EP2392794B1 - Separat gekühlter Turbolader zur Aufrechterhaltung einer No-Flow Strategie eines Zylinderblockkühlmittelmantels - Google Patents

Separat gekühlter Turbolader zur Aufrechterhaltung einer No-Flow Strategie eines Zylinderblockkühlmittelmantels Download PDF

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Publication number
EP2392794B1
EP2392794B1 EP10165035.6A EP10165035A EP2392794B1 EP 2392794 B1 EP2392794 B1 EP 2392794B1 EP 10165035 A EP10165035 A EP 10165035A EP 2392794 B1 EP2392794 B1 EP 2392794B1
Authority
EP
European Patent Office
Prior art keywords
coolant
coolant jacket
cylinder block
exhaust
turbine housing
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
EP10165035.6A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2392794A1 (de
Inventor
Jan Mehring
Kai Kuhlbach
Bernd Steiner
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.)
Ford Global Technologies LLC
Original Assignee
Ford Global Technologies LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to EP10165035.6A priority Critical patent/EP2392794B1/de
Priority to US13/152,035 priority patent/US8833073B2/en
Priority to CN201110158385.0A priority patent/CN102269037B/zh
Publication of EP2392794A1 publication Critical patent/EP2392794A1/de
Application granted granted Critical
Publication of EP2392794B1 publication Critical patent/EP2392794B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/165—Controlling of coolant flow the coolant being liquid by thermostatic control characterised by systems with two or more loops
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/005—Cooling of pump drives
    • 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
    • F01P3/02—Arrangements for cooling cylinders or cylinder heads
    • F01P2003/027—Cooling cylinders and cylinder heads in parallel
    • 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
    • F01P2060/12—Turbo charger
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/16—Outlet manifold

