瑞典专利SE1150168A1 Cooling system in a vehicle

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专利摘要:
The present invention relates to a cooling system in a vehicle (1) driven by a single-combustion engine (2). The cooling system comprises coolant pump (3), which is adapted to circulate coolant in the cooling system and an expansion tank (12) which enables expansion of the coolant in the cooling system during operation. The cooling system comprises pressure supply means (17-20) which enable an active pressurization of the coolant in the cooling system connected to at least one inlet to the coolant pump (3) and a control unit (21) adapted to receive information indicating when the coolant pump (3) starts and activates said pressure supply. means (17-20) so as to create an overpressure adjacent to the inlet of the coolant pump (3) during a start process of the coolant pump (3). (Fia 1)
公开号:SE1150168A1
申请号:SE1150168
申请日:2011-02-25
公开日:2012-08-26
发明作者:Hans Wikstroem
申请人:Scania Cv Ab；
IPC主号:

专利说明:

15 20 25 30 35 The tendency of the coolant pump to cavitate increases with the temperature of the coolant. When the coolant has reached operating temperature, the overpressure created by the height of the static line column is not normally sufficient to create an overpressure at the coolant pump inlet that prevents cavitation. The total overpressure created at the coolant pump's inlet of static line and the coolant expansion ensures that the pump does not cavitate. The volume of the expansion tank (air + coolant) is thus adjusted so that a suitable overpressure is created when the coolant expands.
DE 10 2007 058 575 Displays a cooling system for an internal combustion engine where the pressure in the cooling system can be regulated during operation of the internal combustion engine. In this case, an advanced pressure control system is used to regulate the pressure in the cooling system to a desired level with knowledge of the coolant temperature and the operating condition of the internal combustion engine.
You can browse. raise the pressure to an extra high level by quickly switching off a hot internal combustion engine to avoid steam formation in the internal combustion engine engine block. This means that the expansion tank can be made smaller as it does not require any extra volume to receive the abundant amount of steam that is otherwise formed during a quick shutdown of a hot internal combustion engine.
SUMMARY OF THE INVENTION The object of the present invention is to provide a cooling system in a vehicle where cavitation in a coolant pump can be prevented without the expansion tank having to be placed at a high level above the coolant pump. A further object of the invention is to make it possible to open the expansion tank when the coolant is hot and eliminate the prevailing overpressure in the tank without risking cavitation in the coolant pump at subsequent start-up.
These objects are achieved with the cooling system of the kind mentioned in the introduction, which is characterized by the features stated in the characterizing part of the patent claim 1.
The cooling system includes a control unit that is adapted to receive information indicating when the coolant pump starts. When the control unit receives this information, it activates a pressure supply means which raises the pressure of the coolant in connection with the inlet of the coolant purge. The pressure supply means pressurizes at least the coolant in connection with the coolant pump inlet to a level so that the coolant does not cavitate during the coolant pump's start process. The control unit advantageously deactivates said pressure supply means as soon as the starting process of the coolant purpen is over. The control unit can deactivate said pressure supply means after a predetermined time or after it receives information indicating that a coolant fate has occurred in the cooling system. The control unit may be a computer or the like which is provided with a suitable software for this purpose. In this case, no so-called "static line" needs to be used to create an elevated coolant pressure at the coolant pump inlet. The expansion tank of the cooling system can thus be arranged at a substantially arbitrary height level in relation to the coolant purpen. As the space for mounting components in vehicles is usually very limited, it is a great advantage to be able to give the expansion tariff a relatively arbitrary placement in a vehicle.
According to an embodiment of the invention, the coolant pump is driven by the internal combustion engine which in turn is started by a starter motor, the control unit being adapted to receive information indicating when the starter motor is in operation and to activate said pressure supply means for at least part of the time the starter motor is in Operation.
The coolant pump is driven in most vehicles by internal combustion engines. When the starter motor starts the internal combustion engine, in this case also the coolant pump. It can thus be stated that the coolant pump start process essentially coincides with the activation of the stait engine. The starter motor is activated for a relatively short period. It may therefore be appropriate to apply the coolant to the cooling system for the same period of time as the starter motor is activated. The coolant can be pressurized for the entire time that the starter motor is activated or a suitable part of this time.
According to an embodiment of the invention, said pressure supply means comprise a source of compressed air which enables the supply of compressed air to the cooling system when the coolant is to be pressurized in connection with the inlet of the coolant purple. As a rule, heavy vehicles always have access to compressed air, which can be used to advantage for this purpose.
Said compressed air source may comprise an accumulator tank which stores compressed air for an existing compressed air circulating system in the vehicle. In accumulator parts, compressed air can be stored with a relatively high overpressure for relatively long periods of time even when the vehicle is not in operation.
The accumulator tank can, for example, store compressed air for an existing compressed air system for the vehicle's brakes.
According to another preferred embodiment of the invention, said compressed air source is connectable to the cooling system via a compressed air line comprising a valve means which is adjustable in an open position in which it allows a compressed air flow from the compressed air source to the cooling system and in a closed position in which it prevents the fate of a compressed air from the source of compressed air to the cooling system. With the aid of such a valve means, the control unit can switch on. a simple and fast way to activate and deactivate said pressure supply means.
The compressed air line also advantageously includes a throttle valve. Most sources of compressed air in a vehicle store compressed air with a significantly higher pressure than the pressure required to pressurize the coolant so that cavitation is prevented. With a suitably dimensioned throttle valve, the pressure of the pressure cap can be reduced to a suitable level before it is led into the cooling system. A throttle valve also reduces the compressed air flow to the cooling system. Thus, a relatively small amount of compressed air can be consumed when the coolant is pressurized. The throttle valve can form a separate component in the pressure outlet line.
