222_全车基础电子图谱控制的冷却系统(翻译)

Electronically Mapped Cooling System Design and Function Self-Study Programme 222 S S S Se e e er r r rv v v vi i i ic c c ce e e e. . . . 222 自学手册2 2 2 电子图谱控制的冷却系统 2 Please always refer to the relevant Service Literature for all inspection, adjustment and repair instructions. Service Literature. T T T Th h h he e e e S S S Se e e el l l lf f f f- - - -S S S St t t tu u u ud d d dy y y y P P P Pr r r ro o o og g g gr r r ra a a am m m mm m m me e e e i i i is s s s n n n no o o ot t t t a a a a WWWWo o o or r r rk k k ks s s sh h h ho o o op p p p MMMMa a a an n n nu u u ua a a al l l l! ! ! ! N N N Ne e e ew w w wI I I Im m m mp p p po o o or r r rt t t ta a a an n n nt t t t N N N No o o ot t t te e e e The 1.6-litre 4-cylinder in-line engine (code APF) with a power output of 74 kW is the first engine in which the newly developed e e e el l l le e e ec c c ct t t tr r r ro o o on n n ni i i ic c c ca a a al l l ll l l ly y y y m m m ma a a ap p p pp p p pe e e ed d d d c c c co o o oo o o ol l l li i i in n n ng g g g s s s sy y y ys s s st t t te e e em m m m will be used. Further engines are in preparation. Load-dependent temperature setpoint input, thermostatic control of coolant temperature and fan cut-in control are the special features of the new system. The advantages of adapting the coolant temper- ature to the current operating state are: greater fuel economy in the part-throttle range reduction of raw CO and HC emissions This Self-Study Programme describes the design and function of this technical innovation. E E E El l l le e e ec c c ct t t tr r r ro o o on n n ni i i ic c c ca a a al l l ll l l ly y y y c c c co o o on n n nt t t tr r r ro o o ol l l ll l l le e e ed d d d c c c co o o oo o o ol l l li i i in n n ng g g g s s s sy y y ys s s st t t te e e em m m m 200_045 222_004 电子控制冷却系统 在新开发的1. 6 L/ 7 4K W 直列4缸发动机( A PF) 装备了此套系 统. 以后更多的发动机也将采用. 运用负荷温度输入点控制, 冷却的循环和电子扇控制. 这样做的好处在于： 节气门部分开 启时， 节省燃油； 减低CO / H C排放。本自学手册讲述此技术 的原理。 3 Table of contents G G G Ge e e en n n ne e e er r r ra a a al l l l i i i in n n nf f f fo o o or r r rm m m ma a a at t t ti i i io o o on n n n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Cooling the engine with water The coolant temperature level Electronically controlled cooling system MMMMa a a ai i i in n n n c c c co o o om m m mp p p po o o on n n ne e e en n n nt t t ts s s s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Coolant distributor housing Coolant control unit C C C Co o o oo o o ol l l li i i in n n ng g g g c c c ci i i ir r r rc c c cu u u ui i i it t t t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Small cooling circuit Large cooling circuit E E E El l l le e e ec c c ct t t tr r r ri i i ic c c ca a a al l l l f f f fu u u un n n nc c c ct t t ti i i io o o on n n n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 System overview Simos 3.3 engine management system The coolant temperature sender Thermostat for mapped engine cooling F265 Electrical cooling fan activation Function diagram S S S Se e e el l l lf f f f- - - -d d d di i i ia a a ag g g gn n n no o o os s s si i i is s s s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 T T T Te e e es s s st t t t y y y yo o o ou u u ur r r r k k k kn n n no o o ow w w wl l l le e e ed d d dg g g ge e e e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 基本信息 4 水冷发动机 冷却温度水平 电子控制冷却系统 主要部件 8 冷却分配仓 冷却控制单元 冷却循环 10 小循环、 大循环 电子功能 14 系统图 SIM O S 3. 