Definitions

  • the invention relates to an internal combustion engine having a cylinder block coolant jacket and a cylinder head coolant jacket, wherein a turbocharger is arranged with its turbine in an exhaust line.
  • the EP 0 038 556 B1 describes a cooling system for an internal combustion engine.
  • a first pump coolant is conveyed through a cylinder head cooling jacket.
  • a second pump delivers coolant through the cylinder block coolant jacket.
  • Both cooling jackets have no connection within the internal combustion engine, but discharge on the output side in a main circulation line system.
  • a radiator bypass line system which leads to the cylinder head inlet of the head cooling jacket and to the cylinder block inlet of the cylinder block coolant jacket.
  • a control valve By means of a control valve, a flow of coolant to the radiator is prevented and a flow of coolant through the radiator bypass system is allowed.
  • a coolant flow through the cylinder block coolant jacket is interrupted by means of a second control valve.
  • z. B. attributed to the applicant EP 1 900 919 A1 a separate coolant circuit of an internal combustion engine, wherein a cylinder head coolant jacket and an engine block coolant jacket is provided, wherein the separate coolant circuit comprises a pump, a radiator, a thermostat and a heater, and wherein a coolant circulates in the separate coolant circuit.
  • the thermostat is arranged to control the flow of the coolant through both the engine block coolant jacket and the radiator when the coolant exceeds a predetermined temperature.
  • Similar internal combustion engines are off FR2936566 and WO2007 / 058225 known.
  • the no-flow strategy for the cylinder block coolant jacket can be maintained longer, as these areas, in which otherwise accumulate hot vapors, flowed through by coolant can, so that thermal damage in these areas are advantageously avoided.
  • Turbochargers comprise a turbine and a compressor, wherein the turbine is driven by means of the exhaust gas streams, so that the compressor side compressed air can generate, which is supplied to the internal combustion engine.
  • the turbine housing is made of a high-alloy cast steel, to withstand the high temperature loads of the exhaust gases.
  • the cast steel is very expensive to produce, in particular due to its alloying elements, for example nickel with about 37 wt .-%.
  • cast steel is not only expensive but also has a relatively high weight, with any additional weight having a negative effect on the fuel consumption of the entire motor vehicle.
  • the invention has the object to improve an internal combustion engine of the type mentioned with simple means so that in spite of the NO-flow strategy for the cylinder block coolant jacket sufficient heat flow z. B. is achievable for a cabin heater, which also benefits in terms of reduced weight, in particular the turbocharger to be achieved in order to reduce fuel consumption.
  • the object is achieved by an internal combustion engine with the features of claim 1, wherein the turbocharger, preferably its turbine housing, a separate from the cylinder block coolant jacket cooling circuit, which is connected to a common pump, with a bypass leading at least to the turbocharger downstream of the pump and is provided upstream of a block water inlet.
  • the turbocharger preferably its turbine housing, a separate from the cylinder block coolant jacket cooling circuit, which is connected to a common pump, with a bypass leading at least to the turbocharger downstream of the pump and is provided upstream of a block water inlet.
  • the no-flow strategy of the cylinder block coolant jacket in particular after a cold start of the internal combustion engine, can be maintained as long as possible, since the turbocharger or its turbine housing is quasi provided with an external, separate from the actual engine cooling circuit, coolant circuit.
  • Conceivable is a heat recovery from the exhaust gases
  • the recovered heat can also be used to heat the structure of the engine
  • the recovered heat can also be used to heat operating media and / or a cabin heating can be supplied.
  • the cabin heating can be provided in spite of the no-flow concept of the cylinder block coolant jacket as a sufficient heat flow available.
  • a further advantage is that it is possible with the solution according to the invention to produce the turbine housing from a material which has to withstand a reduced thermal load due to the cooling.
  • a cost-intensive cast steel with its very expensive alloying elements can be virtually dispensed with.
  • the invention it is also possible with the invention to dispense with a manufactured from heavy cast steel turbine housing and to use other, lighter materials, which are also cheaper to produce.
  • the turbine housing could be made of aluminum. This leads to the further apparent advantage of being able to use a very lightweight turbine housing, based on cast steel, as a result of which fuel consumption can be further reduced.
  • the advantageous choice of the material aluminum is possible in particular because of the inventively provided cooling.
  • bypass leads directly to the turbocharger or its turbine housing to provide them with the necessary coolant. Downstream (based on the coolant flow) of the turbine housing opens a coolant line in the coolant circuit.
  • the exhaust gas collector into the cylinder head, that is to say in one piece, preferably monolithically, with it (Integrated Exhaust Manifold; IEM).
  • IEM Integrated Exhaust Manifold
