EP0240777A2 - Pompe de refroidissement pour le moteur à combustion interne d'une voiture automobile - Google Patents

Pompe de refroidissement pour le moteur à combustion interne d'une voiture automobile Download PDF

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Publication number
EP0240777A2
EP0240777A2 EP87103793A EP87103793A EP0240777A2 EP 0240777 A2 EP0240777 A2 EP 0240777A2 EP 87103793 A EP87103793 A EP 87103793A EP 87103793 A EP87103793 A EP 87103793A EP 0240777 A2 EP0240777 A2 EP 0240777A2
Authority
EP
European Patent Office
Prior art keywords
impeller
drive shaft
speed
combustion engine
pump
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.)
Withdrawn
Application number
EP87103793A
Other languages
German (de)
English (en)
Other versions
EP0240777A3 (fr
Inventor
Theo Dipl.-Ing. Seufer
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.)
Audi AG
Original Assignee
Audi AG
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 Audi AG filed Critical Audi AG
Publication of EP0240777A2 publication Critical patent/EP0240777A2/fr
Publication of EP0240777A3 publication Critical patent/EP0240777A3/fr
Withdrawn legal-status Critical Current

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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
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D15/00—Control, e.g. regulation, of pumps, pumping installations or systems
    • F04D15/0027—Varying behaviour or the very pump
    • F04D15/0033—By-passing by increasing clearance between impeller and its casing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D29/00—Details, component parts, or accessories
    • F04D29/04—Shafts or bearings, or assemblies thereof
    • F04D29/042—Axially shiftable rotors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D29/00—Details, component parts, or accessories
    • F04D29/18—Rotors
    • F04D29/20—Mounting rotors on shafts

