömungsweg 68 bzw. die Kanalanordnung 70 ist immer bei Positionierung des ersten Ventilorgans 46 in seiner zweiten Verbindungsstellung gegeben, und zwar unabhängig davon, ob das zweite Ventilorgan 48 in seiner ersten Überbrückungsstellung ist, wie in Fig. 3 dargestellt, oder in seiner zweiten Überbrückungsstellung ist, also durch das Innere des ersten Ventilorgangs 46 hindurch noch ein zusätzlicher Strömungsweg geschaffen ist.Upon activation of this feed pump 40 will then, as previously described, the first valve member 46 move in the valve housing 44, in his in Fig. 3 illustrated second connection position. In this second connection position, the first valve member 46 is then completely in the line section 52, which, based on the shape or outer dimension of the first valve member 46, has a larger inner dimension. In this second connection position, in which due to the prevailing pressure difference, the valve member 46 is displaced against the then more compressed biasing spring 56, the flow connection of the line 12 to line 16 and the feed pump 40 is released. At the same time, when the first valve member 46 is in its second connection position, a bypass flow path 68 in the form of a channel arrangement 70 is also released. This bypass flow path establishes a connection between the first line 12 and the second line 14 or the line 28. This connection via the bypass flow path 68 or the channel arrangement 70 is always given when positioning the first valve member 46 in its second connecting position, regardless of whether the second valve member 48 is in its first bridging position, as in FIG Fig. 3 is shown, or in its second bridging position, so through the interior of the first Ventilorgangs 46 through an additional flow path is created.

Die Ausgestaltung der Ventilanordnung 44 mit dem Bypass-Strömungsweg 68 hat zur Folge, dass dann, wenn die Förderpumpe 42 in Betrieb ist und der Druck P2 den Druck P1 übersteigt, ein deutlich größerer Anteil des geförderten Fluids über die zweite Leitung 14 zum Wärmetauscher 22 gelangt und nicht über die Förderpumpe 40 und den Wärmetauscherbereich 24 in die Leitung 28 strömt. Dies ist vor allen in derjenigen Betriebsphase von Vorteil, in welcher die Sollbetriebstemperatur erreicht ist und die Förderpumpe 40 nicht weiter betrieben wird. Neben der dann nur durch die Förderwirkung der Förderpumpe 42 erzwungenen Durchströmung der Förderpumpe 40 ist ein mit vergleichsweise geringem Strömungswiderstand behafteter zusätzlicher Strömungsweg, nämlich über die Kanalanordnung 70, geschaffen, so dass eine wesentlich effizientere Durchströmung des Gesamtsystems erlangt wird.The embodiment of the valve arrangement 44 with the bypass flow path 68 has the result that when the feed pump 42 is in operation and the pressure P2 exceeds the pressure P1, a significantly larger proportion of the pumped fluid via the second line 14 to the heat exchanger 22 passes and not via the feed pump 40 and the heat exchanger region 24th flows into the conduit 28. This is especially advantageous in those operating phases in which the setpoint operating temperature is reached and the feed pump 40 is no longer operated. In addition to the forced through the conveying effect of the pump 42 throughflow of the feed pump 40 is an associated with comparatively low flow resistance additional flow path, namely on the channel assembly 70, created so that a much more efficient flow through the entire system is obtained.

