• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to an arrangement and a method for pressurizing a cooling system which cools an internal combustion engine (2) in a vehicle (1). The cooling system comprises a coolant pump (3), which is adapted to circulate coolant in the cooling system, an expansion tank (12) which enables expansion of the ethyl liquid in the cooling system, an overpressure valve (15) which releases air when a certain pressure is reached in the cooling system. ~ 2l) which enables the supply of compressed air to the cooling system. Said compressed air supply means (17-21) is adapted to continuously supply an air flow to the cooling system throughout the time that the internal combustion engine (2) is in operation and to supply an air flow of a size which at least corresponds to an estimated leakage from the cooling system. (Fig. 1)
    公开号:SE1251396A1
    申请号:SE1251396
    申请日:2012-12-10
    公开日:2014-06-11
    发明作者:Hans Wikström
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    BACKGROUND OF THE INVENTION AND PRIOR ARTThe present invention relates to an arrangement and a method for pressurizing a cooling system SOTTlkyler an internal combustion engine in a vehicle according to claims 1 and 11ingresser.
    Cooling fluid circulating in a cooling system for cooling an internal combustion engine usually has an operating temperature of approximately 80 ° C - 100 ° C. During a cold start of the internal combustion engine, the coolant has a significantly lower temperature. The cooling water occupieshowever, a stone volume in the cooling system when it is hot and it is cold. ToMay a volume change of the cooling liquid during operation include the cooling system an expansion tank. The expansion tank consists of an enclosed space that contains air and cooling water. The expansion tank is equipped with a filling cap and an overpressure valve that limits the pressure in this as well as a non-return valve that preventsa negative pressure arises in the tank. As the coolant expands during heatingthe pressure rises in the tank. However, the pressure cannot rise above a maximum permissible value defined by the overpressure valve opening temperature.
    The expansion tank is normally connected to other parts of the cooling system via avertical wire called "static line". The expansion tank is placed dammed on oneyiss height level above the coolant pump that circulates the coolant in the cooling system. With such a construction, a cooling water column is provided which extends from the cooling water pump up to an expansion tank, whereby an overpressure is created in connection with the inlet of the cooling water pump so that kayitation does not occur in the event thatthe coolant pump is started.2However, the tendency of the coolant pump to cavitate fields with the temperature of the coolant. As the cooling water night operating temperature does not normally exceed the overpressure created by the static line column to eliminate the risk of cavitation in the cooling water pump. However, the cooling fluid then expands the varnish up which results in an overpressurecreated in the cooling system. The volume of the expansion tank, which is occupied by air and coolant, isdimensioned so that there is a light overpressure when the coolant expands. This overpressure and static line together create an overpressure at the coolant pump inlet which ensures that the coolant pump does not cavitate when the coolant is hot,However, a cooling system is not completely empty, but there is a small onelacquering of both air and cooling water tran cooling system during operation of the combustion engine. The liquid leakage occurs mainly in the shaft seal of the cooling water pump and the air leakage occurs mainly in the non-return valve of the expansion tank. The leakage lowers the pressure level in the cooling system during operation of the internal combustion engine. However, the leakage is1 sh small that the pressure level only drops negligibly about the vehicle during normal operation of the vehicleand with intermediate periods dA the cooling liquid has the possibility to cool down to ambient temperature.
    When the coolant cools down after an operating period, it regains its original volume.
    This creates a negative pressure in the cooling system that corresponds to the leakage in the cooling systemduring the operating period. The non-return valve Opens and adjusts this leakage afterwards. Transport vehicles can be driven substantially around the clock without intermediate periods during which the coolant cools down. Even if the lacquer of air and coolant is very small, the lacquer can for a long continuous operating period lower the overpressure to a salevel that there is a risk of cavitation damage to the coolant pump.
    DE 10 2007 058 575 discloses 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.tried knowledge of the coolant temperature and the operating condition of the internal combustion engine.