Alternatively, the throttle valve may be included in the valve means. In this case, in the open position, the valve means can have a relatively small fate channel for the pressure valve. Thus, the pressure lug receives a relatively large pressure drop as it passes through the open valve member.
According to another preferred embodiment of the invention, the throttle valve is dimensioned so that the compressed air which is led to the cooling system creates a pressure in connection with the coolant pump inlet of a size which at least corresponds to the pressure prevailing in the cooling system when the coolant has a normal operating temperature. During operation of a vehicle, a predetermined air pressure in a battery accumulator is generally maintained by a compressor driven by the internal combustion engine. When a vehicle has not been used for some time, the lu ﬁ pressure in the accumulator tank drops slightly due to leakage. For this reason, it may be appropriate to dimension the throttle valve so that the compressed air can also be used to provide a pressurization of the coolant in the cooling system, even when there is a lower pressure in the accumulator field. Alternatively, an adjustable throttle valve can be used. In this case, the control unit can receive information about the prevailing air pressure in the accumulator tank and adjust the throttle valve throttling of the compressed air by means of this information so that compressed air led into the cooling system always has a desired pressure.
According to another preferred embodiment of the invention, the compressed air line is connected to the expansion tank in the cooling system. Since the expansion tank already contains air in an upper area, it is suitable to supply the compressed air to this area of the expansion tarik. The supplied compressed air raises the air pressure above the coolant in the expansion tank. The lu ﬁ pressure acts with a pressure force on the coolant in the expansion tank so that it receives a corresponding pressure_ The pressure of the coolant in the expansion joint is transferred to the coolant in other parts of the cooling system. 10 15 20 25 30 35 The expansion tank may comprise a pressure control valve. In the event that air with too high a pressure is supplied to the expansion tank, the pressure control valve opens.
Thus, it does not matter if the hatch supplied to the tank has too high a pressure as it is quickly reduced by the pressure control valve. The expansion tank may also include a safety valve. A safety valve is normally arranged in the lid of the expansion tank. It can open and help to lower the pressure in the tank if the pressure control valve does not have the capacity to lower the pressure in a desired way. With the help of these already insignificant valves, it can almost always be prevented that an excessive pressure is created in the cooling system.
According to another preferred embodiment of the invention, the expansion tank comprises a non-return valve which ensures that the pressure in the expansion tank does not fall below the ambient air pressure. Such a non-return valve is usually an existing component in an expansion tank. The non-return valve opens if the pressure in the expansion tank falls below the ambient pressure. The presence of such a non-return valve guarantees that the pressure in the expansion tank at least shows the ambient air pressure, which is a prerequisite for cavitation not to occur. BRIEF DESCRIPTION OF THE DRAWING In the following, as an example, a preferred embodiment of the invention is described with reference to the accompanying drawing, in which: Figs. 1 shows a cooling system in a vehicle according to an embodiment of the invention.
DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT OF THE INVENTION Fig. 1 schematically shows a vehicle 1 driven by a supercharged internal combustion engine 2.
The vehicle 1 is advantageously a heavy vehicle. The internal combustion engine 2 can be a diesel engine. The internal combustion engine 2 is cooled by coolant circulating in a cooling system.
A coolant purge 3 circulates the coolant in the cooling system and through the internal combustion engine 2. After the coolant has cooled the internal combustion engine 2, it is led in a line 4 to a thermostat 5 in the cooling system. Before the coolant reaches a normal operating temperature, the thermostat 5 adapted to direct the coolant, via a line 6, to the coolant pump 3 which is arranged in a line 7. When the tin switch 5 leads the coolant to the coolant pump 3, the coolant circulates in the cooling system without cooling. As soon as the coolant reaches a temperature exceeding a predetermined operating temperature, the thermostat 5 directs the coolant, via a line 8, to a coolant cooler 9, which is mounted at a further portion of the vehicle 1. The coolant is cooled by a cooling air flow in the coolant cooler 9. The cooling air flow is provided by a cooling fan 10 and by the speed wind of the vehicle. After cooling in the coolant cooler 9, the coolant is led, via a line 11, to the coolant pump 3 in the line 7.
The volume of the coolant in the cooling system varies with the temperature of the coolant. For this reason, the cooling system comprises an expansion tank 12 with an internal space which absorbs the varying volume of the coolant. The expansion plate 12 is in this case, via a relatively short line 13, connected to the line 7 in a position on the suction side of the coolant pump 3. The expansion tank 12 comprises, at an upper portion, a removable lid 14 to enable the filling of coolant to the cooling system. The lid 14 comprises a schematically shown pressure control valve 15. The pressure control valve 15 opens when the pressure in the expansion valve 12 exceeds a maximum acceptable pressure in the cooling system.
The expansion tank 12 also includes a one-way valve 16. The one-way valve 16 ensures that the pressure in the expansion tank 12 at least corresponds to the pressure of the ambient air. It thus opens and lets in air if a negative pressure arises in the expansion starch 12.
The vehicle 1 is in this case provided with a source of compressed air in the form of an accumulator tank 17. The accumulator tank 17 contains compressed air ﬁ which is used in a compressed air system to activate the vehicle's compressed air brakes. During operation of the internal combustion engine 2, a brake shoe compressor maintains a predetermined relatively high air pressure in the accumulator tank 17. Since an accumulator tank 17 is very tight, the air pressure in the accumulator tank can be maintained relatively constant for a long time after the vehicle's internal combustion engine 2 is turned off. As a result, the compressed air brakes can be used as soon as the vehicle 1 is to be used. The accumulator tank 17 is connected to the expansion tank 12 via a compressed air line 18. Compressed air line 18 includes a valve member 19 which is adjustable in a closed position which prevents pressure from being led from the accumulator tank 17 to the expansion tank 12 and in an open position in which it allows compressed air from the accumulator tank 17 to the expansion tank 12.