Dieser Bypass-Strömungsweg 68 kann, wie in den Fig. 2 und 3 erkennbar, dadurch bereitgestellt werden, dass das Ventilgehäuse 44 sich erweiternd ausgebildet ist. Während der erste Gehäuseabschnitt 50 so dimensioniert ist, dass er das erste Ventilorgan 46 zwar bewegbar, jedoch unter möglichst geringem Leckageverlust aufnehmen und führen kann, ist der beispielsweise in einem stufenartigen Erweiterungsbereich anschließende zweite Gehäuseabschnitt 52 größer dimensioniert, so dass der Bypass-Strömungsweg 68 an der Außenseite des ersten Ventilorgans 46 vorbeiführt. Um gleichwohl das erste Ventilorgan 46 ohne der Gefahr der Verkantung zwischen seinen beiden Verbindungsstellungen hin und her verschieben zu können, ist eine Führungsanordnung in Form mehrerer rippenartiger Vorsprünge 72 im zweiten Gehäuseabschnitt 52 vorgesehen. Diese rippenartigen Vorsprünge 72 erstrecken sich näherungsweise in Längsrichtung, also auch Verschieberichtung des ersten Ventilorgans 46 und bilden mit ihren nach innen gerichteten Oberflächenbereichen eine Führungsstruktur, die im Wesentlichen bündig und stufenlos an die Innenoberfläche im ersten Gehäuseabschnitt 50 anschließt. Hier können beispielsweise über den Umfang verteilt mit einem Winkelabstand von 90° vier derartige rippenartige Vorsprünge liegen, die nicht nur die definierte Führung des ersten Ventilorgans 46 sicherstellen, sondern zwischen sich jeweils auch Kanäle der Kanalanordnung 70 begrenzen. Ferner kann in dem in prinzipieller Hinsicht die oder zumindest einen Teil der Leitung 14 bildenden Abschnitt des zweiten Gehäuseabschnitts 52 ein weiteres Abstützelement 74 zwischen diesen Vorsprüngen 72 gehalten sein, welches ein Widerlager für die Vorspannfeder 56 bereitstellt. Selbst dann, wenn eine derartige Vorspannfeder 56 nicht vorhanden ist, was auf Grund der auch durch die Druckverhältnisse P1, P2 gewährleisteten Zwangspositionierung des ersten Ventilorgans 46 auch nicht zwingend erforderlich ist, ist das Vorhandensein eines derartigen weiteren Abstützelements 74 vorteilhaft, da es das ungewollte Herausbewegen des ersten Ventilorgans 46 aus dem zweiten Gehäuseabschnitt 52 verhindern kann. Dies könnte aber beispielsweise auch durch die Wandung der Leitung 28 realisiert sein.This bypass flow path 68 may, as in the Fig. 2 and 3 recognizable, be provided by the fact that the valve housing 44 is formed widening. While the first housing portion 50 is dimensioned so that it can absorb and guide the first valve member 46, but with the least possible loss of leakage, the second housing portion 52 adjoining, for example, in a stepped expansion area is larger, so that the bypass flow path 68 at the outside of the first valve member 46 passes. Nevertheless, in order to be able to move the first valve member 46 back and forth between its two connecting positions without the risk of jamming, a guide arrangement in the form of a plurality of rib-like projections 72 is provided in the second housing section 52. These rib-like projections 72 extend approximately in the longitudinal direction, ie also displacement direction of the first valve member 46 and form with their inwardly directed surface regions a guide structure which connects substantially flush and steplessly to the inner surface in the first housing portion 50. Here, for example, distributed over the circumference with an angular distance of 90 °, four such rib-like projections that not only ensure the defined guidance of the first valve member 46, but also define channels of the channel arrangement 70 between them. Further, in the principle of the or at least a portion of the conduit 14 forming portion of the second housing portion 52, a further support member 74 may be held between these projections 72, which provides an abutment for the biasing spring 56. Even if such a biasing spring 56 is not present, which is not necessarily required due to the forced positioning of the first valve member 46, which is also ensured by the pressure conditions P1, P2, the presence of such a further supporting element 74 is advantageous since it causes the unwanted moving out of the first valve member 46 can prevent from the second housing portion 52. However, this could also be realized for example by the wall of the line 28.

Es sei darauf hingewiesen, dass bei dem vorangehend beschriebenen System bzw. Aufbau verschiedene Modifikationen möglich sind. So kann auf das Vorsehen der Vorspannfeder 56 verzichtet werden, deren primäre Funktion ist, ein durch ihre Vorspannkraft definiertes Umschaltverhalten auch unter Berücksichtigung der beiden Drücke P1 und P2 zu erlangen. Allein durch die aufeinander abgestimmte Erregung der beiden Pumpen 40 und 42 ist es jedoch auch möglich, die Drücke P1 und P2 so einzustellen, dass abhängig von der jeweils vorherrschenden Druckdifferenz das Ventilorgan 46 sich in den in Fig. 2 bzw. Fig. 3 gezeigten Positionierungen anordnen wird.It should be noted that various modifications are possible in the system or structure described above. Thus, it is possible to dispense with the provision of the pretensioning spring 56 whose primary function is to obtain a switching behavior defined by its pretensioning force, also taking into account the two pressures P1 and P2. However, only by the coordinated excitation of the two pumps 40 and 42, it is also possible to adjust the pressures P1 and P2 so that depending on the prevailing pressure difference, the valve member 46 is in the in Fig. 2 respectively. Fig. 3 arrange shown positions.