  • the exhaust pipes of each cylinder a four-cylinder engine usually has an exhaust pipe for each cylinder
  • the exhaust manifold and open in a common exhaust pipe, which leads to the exhaust system, in which exhaust aftertreatment devices such.
  • B. a catalyst is arranged. This reduces the effective surface area, making it possible to bring the exemplary catalyst to its operating temperature faster.
  • the integrated exhaust collector can also have a separate coolant circuit in order to be able to use exhaust heat as before.
  • the two components turbine housing and exhaust manifold or integrated exhaust manifold relative to the coolant flow may be quasi-parallel connected.
  • exhaust manifold / turbine In a further advantageous embodiment can be provided to switch the two components (exhaust manifold / turbine) based on the flow of coolant in series.
  • it may be provided to initially lead the bypass into the input side of the integrated exhaust manifold, wherein the output connection line opens into the turbine housing. From the turbine housing can then lead a connecting line to the coolant circuit in this opening.
  • the exhaust manifold would be arranged upstream of the turbine housing relative to the coolant flow.
  • the bypass may be incorporated in the engine and extend from the pump through both the engine block and the cylinder head toward the coolant jacket of the exhaust manifold.
  • the bypass can advantageously be designed as a channel molded into the components or as a drilled channel, ie as a coolant channel.
  • the bypass is thus integrated as a coolant channel between the coolant pump and the cylinder head in the cylinder block.
  • bypass outside the engine is designed as an external line, which may be in communication with the coolant jacket of the turbocharger or its turbine housing and / or the exhaust manifold.
  • the invention thus provides a turbocharger or its turbine housing which has a separate coolant jacket which, at least in the warm-up phase of the internal combustion engine or in a partial phase thereof, is separated from the cylinder block coolant jacket.
  • the "no-flow strategy" of the cylinder block coolant jacket can be maintained for a particularly long time, even when vehicle occupants request, for example, the cabin heater. Because by the (additional) heat input via the exhaust gases into the coolant, so the cabin heater can take over their function without burdening the actual cooling circuit of the cylinder block coolant jacket.
  • the cylinder head may have at its inlet side to its outlet side (here, the integrated exhaust manifold may be arranged) separate coolant circuit (split-cooling).
  • this inlet side coolant jacket of the cylinder head is not in contact with the coolant jacket of the turbine housing or the exhaust manifold.
  • the cylinder block coolant jacket communicates with the inlet-side cylinder head coolant jacket via corresponding devices, so that the hot coolant vapors forming during the zero flow of the coolant in the cylinder block coolant jacket (no-flow strategy) are produced through bores or degassing bores in the cylinder head gasket can be discharged into the intake-side cylinder head coolant jacket.
  • the no-flow strategy is limited within the meaning of the invention only to the cylinder block coolant jacket. This means that a coolant flow in the cylinder block coolant jacket is prevented almost completely (ie, except for small amounts of leakage), wherein in the turbine housing and / or in the Cylinder head, but especially in its outlet side coolant jacket in the warm-up phase, especially in a first warm-up phase (partial phase) permanently flows coolant.
  • the separate cooling circuit of the turbocharger so the turbine housing and / or the exhaust manifold with the cooling circuit of the internal combustion engine, ie with the inlet side Cylinder Head coolant jacket and the cylinder block coolant jacket can be interconnected.
  • the invention thus also provides a cooling strategy for an internal combustion engine, or a method for coolant control during the warm-up phase or during a first partial phase of the warm-up phase of the internal combustion engine, in which a coolant flow, starting from a pump common to the cylinder block coolant jacket, bypasses the cylinder block coolant jacket and in the warm-up phase is guided without contact to this by a separate bypass to the turbocharger or to its turbine housing, with a permanent flow of coolant can be reached.
  • the thermostat is arranged between a coolant pump outlet and the cylinder block coolant jacket inlet.
  • the thermostat is integrated in the cylinder block, wherein the bypass branches off from the thermostat.
  • the thermostat is arranged so that it is controlled by the temperature of the coolant in the cylinder block coolant jacket, ie is advantageously not controlled by the temperature of the coolant, which is not in the cylinder block.
  • FIG. 1 shows an internal combustion engine 1 with an engine block 2 and a cylinder head, wherein in the figures, only the outlet side 3 of the cylinder head is shown.
  • the outlet 3 is designed with an integrated exhaust manifold.
  • the cylinder head includes a cylinder head coolant jacket and a cylinder block coolant jacket, the integrated exhaust manifold having a separate coolant jacket.
  • the internal combustion engine 1 has a coolant circuit 4, which has a cabin heater 6.
  • a pump 7 is arranged, which promotes coolant to a split-cooling thermostat 8.