Definitions

  • the invention relates to a coolant pump for a vehicle internal combustion engine according to the preamble of claim 1.
  • the impeller In a known coolant pump of this type (DE-PS 33 29 002), the impeller is displaced as a function of the coolant temperature by means of a bimetal or expansion element acted upon by the coolant. When the coolant temperature is low, the impeller is in an end position in which the width of the gap between the radial blades and the pump housing has its greatest width and the coolant delivery is interrupted. This shortens the warm-up phase of the internal combustion engine. With increasing coolant temperature, the impeller is increasingly displaced, so that the gap width is reduced and an increasing quantity of coolant is conveyed in accordance with the increased cooling requirement of the internal combustion engine.
  • Coolant pumps are also known, the delivery of which can be changed as a function of the speed of the drive shaft, which is generally driven by the internal combustion engine. This ensures that on the one hand at low speeds down to idling the internal combustion engine a sufficient flow rate for heating the vehicle interior is provided and on the other hand at high speeds the flow rate is limited to a value that ensures sufficient cooling of the engine, but at large flow rates existing cavitation risk is eliminated.
  • the speed-dependent regulation of the delivery rate takes place for example there through that the pump drive shaft is driven by the internal combustion engine via a V-belt transmission, the adjustment mechanism of which consists of centrifugal weights, by means of which a translation is carried out quickly at low crankshaft speed and, depending on centrifugal force, a translation is carried out slowly as the crankshaft speed increases (DE-OS 20 27 654, DE- OS 15 76 358).
  • This type of flow control is structurally complex and requires a lot of space, which is usually not available in the confined space in the engine compartment of a motor vehicle.
  • the invention has for its object to provide a coolant pump according to the preamble of claim 1, the flow rate adapts to the different requirements with different numbers of wires with simple means, which thus covers the requirements of the heater when idling, but cuts the delivery rate at high speeds, to avoid cavitation damage.
  • the stated object is achieved in that a device for displacing the impeller as a function of the speed of the drive shaft is provided, in such a way that with increasing rotation number increases the size of the gap between the radial blades and the pump housing.
  • the pump according to the invention is designed such that in the position of the impeller, in which the gap between the radial blades and the pump housing has its smallest width, it promotes an amount of liquid sufficient to heat the vehicle interior at idle speed.
  • the delivery rate increases, but due to the shifting of the impeller now occurring and the associated increase in the width of the gap mentioned, not to the extent that would be the case without impeller shifting, at maximum speed Impeller position is reached, in which just the amount of coolant required for sufficient cooling of the internal combustion engine is promoted.
  • the speed-dependent axial displacement of the impeller could be caused by a centrifugal device.
  • a structurally simpler solution is, however, that the impeller is relatively rotatably and thus relatively slidably connected to the drive shaft via a thread and that a torsion spring is provided between the impeller and the drive shaft, which counteracts the rotation of the impeller relative to the drive shaft.
  • This embodiment takes advantage of the fact that the drive power of a water pump increases approximately with the third power of its drive speed and the drive torque increases with the second power of the drive speed.
  • This combination of the drive torque with the drive speed is used to achieve a clear speed with the aid of the correspondingly designed torsion spring, which counteracts the peripheral force on the pump impeller dependent displacement of the impeller and thus to achieve different pump characteristics depending on the speed.
  • FIG. 1 in which a pump housing 1 is shown, which is closed by a cover 2 and in which a pump impeller 3 is arranged.
  • a drive shaft 4 is mounted, which is driven by the internal combustion engine (not shown) at engine speed and on the shaft end 5 of which a sleeve 6 is rotatably attached, which carries an external thread 7, which has an internal thread 8 in the hub of the impeller 3 Intervention stands.
  • the impeller 3 rotates relative to the drive shaft 4, the impeller 3 is thus axially displaced.
  • This relative rotation is counteracted by a torsion spring 9, one end 10 of which is fixed in a collar 11 of the sleeve 6 and the other end 12 of the impeller 3.
  • the torsion spring 9 is arranged in an annular recess 13 in the impeller 3.
  • the impeller 3 provided with radial blades 15 sucks in the coolant through a channel 14 in the pump housing and conveys it to the consumer through a radial channel 16.
  • the pump interior holding the pump impeller 3 is sealed by means of a mechanical seal 17 between the pump housing cover 2 and the collar 11 of the sleeve 6.
  • the impeller 3 At low speeds of the drive shaft 4, the impeller 3 is in the position which is shown in the lower half of FIG. 1 and in which the gap S between the blades 15 and the wall 18 of the pump housing 1 opposite them is the smallest. As a result, the full width of the blades 15 comes into effect and the greatest possible delivery rate is achieved at the drive speed in question.
  • the drive torque and thus also the circumferential force on the impeller 3 increase. This circumferential force causes the impeller 3 to rotate relative to the drive shaft 4 against the force of the torsion spring 9, as a result of which the thread 7, 8 causes the impeller 3 to move axially to the left takes place and the gap between the radial blades 15 and the pump wall 18 is enlarged.
  • the full width of the radial blades 15 no longer comes into effect and the delivery rate is reduced compared to the position of the impeller 3 shown in the lower half in FIG. 1.
  • the impeller 3 abuts the collar 11 of the sleeve 6 and the gap between the radial blades 15 and the pump wall 18 reaches its maximum value S 1. In this position, the impeller 3 promotes the amount of coolant that is required at the maximum speed for sufficient cooling of the internal combustion engine.
  • the delivery rate characteristic is shown with the smallest gap width and with S1 the delivery characteristic with the largest gap width.
  • the speed-dependent change in the gap width results in a flow rate characteristic that runs on the characteristic S to point A, then from point A via the dashed section a to point B on the characteristic S 1 and from there on the characteristic S 1.
  • the impeller 3 is carried by the torsion spring 9 without rotation, i.e. the drive torque is not greater than the pretension of the torsion spring 9.
  • the impeller can rotate with respect to the drive shaft counter to the action of the spring 9 and it is axially displaced thereby, causing the gap gradually increased until it has reached its greatest width at point B and the impeller 3 according to FIG. 1 is in its left end position.
  • the flow rate increases linearly according to the line S1.
  • the drive speed drops, the reverse process occurs, whereby due to the hysteresis, the conveying characteristic has the dash-dotted curve a ⁇ .

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
EP87103793A 1986-04-08 1987-03-16 Pompe de refroidissement pour le moteur à combustion interne d'une voiture automobile Withdrawn EP0240777A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19863611708 DE3611708A1 (de) 1986-04-08 1986-04-08 Kuehlmittelpumpe fuer eine fahrzeug-brennkraftmaschine
DE3611708 1986-04-08

Publications (2)

Publication Number Publication Date
EP0240777A2 true EP0240777A2 (fr) 1987-10-14
EP0240777A3 EP0240777A3 (fr) 1989-01-11

Family

ID=6298178

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87103793A Withdrawn EP0240777A3 (fr) 1986-04-08 1987-03-16 Pompe de refroidissement pour le moteur à combustion interne d'une voiture automobile

Country Status (2)