    One can i.a. raise the pressure to an extra high level when quickly switching off a hot internal combustion engine to avoid fouling in the internal combustion engine engine block. This meant that the expansion tank can be smaller as it does not require additional extra volume to receive the abundant amount of input which is otherwise formed during rapid shut-off ofa hot internal combustion engine.3SUMMARY OF THE INVENTIONThe object of the present invention is to provide an arrangement which prevents the occurrence of cavitation damage to a cooling water pump even ifthe cooling system is operated substantially continuously for long periods. Another purpose is toprovide an arrangement which has a simple design and comprises components which can be applied fairly easily in an existing cooling system.
    These objects are achieved with the cooling system of the kind mentioned in the introduction, whichcan be characterized by the features set forth in the edge-drawing part of claim 1. Duringoperation, there is thus a small leakage of air and liquid in the cooling system. Such a leakage results in the overpressure in the cooling system being successively reduced during continuous operation of the cooling system with the usual cooling water. However, it is possible to estimate this lackage with a relatively good accuracy. According to the invention is suppliedcontinuously an air flow to the cooling system in all cases where the internal combustion engine isin operation. The amount of air supplied is of such a size that it at least always corresponds to the estimated lacquer from the cooling system. loch with it, an intended overpressure in the cooling system can be maintained while the cooling system continues from the long operation of the internal combustion engine. The intended overpressure in the cooling system is of a size sathat together with the static line it prevents cavitation from occurring in the coolant pump.
    In order to create the arrangement, it is thus only necessary to supply components which continuously supply pressure air in an appropriate amount to the cooling system. Such components can have a relatively simple construction and they can advantageously be applied in an existing cooling system. The amount of compressed air that needs to be supplied is so small that it aynegligible in relation to the amount of compressed air consumed by other componentsfor example, a heavy vehicleAccording to an embodiment of the invention, said compressed air supply means is adapted to supply a continuous air flock of a size exceeding theair flock that is estimated to leak out of the cooling system. Preferably a little more air is suppliedto the cooling system depending on what comes out. Essentially all conventional expansion tanks include a pressure relief valve. In this case, the pressure of the cooling system will rise until it reaches the overpressure defined by the overpressure valve. When the overpressure valve opening pressure is reached, it opens and air is released so that the pressurethe cooling system is reduced. The pressure relief valve thus ensures that the pressure level does notexceeds a maximum permitted level. The pressure in the cooling system is kept by it on one4substantially constant hog level defined by the overpressure valve opening pressure as long as the internal combustion engine that activated. The overpressure valve slack has thus made the difference between the amount of air supplied in the cooling system and the leakage from the cooling system.
    Supply of compressed air should heist exceed the estimated leakage by a relatively small. A very large flow of compressed air to the cooling system results in a very frequent opening of the overpressure valve and an unnecessarily large use of compressed air. Although the lacquer can be estimated with a relatively good accuracy, it must, howeverthere is a certain error that the supply of compressed air to the cooling system with certaintyat least corresponds to the actual lacquer. The leakage in the cooling system is not constant but is related to the size of the overpressure in the cooling system. A maximum leakage occurs at the maximum permissible overpressure which thus lines up in the cooling system just before the overpressure valve opens. The supply of compressed air can advantageously besubstantially constant and correspond to the maximum lacquer. This increases the pressurerelatively quickly in the cooling system cla it lines eft last overtryek and thus a small lackage while the pressure rises much slower as it lines a ston-e overpressure and claimed a stone lackage.
    According to an embodiment of the invention, said pressure supply means comprises acompressed air heater and a compressed air line that conducts compressed air from the compressed air heater to the cooling system. In heavy vehicles, as a rule, there is essentially always access to compressed air which can be used to advantage for this purpose. The compressed air head can be constituted by an accumulator tank which stores compressed air for an existing compressed air system in the vehicle.
    During operation of a vehicle, a predetermined relative cough air pressure is generally maintained in aaccumulator tank of a compressor driven by the internal combustion engine. Such accumulator tanks are relatively tight so that compressed air can be stored with a relatively large overpressure for long periods of time even when the vehicle jute is in operation. The accumulator tank can, for example, store compressed air for an existing compressed air system for the vehicle's brakes.