  • the split cooling thermostat 8 is disposed on an input side 9 of the cylinder block coolant jacket.
  • Other components of the cooling circuit such as a venting device, a main cooler, other thermostats, lines or connecting lines, other bypass, oil cooler and main thermostat are not shown in the figures.
  • a bypass 11 branches off from the split cooling thermostat 8 (cylinder block thermostat 8).
  • the bypass 11 leads to a turbocharger 12, or to its turbine housing 13, which is arranged in an exhaust line of the internal combustion engine 1. From the turbine housing 13, a return line 14 leads to the coolant circuit 4 in this opening.
  • the internal combustion engine 1 or the cylinder block coolant jacket and the cylinder head coolant jacket is operated with the so-called split cooling strategy, which means that the split cooling thermostat 8 prevents coolant flow in the cylinder block coolant jacket in at least one partial phase of the warm-up phase of the internal combustion engine 1.
  • Flow strategy can be called.
  • the no-flow strategy can be maintained, even if e.g. the cabin heater 6 is requested.
  • the bypass 11 is advantageously provided, which allows a flow of coolant to the turbocharger 12 and the turbine housing 13, even if a coolant flow in the cylinder block coolant jacket has an amount of zero, or is continuously increased during further phases of the warm-up phase.
  • the exhaust heat of the exhaust gases flowing through the turbine can be recovered, and z. B. the cabin heater 6 are supplied.
  • a further advantage of the invention with regard to a possible choice of material is at least the turbine housing 13. Due to the cooling of the turbine housing 13, or due to the possible permanent coolant flow For this, can be dispensed with a costly cast steel alloy, with advantageous lightweight materials such. B. aluminum can be used.
  • an input connection line 16 branches off from the bypass 11 and leads to the coolant jacket of the integrated exhaust gas collector.
  • an output connection line 17 leads to the coolant circuit 4 in this opening.
  • FIG. 2 a series circuit of the coolant jacket of the turbine housing 13 and the coolant jacket of the exhaust manifold and the integrated exhaust manifold shown.
  • the bypass 11 initially leads coolant to the turbine housing 13 and from here with its return line 14 exiting to the coolant jacket of the exhaust manifold.
  • the return line 14 may also be referred to as the input connection line 16.
  • the output connection line 17 leads to the coolant circuit 4 in this opening.
  • the turbocharger 12 or its turbine housing 13 is arranged upstream of the exhaust gas collector or the integrated exhaust gas collector with respect to the coolant flow. Dashed lines the output line 18 of the cylinder block coolant jacket is shown, which opens into the cooling circuit 4.
  • the output line 18 can optionally also open downstream of the turbine housing 13 and upstream of the exhaust manifold in the return line 14.
  • the output line 18 as well FIG. 2 be described in opening into the cooling circuit 4, so that the output line 18 is divided into two sub-branches quasi.
  • the branching into the return line 14 would then flow depending on the pressure drop in the turbine housing 13 (based on the coolant flow in this), wherein the other coolant flow flows into the cooling circuit 4.
  • a control for controlling an adjustable amount of the refrigerant flow in the respective branch may also be provided.
  • FIG. 4 based on the coolant flow is also shown a series connection of the two components turbine housing 13 and exhaust manifold.
  • the turbine housing 13 is arranged downstream of the exhaust gas collector with respect to the coolant flow.
  • the bypass 11 leads directly into the input side of the coolant jacket of the exhaust manifold, from the output side, the output connection line 17 leads to the coolant jacket of the turbine housing 13.
  • Downstream of the turbine housing 13 opens its coolant jacket via the return line 14 in the cooling circuit 4.
  • Dashed lines again the output line 18 of the cylinder block coolant jacket is shown, which as in the embodiment to FIG. 2 downstream of the turbine housing 13 in the cooling circuit 4 opens.
  • FIG. 5 is the series connection according to FIG. 4 illustrated, wherein the output line 18, however, opens upstream of the turbine housing in the output connection line 17.
  • a branching out into two sub-branches output line 18 may be provided so that the opening into the output connection line 17 branch would then flow depending on the pressure drop (based on the coolant flow), the other coolant flow flows into the cooling circuit 4.
  • a control element for controlling an adjustable amount of the coolant flow in the respective branch can also be provided here.
  • the internal combustion engine is shown only in principle.
  • the cylinder block coolant jacket may communicate with an intake side cylinder head coolant jacket (bores or vent holes in the cylinder head gasket).
  • the split cooling thermostat 8 In a warm-up phase of the internal combustion engine 1, that is, for example, after its cold start, the split cooling thermostat 8 is closed, so that in the engine block or in the cylinder block coolant jacket a coolant zero flow (except for small leakage quantities) is applied.
  • the hot refrigerant vapors thereby formed can be discharged to the intake side cylinder head coolant jacket via the connection of the cylinder block coolant jacket.
  • the no-flow strategy of the cylinder block coolant jacket can be maintained for a particularly long time without fear of thermal damage.