Compressed air line 18 also includes a throttle valve 20 which provides a throttling of the compressed air as it is led from the accumulator tank 17 to the expansion tank 12. The air led into the expansion tank 12 thus has a lower pressure than the air 10 in the accumulator tank 17. In order to throttling the air, the throttle valve 20 comprises a d fate channel which has a relatively small cross-sectional area. This also provides a relatively small flow from the accumulator tank 17 to the expansion tank 12. The throttle valve 20 may advantageously comprise a flow channel which is dimensioned so as to create an overpressure in the expansion tank 12 of a size substantially corresponding to the overpressure prevailing in the coolant when the coolant has a normal dri ﬂ temperature. This pressure can be of the order of 1.5 bar. The valve member 19 and the throttle valve 20 constitute this case in separate units. Alternatively, the valve means 19 may be designed so that in the open position it provides a fate channel which provides a suitable throttling of the air which led from the accumulator tarik 17 to the expansion tank 12.
The cooling system comprises a control unit 21. When the internal combustion engine 2 is to be started, the driver turns a starter key or the like so that a starter motor 22 is activated. The starter motor 22 thus starts the internal combustion engine 2, which in turn activates the coolant pump 3. The coolant pump 3 thus starts substantially at the same time as the starter motor 22.
The control unit 21 is adapted to receive information indicating whether the starter motor 22 is in operation or not. This information can, for example, be obtained from the vehicle's ignition system or an engine control unit. The control unit 21 places the valve member 19 in the open position during times when the starter motor 22 is activated and in the closed position during times when the starter motor 22 is not activated. When the control unit 21 receives information indicating that the starter motor 22 has been activated, it opens the valve means 19. Compressed air from the accumulator tank 17 is now led via the valve means 19 and the throttle valve 20 to the expansion tank 12. The supplied compressed air can thus create a pressure in the expansion tank 12 of the order of 1.5 bar .
The coolant in the expansion tank 12 obtains an overpressure when a higher pressure is created than 1 bar. The overpressure of the coolant in the expansion tank 12 is spread, via the coolant in the line 13, to the line 7 where the coolant pump 3 is arranged. The coolant receives an overpressure in the line 7 on the suction side of the coolant pump 3 and adjacent to an inlet opening for coolant to the coolant pump 3. Since the coolant has a predetermined overpressure in this position, the risk of cavitation is eliminated when the coolant pump 3 starts. When the control unit 21 receives information indicating that the starter motor 22 has been deactivated, it closes the valve means 19. Circulation of the coolant in the cooling system has now started. During the continued operation of the internal combustion engine, the coolant circulating in the cooling system heats up to its operating temperature. However, as the temperature of the coolant increases, the pressure in the cooling system and the expansion tank 12. 10 15 20 25 25 35 The pressure control valve 15 in the expansion tank 12 ensures that the pressure in the cooling system does not rise above a maximum acceptable value.
The throttle valve 20 can thus be dimensioned so that it throttles the compressed air to the pressure which normally prevails in the expansion tank 12 during operation with hot coolant.
The throttle valve 20 can alternatively be dimensioned so that the compressed air which is led to the expansion tank 17 has a slightly higher pressure than the pressure which normally prevails in the expansion tank 12 when the coolant is hot. It is not a problem if the pressure hatch leading to the expansion bar 12 has a slightly too high pressure as it is corrected by the pressure control valve 15. By dimensioning the throttle valve 20 in this way a predetermined overpressure can be established in the cooling system by means of the pressure hatch in the accumulator tank 17. the air in the accumulator tank 17 has a slightly lower pressure duct normally. In particular if a vehicle has been parked for a long time, the pressure in the accumulator tank 17 may be lower than normal as an accumulator tank 17 cannot be made completely tight.
An alternative to a throttle valve 20 that provides a constant throttle is to utilize a throttle valve with an adjustable throttle. In this case, a pressure sensor can sense the pressure of the compressed air in the accumulator tank 17. The control unit 21 can receive information from the pressure sensor regarding the pressure in the accumulator tank 17 when the starter motor 22 is activated. With knowledge of the prevailing pressure in the accumulator tank 17, the control unit 21 can control the throttle valve 20 so that it throttles the air to a pressure which substantially corresponds to the pressure which the coolant has in the cooling system during normal operation or to another desired pressure value.
With the present invention, the expansion tank 12 does not need to be connected to a so-called "Static line" to eliminate the risk of cavitation. Thus, the expansion tank can be placed at a substantially optional height level in relation to the coolant pump 3.
The expansion tank 12 can, for example, be arranged at a height level between 0-20 cm above the inlet of the coolant pump 3. It is also possible to arrange the expansion bar 12 at a lower level than the coolant pump 3 if equipment is used which makes this possible for the coolant to expand in the expansion bar 12 at such a low level.
In conventional cooling systems, the lid 14 of the expansion tank 12 should not be opened when the coolant is hot. When the lid is then screwed on, atmospheric pressure prevails in the expansion statile. The tendency of the coolant pump 3 to cavitate increases with the temperature of the coolant 10. When starting a coolant pump 3 with hot coolant, the coolant pump 3 tends to cavitate because the static line column does not give a sufficiently high pressure at the inlet of the coolant pump 3. With the present invention, this is not a problem.
The key that leads to the expansion tank 12 also creates one in this case. superstructure determined by the lu i pressure in the accumulator tank 17 and the throttling ability of the throttle valve 20.
Thus, there is no risk of cavitation even if there is an atmospheric pressure in the cooling system before the internal combustion engine 2 and the coolant pump 3 are started.
The invention is in no way limited to the embodiment described in the drawing but can be varied within the scope of the claims.