    According to an embodiment of the invention, said compressed air line comprises a throttling member with a fixed throttling which defines the air flow to the cooling system. The most compressed air heads in a vehicle store compressed air with a significantly higher pressure than the pressure required to pressurize the cooling system. With knowledge of the pressurethe compressed air head and in the cooling system so the throttling member can be dimensioned so that compressed airled from the accumulator tank to the cooling system in a desired amount. About the compressed air skullhas a high constant pressure in relation to the pressure of the cooling system, a substantially constant air flow is obtained to the cooling system as the pressure changes in the cooling system are relatively small.
    According to an embodiment of the invention, the compressed air line comprises a valve whichis arranged in said line which is housed in an open layer then the combustion engineis started and in a rod position when the internal combustion engine is fired ay. Thus, the supply of compressed air to the cooling system starts as soon as the internal combustion engine starts and ceases as soon as the internal combustion engine is shut down. Said valve may comprise the throttling means. Such a valve may have a design so that it is in the openthe team reduces the compressed air pressure and clamed the air floc to the cooling system to a desiredniva. In this case, the valve has, in the open layer, a relatively narrow flow channel for the compressed air. Alternatively, the throttle member and the valve may be separate components of the compressed air line.
    According to an embodiment of the invention, said pressure supplying means may comprisea control unit adapted to receive information indicating when the internal combustion engine starts and switches off and to control said valve with the aid of this information. Such a control unit can form part of a motor control unit or a separate control unit which receives information from, for example, a motor control unit. The valveis advantageously an electrically controlled valve such as a solenoid valve. With the help of suchvalve, the control unit can open and shut off the supply of compressed air to the cooling system with a simple and fast salt.
    According to another embodiment of the invention, the compressed air line leads to compressed airthe expansion tank in the cooling system. Because an expansion tank already contains air in onebyre area, it is appropriate to supply the compressed air to this area of the expansion tank. The supplied compressed air raises the air pressure in the area above the cooling water in the expansion tank. The air pressure acts armed with a pressure force on the coolant in the expansion tank so that it receives a corresponding pressure. Kylvatskanspressure in the expansion tank is transferred to the cooling vessel in other parts of the cooling system.
    Alternatively, the air can be supplied to a static line or other suitable stable in the cooling system. The expansion tank advantageously includes the pressure relief 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 up and help to lower the pressure in the mindthe pressure relief valve did not have the capacity to lower the pressure in a desired manner.6According 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 pressure of the yielding tuft. Such a non-return valve is usually an existing grain component in an expansion tank. The non-return valve opens if the pressure in the expansion tank falls belowambient pressure. The presence of such a non-return valve guarantees that the pressurethe expansion tank at least shows the ambient air pressure after the cooling unit in the cooling system has cooled down after operation.
    The object stated in the introduction is achieved by the method according to claim 11.
    BRIEF DESCRIPTION OF THE DRAWINGIn the following, as an example, a preferred embodiment of the invention is described with reference to the accompanying drawing, in which:Fig. 1 shows a cooling system in a vehicle according to an embodiment of the invention.
    DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT OF THE INVENTIONFig. 1 seematically shows a vehicle 1 driven by an overcharged internal combustion engine 2. The vehicle 1 is with a vehicle part 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 pump 3 circulates the coolant in the cooling system and throughinternal combustion engine 2. After the cooling vessel has cooled the combustion engine 2, it is led into aline 4 to a thermostat 5 in the cooling system. The intimate coolant reaches a normal operating temperature, the thermostat 5 is adapted to direct the coolant, via a line 6, to the coolant pump 3 which is arranged in a line 7. Since the thermostat 5 leads the coolant to the coolant pump 3, the coolant in the titanium cooling system is circulated to cool. St soon asThe cooling temperature reaches a temperature that exceeds a predetermined operating temperature of the jointsthe thermostat 5 the cooling water cooler, via a line 8, to a cooling water cooling radiator 9, which is mounted at a rear part of the vehicle 1. The cooling water coolant is cooled by a cooling air flow The cooling wash cooler 9. The cooling air stream is provided by a cooling surface 10 and the vehicle wind speed. After cooling in the cooling water cooler 9, the cooling water heater is led, via a line11, to the coolant pump 3 in line 7.7The 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 takes up the varying volume of the cooling water tank. The expansion tank 12 is in this case, via a line 13, connected to the line 7 in a position on the suction side of the cooling water pump 3.