3 发动机控制系统 冷却温度传感器 图谱冷却发动机的恒温器F2 6 5 电子扇激活 功能图 自诊断 2 4 测试 2 5 4 General information C C C Co o o oo o o ol l l li i i in n n ng g g g t t t th h h he e e e e e e en n n ng g g gi i i in n n ne e e e w w w wi i i it t t th h h h w w w wa a a at t t te e e er r r r WWWWh h h ha a a at t t t s s s s t t t th h h he e e e r r r re e e ea a a as s s so o o on n n n f f f fo o o or r r r c c c co o o oo o o ol l l li i i in n n ng g g g? ? ? ? L L L Le e e et t t t s s s s l l l lo o o oo o o ok k k k a a a at t t t t t t th h h he e e e h h h hi i i is s s st t t to o o or r r ry y y y . . The temperatures produced during fuel combus- tion (up to 2000oC) are harmful to the engine. The engine is therefore cooled down to “operat- ing temperature“. The first water-based method used was the thermo-syphon cooling process. The heated - and therefore lighter - water rises up a collecting pipe and into the upper part of the radiator. The water is then cooled by the headwind streaming around the radiator. This causes the water to drop down and flow back into the engine. Flow in this circuit runs as long as the engine is run- ning. The cooling process was fan-assisted. Tem- perature control was still not possible. The water circulation rate was later increased by means of a water pump. Weak-points: Long warm-up period Low engine temperature during the cold sea- son A coolant control, or thermostat, later came into use as engine technology advanced. The temperature of the water circulating through the radiator is controlled depending on the cool- ant temperature. This process was described in 1922 as follows: These devices serve to raise engine temperature quickly and prevent it from cooling. This “thermostat-controlled“ cooling system had the following functions: short warm-up period maintenance of a constant operating temper- ature. The water circulation rate is increased by a water pump Coolant control (corrugated hose thermostat) gives more rapid heating during the warm-up period to radiator to pump from engine A A A Ar r r ro o o ou u u un n n nd d d d 1 1 1 19 9 9 92 2 2 22 2 2 2 1 1 1 19 9 9 91 1 1 10 0 0 0 222_031 Collecting pipe 222_010 The thermo-syphon cooling system - an automatic circulatory cooling system 222_032 水冷却发动机 连接管 热虹吸冷却系统 自动运行冷却系统 带水泵的水循环冷却系统 192 2 年左右 到散热器 到水泵 来于发动机 冷却系统 （ 波纹管的节温器） 在发动机升 温阶段提供更多人两 冷却的目的 看以下历史 发动机燃烧产生的温度， 大约2 0 0 0 度 ， 对发动机本身 是有损害的。 由此需要将发动机冷却到“ 可操 作温度“ 。 最开始的水冷发动机， 采用热虹吸技术。热水 通过连接管上升到发动机上部的冷却期中， 行 驶时流动的空气带走散热器的热量。冷却的水 再向下流回发动机。这种散热形式是辅助风 冷。不能进行温度控制。在以后的发展中安装 了水泵， 用于水循环。 缺点： 升温时间长， 发动机温度长期处于低温状态 在以后的发展中， 开发了冷却控制 和节温器。 冷却循环依据水温控制风扇。 这一过程在192 2 年得到实现。即避免了发动机过热， 同时缩 短了发动机升温过程。 这种温控方式好处在于： 升温时间短、维持 基本固定的温度 5 30 T 507090 C e b P e The thermostat, therefore, was a major improve- ment and made possible the so-called “bypass water line“. As long as the engine has not reached the desired operating temperature, the water does not flow through the radiator rather it flows back into the engine along a short path. This control concept is still used today in all sys- tems. The chart on the right shows the effect of engine temperature on power output and fuel consump- tion. Engine cooling is based on the principle that pressurised water starts to boil at temperatures between 115oC to 130oC and