Weiter sei darauf hingewiesen, dass das vorangehend beschriebene und in Fig. 1 dargestellte Gesamtsystem auch vor allem dann vorteilhaft genutzt werden kann, wenn eine integrale Bauweise der Ventilanordnung 10 mit der Förderpumpe 40 oder ggf. dem Heizgerät 26 erlangt wird. In diesem Falle wird es möglich, beispielsweise die Förderpumpe 40 mit dieser Ventilanordnung 10 als eine Baugruppe in ein Gesamtsystem einzugliedern und dabei bei kompakter Baugröße die vorangehend beschriebene Funktionalität zu erlangen. Dabei muss jedoch, wenn dies beispielsweise von einem Fahrzeugbesitzer nicht gewünscht wird, das System nicht zwingend mit der vorangehend beschriebenen umfangreichen Funktionalität bereitgestellt werden. Es kann selbstverständlich auch bei der vorangehend beschriebenen integralen Zusammenfassung beispielsweise der Pumpe 40 mit der Ventilanordnung 10 eine herkömmliche Funktionalität einer Fahrzeugheizung erlangt werden, indem die Leitung 12 nicht zur Ventilanordnung 10 geführt wird, wie in Fig. 1 angedeutet, sondern indem unter Umgehung der Ventilanordnung 12 eine direkte Verbindung zwischen der Leitung 12 und der Leitung 37 geschaffen wird. In diesem Falle wäre bei der Darstellung der Fig. 2 der oben erkennbare Leitungsabschnitt 12 noch durch ein Verschlusselement abzuschließen, so dass das von der Pumpe 42 geförderte bzw. die Brennkraftmaschine verlassende Medium direkt in einen in Fig. 2 bzw. 3 erkennbaren unten liegenden Leitungsabschnitt 37 einströmt. Auch auf das Rückschlagventil 36 und den Leitungsabschnitt 34 könnte dabei verzichtet werden. Das flüssige Medium strömt dann nach dem Austritt aus der Brennkraftmaschine 20 direkt durch die Pumpe 40 und in die Leitung 28. Vor allem bei dem vorangehend beschriebenen integralen Aufbau der Pumpe 40 mit der Ventilanordnung 10 wird somit die Möglichkeit geschaffen, mit ein und derselben Baugruppe zwei verschiedene Funktionalitäten zu erlangen, wobei zwar bei der vorangehend beschriebenen reduzierten Funktionalität die Ventilanordnung 10 grundsätzlich überflüssig ist, aufgrund der nicht sehr wesentlichen zusätzlichen Produktionskosten deren Vorhandensein jedoch akzeptiert werden kann, insbesondere deshalb, da damit die Möglichkeit geschaffen ist, nachträglich durch entsprechendes Umschalten der Leitungsverbindungen auch die umfangreichere Funktionalität zu gewährleisten.It should also be noted that the above described and in Fig. 1 represented overall system can also be used advantageously especially if an integral construction of the valve assembly 10 with the feed pump 40 or possibly the heater 26 is obtained. In this case, it becomes possible, for example, to integrate the feed pump 40 with this valve arrangement 10 as an assembly into an overall system and thereby achieve the previously described functionality with a compact size. However, if this is not desired, for example by a vehicle owner, the system does not necessarily have to be provided with the extensive functionality described above become. Of course, also in the above-described integral summary of, for example, the pump 40 with the valve assembly 10, conventional functionality of vehicle heating may be achieved by not routing the conduit 12 to the valve assembly 10, as in FIG Fig. 1 indicated, but by bypassing the valve assembly 12, a direct connection between the conduit 12 and the conduit 37 is provided. In this case would be in the representation of the Fig. 2 the top recognizable line section 12 still complete by a closure element, so that the funded by the pump 42 and the internal combustion engine leaving medium directly into an in Fig. 2 or 3 recognizable underlying line section 37 flows. Also on the check valve 36 and the line section 34 could be omitted. The liquid medium then flows after exiting the internal combustion engine 20 directly through the pump 40 and into the conduit 28. Especially in the above-described integral structure of the pump 40 with the valve assembly 10 is thus created the possibility, with one and the same assembly two To achieve various functionalities, although in the above-described reduced functionality, the valve assembly 10 is basically superfluous, but because of the not very significant additional production costs whose presence can be accepted, especially because it provides the opportunity, subsequently by appropriate switching the line connections also to ensure the more extensive functionality.

Claims (7)