    The expansion tank 12 includes, at an owe portion, a removable lid 14 formake it possible to fill coolant to the cooling system. The lid 14 comprises a diagrammatically shown overpressure valve 15. The overpressure valve 15 opens when the pressure expansion tank 12 exceeds a maximum acceptable pressure in the cooling system. The overpressure valve 15 can, for example, open at an overpressure of 0.9 bar.
    The expansion tank 12 also includes a non-return valve 16. The non-return valve 16 is stablethe pressure in the expansion tank 12 at least corresponds to the pressure of the ambient air. It thus opens and lets in air when a negative pressure arisesthe expansion tank 12 in relation to the environment.
    The vehicle I is in this case provided with a compressed air head in the form of an accumulator tankThe accumulator tank 17 contains compressed air that 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 compressor maintains a predetermined relatively high air pressure in the accumulator tank 17. Since an ae, accumulator tank 17 has a very tight constructionthen the air pressure in the accumulator tank can be maintained relatively constant for a long timeafter the vehicle's internal combustion engine 2 has been shut down ay. 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 lineCompressed air line 18 comprises an electronically controlled valve 19 such as onesolenoid valve which can be stowed in a closed lid in which part prevents compressed air from being conductedfrom the accumulator tank 17 to the expansion tank 12 and in an open layer in which part allows compressed air to be led from the accumulator tank 17 to the expansion tank 12.
    Compressed air line 18 also includes a throttle member 20 which provides a fixedthrottling of the compressed air led from the accumulator tank 17 to the expansion tank 12.
    The air which is led into the expansion tank 12 has a considerably lower pressure than the air in the accumulator tank 17. In order to restrict the air, the restrictor 20 comprises a flow channel which has a small cross-sectional area. Thereby also a relatively small air flow is provided from the accumulator tank 17 to the expansion tank 12. With knowledge amthe pressure in the accumulator tank and the pressure in the expansion tank 12 can be fixedthe throttle member 20 is dimensioned so as to obtain a desired air flow frail8the accumulator tank 17 to the expansion tank 12 with good precision. The valve 19 and the throttling member 20 in this case form separate units. Alternatively, the valve 19 and the throttling member 20 may be formed as a component in the form of a throttling valve which in the open layer provides a flow channel which provides a suitable throttling of the air as ledfrom the accumulator tank 17 to the expansion tank 12.
    The cooling system comprises a control unit 21. The control unit 21 is adapted to receiveinformation indicating when the internal combustion engine 2 starts and when it is shut down ay. INin this case, the control unit 21 receives information from an engine control unit 22. The control unit 21the valve member 19 stalls the open layer when the internal combustion engine 2 starts and in itstangda lager dä forbranningsmotorn 2 stangs ay. The valve member 19 is always in the open layer when the internal combustion engine is activated and in the closed layer a it is not activated. When the controller 21 receives information indicating that the combustion engine 2 has been activated, it opens the valve means 19. As a result, a continuous flow is conducted.of compressed air from the accumulator tank 17 to the expansion tank 12 in all cases asinternal combustion engine 2 is activated.
    The cooling liquid obtains an overpressure in the line 7 on the suction side of the cooling water pump 3 which is defined by the height of the static line column and the overpressure in the expansion tank 17. Whenthe coolant is cold, the static line column provides a sufficient overpressure oncooling suction side 3 suction side to prevent cavitation. During operation of the internal combustion engine, the cooling vessel circulating in the cooling system heats up. As the coolant heats up, the tendency of the coolant pump 3 to cavitate increases. The hot coolant, however, takes up a larger volume than cold coolant, which creates an overpressure in the cooling system whenthe cooling water heats up. Data overpressure and static line together create a sufficienthigh pressure which prevents cavitation in the coolant pump 3 when the coolant is hot. A cooling system is not completely taken. A certain liquid leakage occurs, for example, at a shaft seal the cooling liquid pump 3 has and a certain air leakage occurs, for example, at the non-return valve 16. The leakage is reduced by the overpressure in the cooling system duringoperation of internal combustion engine. Especially if the vehicle is operated for a very long periodwithout interruption, there is a risk that the overpressure will be reduced considerably due to the said leakage. There is also a risk that the overpressure in the cooling system is reduced by opening the lid of the cooling system when the cooling liquid is hot.