not at 100oC. The cooling circuit is subject to a pressure of 1.0 - 1.5 bar. This is known as a “closed-circuit cooling system“. For this purpose, the system has an expansion tank which is only half full. The corrugated hose thermostat has been replaced by an elastic thermostat (waxstat). The cooling medium is not only water but a mix- ture of water and coolant additive. This mixture offers frost protection, has a higher boiling point and protects light-alloy parts of the engine against corrosion. However, the correct engine oper- ating temperature is nowadays important not only for power out- put and consumption; it is also essential for low pollutant emis- sions. Pe=power output be=fuel consumption T=engine temperature 222_012 222_014 Closed-circuit cooling system with elastic thermostat and expansion tank filled with coolant S S S St t t ta a a an n n nd d d da a a ar r r rd d d d t t t to o o od d d da a a ay y y y PE 功率输出 BE汽油消耗 T 发动机温度 今天的标准 封闭循环冷却系统 带弹性节温器和冷却补偿罐 节温器在以后得到很大发展， 并使“ 通过固定水温” 成为 可能。在发动机没有达到正常工作温度， 水通过一个小循 环流回发动机、不经过散热器。这正方式仍在广泛使用。 右图显示了发动机温度对动力输出和燃 油消耗的影响。 今天， 正确的发动机工作温度不仅仅考虑动力、油耗还考虑尾气排放。 发动机冷却的基本原则： 高压水的沸点在115-130 度， 不是10 0 度 冷却系统的压力为1. 0 -1. 5BA R， 称为 封闭循环系统 由此系统增加了一个附加储液罐 （ 半满的） 波纹型节温器已经被槊料节温器取代。 冷却液不再是水 ， 而是水和添加剂的混合物。目的在于： 防 止结冰、高沸点、防止重金属腐蚀发动机。 6 T T T Th h h he e e e c c c co o o oo o o ol l l la a a an n n nt t t t t t t te e e em m m mp p p pe e e er r r ra a a at t t tu u u ur r r re e e e l l l le e e ev v v ve e e el l l l General information 222_013 Engine performance is dependent on proper engine cooling. In the thermostat-controlled cooling system, the coolant temperatures range from 95oC to 110oC in the part-throttle range and from 85oC to 95oC in the full-throttle range. Coolant temperature level as a function of engine load with mapped cooling Part-throttle range 95oC 110oC Engine load Engine speed n Full-throttle range 85oC 95oC Higher temperatures in the part-throttle range improve performance, which in turn reduces consumption and pollutants in the exhaust gas. Lower temperatures in the full-throttle range increase power output. The induced air is heated to a lesser degree, boosting performance. Engine load and cooling should always be regarded in context. 冷却温度水平 节气门全开 8 5-95度 发动机负荷 发动机转速 节气门部分开启 95-110 度 发动机负荷变化的冷却图谱 发动机负荷和冷却永远是相关联的 发动机的性能依靠于适当的冷却。 在温控冷却系统， 冷却温 度在节气门全开时， 调节温度在95-110 度； 在节气门部分开启 处于8 5-95度。 在部分负荷阶段， 高温有助于提高扭矩、降 低油耗、降低尾气排放 在全负荷阶段， 低温有助于提高动力。流动的空 气降低一部分热量， 提高动力。 7 E E E El l l le e e ec c c ct t t tr r r ro o o on n n ni i i ic c c ca a a al l l ll l l ly y y y c c c co o o on n n nt t t tr r r ro o o ol l l ll l l le e e ed d d d c c c co o o oo o o ol l l li i i in n n ng g g g s s s sy y y ys s s st t t te e e em m m m The aim of developing an electronically mapped cooling system was to set the operating tempera- ture of the engine to a specified value depend- ing on the load state. An optimal operating temperature is set accord- ing to maps stored in the engine control unit via the thermostat to be heated electrically and the radiator fan settings. Cooling can thus be adapted to the engines overall performance and load state. 