Country Link
EP (1) EP0240777A3 (fr)
DE (1) DE3611708A1 (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1991002659A1 (fr) * 1989-08-19 1991-03-07 Robert Bosch Gmbh Dispositif de chauffage de l'interieur de vehicules a moteur
FR2681906A1 (fr) * 1991-09-27 1993-04-02 Renault Vehicules Ind Pompe centrifuge pour circuit de liquide de refroidissement de moteur a combustion.
FR2704278A1 (fr) * 1993-04-23 1994-10-28 Renault Pompe à débit variable pour circuit de refroidissement de moteur à combustion interne.
DE10142263C1 (de) * 2001-08-29 2002-10-24 Guenther Beez Regelbare Kühlmittelpumpe
FR2827920A1 (fr) * 2001-07-27 2003-01-31 Peugeot Citroen Automobiles Sa Pompe hydraulique et circuit de refroidissement comportant une telle pompe
DE102005028598B3 (de) * 2005-06-21 2006-10-05 Günther Dipl.-Ing. Beez Regelbare Kühlmittelpumpe
DE102008006451B4 (de) * 2008-01-29 2012-05-16 Audi Ag Kühlmittelpumpe mit integriertem Stellventil für einen Kühlkreislauf einer Brennkraftmaschine

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4203391A1 (de) * 1992-02-06 1993-08-12 Schaeffler Waelzlager Kg Dichtungsanordnung fuer eine wasserpumpe einer brennkraftmaschine
DE4325627A1 (de) * 1993-07-30 1995-02-02 Behr Gmbh & Co Antriebsvorrichtung für eine Wasserpumpe
DE19709484A1 (de) * 1997-03-07 1998-09-10 Hella Kg Hueck & Co Einrichtung zur Regelung der Kühlmitteltemperatur einer Brennkraftmaschine in einem Kraftfahrzeug
DE102005056199A1 (de) * 2005-11-25 2006-10-12 Audi Ag Pumpe für ein flüssiges Medium, insbesondere Kühlmittelpumpe, sowie Stellelement für eine solche Pumpe
DE102010005936A1 (de) * 2010-01-26 2011-07-28 LICOS Trucktec GmbH, 88677 Vorrichtung für eine Pumpe sowie Wasserpumpe
DE102010062752A1 (de) * 2010-12-09 2012-06-14 Mahle International Gmbh Pumpe
DE102011087141A1 (de) * 2011-11-25 2013-05-29 Behr Thermot-Tronik Gmbh Pumpe

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1955549A (en) * 1931-08-21 1934-04-17 John T Janette Combined pump and valve
DE759331C (de) * 1939-09-07 1954-02-22 Auto Union A G Foerdervorrichtung fuer das Kuehlwasser, insbesondere fuer Fahrzeugmaschinen
DE1274447B (de) * 1962-10-27 1968-08-01 Edwin Frank Kreiselumwaelzpumpe
DE3329002C2 (de) * 1983-08-11 1985-08-22 Daimler-Benz Ag, 7000 Stuttgart Kühlmittelpumpe an einer Brennkraftmaschine für insbesondere Fahrzeuge

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1991002659A1 (fr) * 1989-08-19 1991-03-07 Robert Bosch Gmbh Dispositif de chauffage de l'interieur de vehicules a moteur
FR2681906A1 (fr) * 1991-09-27 1993-04-02 Renault Vehicules Ind Pompe centrifuge pour circuit de liquide de refroidissement de moteur a combustion.
FR2704278A1 (fr) * 1993-04-23 1994-10-28 Renault Pompe à débit variable pour circuit de refroidissement de moteur à combustion interne.
FR2827920A1 (fr) * 2001-07-27 2003-01-31 Peugeot Citroen Automobiles Sa Pompe hydraulique et circuit de refroidissement comportant une telle pompe
DE10142263C1 (de) * 2001-08-29 2002-10-24 Guenther Beez Regelbare Kühlmittelpumpe
DE102005028598B3 (de) * 2005-06-21 2006-10-05 Günther Dipl.-Ing. Beez Regelbare Kühlmittelpumpe
DE102008006451B4 (de) * 2008-01-29 2012-05-16 Audi Ag Kühlmittelpumpe mit integriertem Stellventil für einen Kühlkreislauf einer Brennkraftmaschine

Also Published As

Publication number Publication date
DE3611708A1 (de) 1987-10-22
EP0240777A3 (fr) 1989-01-11

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Inventor name: SEUFER, THEO, DIPL.-ING.