    The lackage of air and cooling water son] obtained in a cooling system can be estimated with arelatively good accuracy. For example, said check valves 16 comprise task am9maximum lackage. The control unit 21 thus receives information from the engine unit 22 when the internal combustion engine 2 starts. The control unit then places the valve 19 in the open layer. Since the pressure in the accumulator tank 17 is higher than the pressure in the expansion tank 12, a tuft flow is obtained from the accumulator tank 17, via the pressure tuft line 18, tothe expansion tank 12. The choke member 20 and the difference in pressure betweenthe accumulator tank 17 and the expansion tank define the size of the air flow. The throttling member 20 is dimensioned so that the tin-fed air flow is of a size such that it at least always corresponds to the leakage which takes place from the cooling system. In and tried it, an intended overpressure in the cooling system can be maintained regardless of how Lange operation ofthe internal combustion engine 2 continues. Data overprint guarantees with static line that a pressureobtained at the inlet of the cooling water pump at which cavitation is prevented.
    Advantageously, the throttling member 20 is dimensioned so that it continuously supplies an air flow to the expansion tank 17 of a size which exceeds the estimated lacquer fromthe cooling system. As a result, the pressure in the cooling system will rise until it reaches its maximumallow the overpressure defined by the overpressure valve 15. When the opening pressure of the overpressure valve 15 is reached, it opens and releases air so that the pressure in the expansion tank 12 is reduced. the overpressure valve 15 thus ensures that the pressure level does not exceed a maximum permitted MITA in the cooling system. The pressure in the cooling system is kept in andwith it ph a substantially constant hog niva sA Lange as the internal combustion engine Aractivated. This overpressure, together with the static line, guarantees that a sufficiently large pressure is obtained at the inlet of the cooling water pump so that cavitation is avoided.
    The supply of compressed air should heist exceed the estimated lacquer by a relativesmall. An excessive Rode of compressed air to the cooling system results in a lotfrequent opening of the overpressure valve 15 and an unnecessarily large consumption of compressed air. Although the leakage at the shaft water pump shaft shaft and the non-return valve 16 can be estimated with a relatively good accuracy, there is, however, a certain error.corresponds to the actual lacquer. The leakage in the cooling system is not constant but it isrelated to the size of the overpressure in the cooling system. A maximum leakage occurs at the maximum permissible overpressure which thus raids in the cooling system just before the overpressure valve 15 opens. The supplied flow of compressed air can advantageously be substantially constant and correspond to the maximum idea cake. This increases the pressurerelatively quickly in the cooling system as there is an added overpressure and a small leakage whilethe pressure rises much more slowly as it raids a higher tuck and a stone lackage.
    An overpressure valve 16 is present in substantially all conventional expansion tanks. A compressed air head 17 is generally provided in at least heavy vehicles 1. In order to supply compressed air to the expansion tank 12, only a compressed air line 18, a valve 19, athrottling means 20 ° eh a control unit 21. These components can advantageously be appliedin an existing vehicle titanium major problem. The amount of compressed air that needs to be supplied is so small that it is negligible in relation to the amount of compressed air consumed by other components in a heavy vehicle 1.