权利要求:
Claims (10)
[1]
A cooling system in a vehicle (1) driven by an internal combustion engine (2), the cooling system comprising a coolant pump (3) adapted to circulate coolant in the cooling system and an expansion starch (12) enabling expansion of the coolant in the cooling system during operation, characterized in that the cooling system comprises pressure supply means (17-20) which enable an active pressurization of the coolant in the cooling system connection to at least one inlet to the coolant pump (3) and a control unit (21) adapted to receive information indicating when the coolant pump starts and activate said pressure supply means (17-20) so. that it creates an overpressure in connection with the inlet to the coolant-liquid pump (3) during a starting process of the coolant pump (3).
[2]
Cooling system according to claim 1, characterized in that the coolant pump is driven by the internal combustion engine (2) which in turn is started by a starter motor (22), the control unit (21) being adapted to receive information indicating when the starter motor (22) is in operation and activating said pressure supply means (17-20) for at least a portion of the time the starter motor (22) is in operation.
[3]
Cooling system according to claim 1, characterized in that said pressure supply means comprises a compressed air source (17) which enables the supply of compressed air to the cooling system when the coolant in connection with the inlet of the coolant pump (3) is to be pressurized.
[4]
Cooling system according to claim 3, characterized in that the compressed air source comprises an accumulator taric (17) which is adapted to store compressed air for a considerable compressed air system in the vehicle.
[5]
Cooling system according to claim 3 or 4, characterized in that the pressurized source (17) is connected to the cooling system via a pressurized slide (18) comprising a valve means (19) adjustable in an open position in which it allows a pressurized source from the pressurized source (17). ) to the cooling system and in a closed position in which it prevents the pressure of the pressure lock from the pressure switch source (17) to the cooling system.
[6]
Cooling system according to claim 5, characterized in that the compressed air line (18) comprises a throttle valve (20). 10 15 11
[7]
Cooling system according to claim 6, characterized in that the throttle valve (20) is dimensioned so that the pressure valve leading to the cooling system creates an overpressure in connection with the inlet of the coolant pump (3) of a size which at least corresponds to the pressure prevailing in the cooling system. a normal driit temperature.
[8]
Cooling system according to one of the preceding claims 5 to 7, characterized in that the compressed air line (18) is connected to the expansion tank (12) in the cooling system.
[9]
Cooling system according to one of the preceding claims, characterized in that the expansion plate (17) comprises a pressure control valve (15).
[10]
Cooling system according to one of the preceding claims, characterized in that the expansion tank (17) comprises a non-return valve (16) which ensures that the pressure in the expansion joint (17) does not fall below the ambient air pressure.