  • exhaust heat can be absorbed by the flowing in the turbine housing 13 and / or in the integrated exhaust manifold or in the outlet side cylinder head coolant jacket coolant and transported to the cabin heater 6 (additional heat input via exhaust gases), without that the no-flow strategy of Cylinder block coolant jacket would have to be abandoned, so that the negative effect of the split-cooling concept with respect to the reduced heat output in the passenger compartment with the invention, if not completely, at least partially compensated. From the cabin heater 6, the coolant flows back to the pump. 7
  • the coolant pump can be received in a cover (front cover), or covered by this.
  • the coolant pump 7 delivers a coolant flow to the split cooling thermostat 8, which z. B. is accommodated in a thermostat housing, and a coolant branch to the cylinder block coolant jacket and controlled to the bypass 11, wherein the bypass 11 is always open, so that at least the coolant jacket of the turbine housing 13 is continuously flowed through by coolant.
  • the split cooling thermostat 8 is arranged between a pump outlet and a cylinder block coolant jacket inlet and preferably integrated with its housing in the cylinder block.
  • the split cooling thermostat 8 is favorably arranged so that it is controlled by the temperature of the coolant in the cylinder block coolant jacket, that allows coolant flow into or in the cylinder block coolant jacket when the coolant temperature in the cylinder block coolant jacket has the required amount.
  • the split cooling thermostat 8 blocks the cylinder block coolant jacket, so that the no-flow strategy is carried out, which means in the meaning of the invention but a zero coolant flow (except for small leakage quantities) only for the cylinder block coolant jacket.
  • bypass 11 and the coolant channels 11, which are exemplified by the cylinder block, the cylinder head gasket and the cylinder head in the outlet side cylinder head coolant jacket are always open, so are not controlled by the split cooling thermostat 8.
  • a separate bypass 11 which exemplifies as in FIG. 1 shown leads to the turbine housing 13.
  • the coolant flow through the integrated in the cylinder head exhaust manifold (upper shell / lower shell) or through the outlet side of the cylinder head reaches such. B. in an outlet housing, which may be in communication with the cabin heater 6, wherein the coolant flowing through the turbine housing 13 is also in communication with the cabin heater 6.
  • the cabin heater 6 can be operated by supplying heat from the exhaust gases (additional Heat input from the exhaust gases into the coolant for cabin heating 6), without interrupting the no-flow strategy of the cylinder block coolant jacket.
  • the cylinder head still has the inlet side coolant jacket in addition to the cooled exhaust manifold.
  • the inlet-side coolant jacket is separated from the coolant jacket of the exhaust gas collector or the outlet side by means of a partition wall.
  • coolant flows in addition through the split cooling thermostat. 8 into the cylinder block coolant jacket and through corresponding bores in the inlet-side coolant jacket of the cylinder head, from where the coolant passes by way of example into the outlet housing and mixes with the outlet-side coolant stream.
  • coolant can also be dispensed with an outlet housing, with a mixing can then be done in the cabin heater 6 and / or in the supply line.
  • such a cooling strategy or a method for the separate passage of certain cooling areas can be provided, in which the engine block (no-flow strategy) is not flowed through in the warm-up phase, wherein the turbine housing 13, and / or the outlet side of Cylinder head, in particular the integrated exhaust collector, is continuously flowed through, so that the flowing coolant can absorb exhaust heat and transport to the cabin heater 6.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
EP10165035.6A 2010-06-07 2010-06-07 Separat gekühlter Turbolader zur Aufrechterhaltung einer No-Flow Strategie eines Zylinderblockkühlmittelmantels Active EP2392794B1 (de)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP10165035.6A EP2392794B1 (de) 2010-06-07 2010-06-07 Separat gekühlter Turbolader zur Aufrechterhaltung einer No-Flow Strategie eines Zylinderblockkühlmittelmantels
US13/152,035 US8833073B2 (en) 2010-06-07 2011-06-02 Separately cooled turbocharger for maintaining a no-flow strategy of an engine block coolant jacket
CN201110158385.0A CN102269037B (zh) 2010-06-07 2011-06-07 用于保持发动机缸体冷却剂套内无流动策略的被单独冷却的涡轮增压器

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP10165035.6A EP2392794B1 (de) 2010-06-07 2010-06-07 Separat gekühlter Turbolader zur Aufrechterhaltung einer No-Flow Strategie eines Zylinderblockkühlmittelmantels

Publications (2)

Publication Number Publication Date
EP2392794A1 EP2392794A1 (de) 2011-12-07
EP2392794B1 true EP2392794B1 (de) 2019-02-27

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EP10165035.6A Active EP2392794B1 (de) 2010-06-07 2010-06-07 Separat gekühlter Turbolader zur Aufrechterhaltung einer No-Flow Strategie eines Zylinderblockkühlmittelmantels

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Country Link
US (1) US8833073B2 (zh)
EP (1) EP2392794B1 (zh)
CN (1) CN102269037B (zh)

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US8833073B2 (en) 2014-09-16
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EP2392794A1 (de) 2011-12-07

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