    The invention is in no way limited to the embodiment described phthe drawing but can be varied freely within the scope of the claims,11
    权利要求:
    Claims (11)
    [1]
    An arrangement for pressurizing a cooling system that cools an internal combustion engine (2) in a vehicle (1), the cooling system comprising a coolant pump (3) adapted to circulate coolant in the cooling system, an expansion tank (12) enabling expansion of the coolant in the cooling system during operation, an overpressure valve (15) which releases air from the cooling system when a certain pressure is reached in the cooling system, the arrangement comprises compressed air supply means (17-21) which allow supply of compressed air to the cooling system, characterized in that said compressed air supply means (17- 21) is adapted to continuously supply an air flow to the cooling system throughout the time that the combustion engine (2) is in operation and to supply an air flow of a size which at least corresponds to an estimated leakage from the cooling system.
    [2]
    Cooling system according to claim 1, characterized in that said compressed air supply means (17-21) is adapted to supply an air flow of a size which exceeds the estimated leakage from the cooling system.
    [3]
    Cooling system according to claim 1, characterized in that said compressed air supply means (17-21) comprises a compressed air head (17) and a compressed air line (18) which continuously conducts compressed air from the compressed air head (17) to the cooling system during operation of the combustion engine (2).
    [4]
    Cooling system according to claim 3, characterized in that the compressed air head comprises an accumulator tank (17) which is adapted to store compressed air for an existing compressed air system in the vehicle (1).
    [5]
    Cooling system according to claim 3 or 4, characterized in that compressed air line (18) comprises a throttling member (20) with a fixed throttle which defines the air flow to the cooling system.
    [6]
    Cooling system according to any one of claims 3 to 5, characterized in that the compressed air line (18) comprises a valve (19) which is adapted to be set in an open Idge combustion engine (2) is started and in a rod 'age cid combustion engine (2) is closed ay.
    [7]
    Cooling system according to claims 5 and 6, characterized in that said valve (19) comprises the throttling means (20). 12
    [8]
    Cooling system according to claim 6 or 7, characterized in that said pressure supply means (17-21) comprises a control unit (21) adapted to receive information indicating when the combustion engine (2) starts and switches off and to control said valve (19 ) using this information.
    [9]
    Cooling system according to one of the preceding claims, characterized in that the compressed air line (18) is adapted to conduct compressed air from the compressed air head (17) to the expansion tank (12) in the cooling system.
    [10]
    Cooling system according to one of the preceding claims, characterized in that the expansion tank (12) comprises a non-return valve (16) which ensures that the pressure in the expansion tank (12) does not fall below the ambient pressure.
    [11]
    A method of pressurizing a cooling system which cools an internal combustion engine (2) in a vehicle (1), the cooling system comprising a coolant pump (3) adapted to circulate coolant in the cooling system, an expansion tank (12) which enables expansion of the coolant in the cooling system during operation, an overpressure valve (15) that releases air from the cooling system then. a certain pressure is obtained in the cooling system, characterized by the step of continuously supplying an air flow to the cooling system throughout the time that the internal combustion engine is in operation and of supplying an air flow of a size which at least corresponds to an estimated leakage from the cooling system. 1/1
    类似技术:
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    同族专利:
    公开号 | 公开日
    BR112015013478A2|2017-07-11|
    EP2929160A4|2016-07-27|
    SE537110C2|2015-01-13|
    CN104838107A|2015-08-12|
    US20150345365A1|2015-12-03|
    RU2015127832A|2017-01-16|
    EP2929160A1|2015-10-14|
    KR20150091412A|2015-08-10|
    WO2014092627A1|2014-06-19|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1251396A|SE537110C2|2012-12-10|2012-12-10|Arrangement and method of pressurizing a cooling system which cools an internal combustion engine in a vehicle|SE1251396A| SE537110C2|2012-12-10|2012-12-10|Arrangement and method of pressurizing a cooling system which cools an internal combustion engine in a vehicle|
    BR112015013478A| BR112015013478A2|2012-12-10|2013-11-19|device and procedure for pressurizing a refrigeration system to cool an internal combustion engine in a vehicle|
    PCT/SE2013/051357| WO2014092627A1|2012-12-10|2013-11-19|Arrangement and procedure for pressurizing a cooling system to cool an internal combustion engine in a vehicle|
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    US14/649,631| US20150345365A1|2012-12-10|2013-11-19|Arrangement and procedure for pressurizing a cooling system to cool an internal combustion engine in a vehicle|
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