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同族专利:

公开号 | 公开日

SE535942C2|2013-02-26|

EP2492467B1|2019-07-31|

EP2492467A1|2012-08-29|

引用文献:

公开号 | 申请日 | 公开日 | 申请人 | 专利标题

CH373225A|1959-12-17|1963-11-15|Gratzmuller Jean Louis|Process for cooling an engine unit comprising at least one internal combustion engine and installation for implementing this process|

DE102005007781B4|2005-02-19|2013-01-31|Man Truck & Bus Ag|Method and arrangement for rapid construction of the system pressure in the coolant circuit of internal combustion engines|

SE530868C2|2007-02-09|2008-09-30|Volvo Lastvagnar Ab|Cooling|

DE102007058575B4|2007-12-05|2013-08-01|Man Truck & Bus Ag|Motor vehicle with compressed air based cooling system|SE537110C2|2012-12-10|2015-01-13|Scania Cv Ab|Arrangement and method of pressurizing a cooling system which cools an internal combustion engine in a vehicle|

CN103687444B|2013-11-13|2016-01-13|中国航空工业集团公司西安飞机设计研究所|Aircraft liquid cooling system balloon piston type pressuring expansion device|

SE538660C2|2014-02-10|2016-10-11|Scania Cv Ab|Valve device for maintaining a predetermined pressure in a cooling system of a vehicle|

DE102014018366A1|2014-12-10|2016-06-16|Man Truck & Bus Ag|Expansion tank for the coolant of liquid-cooled internal combustion engines|

DE102020114381A1|2020-05-28|2021-12-02|Audi Aktiengesellschaft|Expansion tank for coolant circuit and motor vehicle and operating procedures for this|

法律状态:

优先权:

申请号 | 申请日 | 专利标题

SE1150168A|SE535942C2|2011-02-25|2011-02-25|Cooling system in a vehicle|SE1150168A| SE535942C2|2011-02-25|2011-02-25|Cooling system in a vehicle|

EP12155262.4A| EP2492467B1|2011-02-25|2012-02-14|Cooling system in a vehicle|

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