  1. A valve arrangement, in particular for adjusting a flow of heating agent/cooling agent in a vehicle, comprising a first valve member (46) switchable between a first connecting position and a second connecting position depending on the pressure difference between a first line (12) and a second line (14), as well as a second valve member (48) modifying flow through the first valve member (46) depending on temperature, wherein during positioning of said first valve member (46) in the second connecting position a flow connection between said first line (12) and a third line (16) is substantially released and during positioning of said first valve member (46) in said first connecting position said flow connection between said first line (12) and said third line (16) is modifiable by said second valve member (48) depending on temperature, further comprising a bypass flow path (68) providing a flow way between said first line (12) and said second line (14) during positioning of said first valve member (46) in said second connecting position depending on temperature, as well as a valve housing (44) moveably receiving said first valve member (46) between said first connecting position and said second connecting position,
    characterized in that at said valve housing (44) said bypass flow way (68) comprises a channel arrangement (70) passing by said first valve member (46) during positioning in said second connecting position.
  2. Valve arrangement according to claim 1,
    characterized in said valve housing (44) comprising a first housing section (50) receiving said first valve member (46) during positioning in said first connecting position, whose inner dimension substantially corresponds to said outer dimension of said first valve member (46), and comprising a second housing section (52) receiving said first valve member (46) during positioning in said second connecting position, having larger inner dimensions than the outer dimensions of said first valve member (46) for providing said channel arrangement (70).
  3. Valve arrangement according to claim 2,
    characterized in a guiding arrangement (72) for guiding said first valve member (46) into and out of said second connecting position being provided inside said second housing section (52).
  4. Valve arrangement according to claim 3,
    characterized in said guiding arrangement (72) comprising a plurality of guiding protrusions (72) provided at said second housing section (52).
  5. Valve arrangement according to claim 4,
    characterized in said channel arrangement (70) being formed between said guiding protrusions (72).
  6. Valve arrangement according to one of claims 1 to 5,
    characterized in a biasing arrangement (56) being provided for biasing said first valve member (46) towards said first connecting position.
  7. Vehicle heating system, comprising a valve arrangement (10) according to one of the preceding claims,
    said first line (12) providing a connection between the cooling agent jacket of a drive unit (20) and a valve housing (44) of said valve arrangement (10), said second line (14) providing a connection between said valve housing (44) and a cooling agent heat exchanger (22) and said third line (16) providing a connection between said valve housing (44) and a heat exchanger section (24) of a vehicle heating device (26).
EP07004175A 2006-03-16 2007-02-28 Valve assembly, in particular for adjusting the flow of a heating/cooling agent in a motor vehicle Active EP1835142B1 (en)

Priority Applications (1)

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PL07004175T PL1835142T3 (en) 2006-03-16 2007-02-28 Valve assembly, in particular for adjusting the flow of a heating/cooling agent in a motor vehicle

Applications Claiming Priority (1)

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DE102006012212A DE102006012212A1 (en) 2006-03-16 2006-03-16 Valve arrangement, in particular for adjusting a heating medium / coolant flow in a motor vehicle

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EP1835142A2 EP1835142A2 (en) 2007-09-19
EP1835142A3 EP1835142A3 (en) 2008-06-25
EP1835142B1 true EP1835142B1 (en) 2012-09-12

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Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012220789B4 (en) 2012-11-14 2021-06-24 Eberspächer Climate Control Systems GmbH Heat exchanger arrangement, in particular for a vehicle heater
DE102013225098B4 (en) 2013-12-06 2021-08-12 Eberspächer Climate Control Systems GmbH Vehicle heating system
DE102014203085A1 (en) 2014-02-20 2015-08-20 Eberspächer Climate Control Systems GmbH & Co. KG Valve arrangement, in particular for setting a heat transfer medium flow in the heat transfer medium circuit of a vehicle
CN106870098A (en) * 2017-03-29 2017-06-20 安徽江淮汽车集团股份有限公司 A kind of engine-cooling system

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR869652A (en) * 1939-03-18 1942-02-11 Bmw Flugmotorenbau Gmbh Lubrication device for aircraft engines
US2813545A (en) * 1955-06-17 1957-11-19 Galland Henning Mfg Company Inline control valve
ATE4340T1 (en) * 1979-09-28 1983-08-15 Caterpillar Tractor Co. FLUID FOLLOWING CIRCULATOR.
DE3824412C1 (en) * 1988-07-19 1989-08-24 Mtu Friedrichshafen Gmbh
DE3843827A1 (en) * 1988-12-24 1990-07-05 Kloeckner Humboldt Deutz Ag INTERNAL COMBUSTION ENGINE WITH TWO HYDRAULIC LIQUID CIRCUITS
EP0708716A1 (en) * 1993-07-21 1996-05-01 Firma J. Eberspächer Dual-circuit vehicle heater
DE10128634B4 (en) * 2001-06-13 2004-08-05 Itw Henschel Gmbh thermostatic valve
CA2429321A1 (en) * 2002-05-22 2003-11-22 Tesma International Inc. Linear proportional valve
DE10359293B4 (en) * 2003-12-17 2006-02-09 J. Eberspächer GmbH & Co. KG Valve arrangement, in particular for adjusting the Heizmittel- / coolant flow in a motor vehicle

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EP1835142A2 (en) 2007-09-19
PL1835142T3 (en) 2013-03-29
DE102006012212A1 (en) 2007-09-20
EP1835142A3 (en) 2008-06-25

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