222_034 Coolant distributor housing Electronically controlled cooling circuit (schematic diagram) A A A Ad d d dv v v va a a an n n nt t t ta a a ag g g ge e e es s s s The advantages of adapting the coolant tempera- ture to the current operating state of the engine are as follows: Lower consumption in the part-throttle range Reduced raw CO and HC emissions Changes to the conventional cooling circuit: Integration in the cooling circuit through mini- mal design modifications. The coolant distributor housing and thermostat are combined to form a single unit. There is no longer any need for a coolant ther- mostat on the engine block. The engine control unit also contains the maps of the electronically mapped cooling system. Thermostat for mapped engine cooling Supply pipe Return pipe 电子控制冷却系统 冷却分配仓 图谱控制发动机冷却 供水管 回水管 电子控制冷却系统 概要图 优点 发展图谱冷却的目的在于： 使发动机的温度根据负荷情况， 控制在特定的水平。 最理想的状况是： 由恒温器和风扇， 保证发动机温度处于图谱最佳位置。 冷却能力与发动机表现和负荷状况相适应。 匹配发动机温度， 以适应当前操作状态的好处在于： 在部分符合时油耗降低 CO / H C排放降低 传统的冷却循环被改变： 冷却循环进行了局部修改 冷却分配仓和节温器合成为一体 发动机缸体内不再需要节温器 发动机控制单元内也装了冷却控制图谱 8 Main components C C C Co o o oo o o ol l l la a a an n n nt t t t d d d di i i is s s st t t tr r r ri i i ib b b bu u u ut t t to o o or r r r h h h ho o o ou u u us s s si i i in n n ng g g g The coolant distributor housing is mounted directly on the cylinder head instead of the con- nection stub. Lets have a look at it at two levels. The individual components are supplied with coolant from the upper level. An exception to this is the supply to the coolant pump. The coolant return pipe from the individual components is connected at the lower level of the distributor housing. An upright channel connects the upper and lower levels. The thermostat opens and closes the upright channel by means of its small valve disc. The coolant distributor housing is in fact the dis- tributor station which distributes the coolant to the large cooling circuit or small cooling circuit. 222_036 Inlet to radiator To coolant pump Coolant control unit (ther- mostat for mapped engine cooling) From heater heat exchanger Channel from upper level to lower level To heater heat exchanger Upper level with cool- ant inlet from engine Coolant temperature sender G62 Return pipe from radiator Connection for heating thermostat Upper level Lower level To gearbox oil cooler Return pipe from oil radiator 冷却分配仓 来于发动机的冷却进水管上部 冷却温度传感器G 6 2 到散热器的接口 上部 下部 到热交换器 散热器的回水管 到变速箱油冷却 上下部分界面 连接到加热恒温 器 到冷却水管 冷却控制单元 图谱发动机冷却 机油散热器的回水管 来于热交换器 冷却分配仓直接装在缸盖上， 省略 了连接管路 我们看一下他们的两阶段工作 在上半部分， 独立的单元用于冷却。例外在于连接水泵。 冷却回水管从单独部件连接到分配仓下部。 上游水道连接到上/ 下部。恒温器使用小循环开启/ 关 闭上游水道 冷却分配仓用于分配到大循环/ 小循环 9 C C C Co o o oo o o ol l l la a a an n n nt t t t c c c co o o on n n nt t t tr r r ro o o ol l l l u u u un n n ni i i it t t t T T T Th h h he e e e f f f fu u u un n n nc c c ct t t ti i i io o o on n n na a a al l l l c c c co o o om m m mp p p po o o on n n ne e e en n n nt t t ts s s s Expansion-element thermostat (with wax thermo-couple) Resistance heating in wax thermo-couple Pressure springs for mechanically closing the coolant ducts 1 large valve disc and 1 small valve disc F F F Fu u u un n n nc c c ct t t ti i i io o o on n n n The expansion-element thermostat in the coolant distributor housing is permanently immersed in coolant. The wax thermo-couple regulates the tempera- ture unheated - as before - but is rated for a dif- ferent temperature. Connection between expansion-element thermostat and heating Small valve disc for closing the small coolant circuit Resistance heating Large valve disc for closing the large coolant circuit Pressure spring The coolant temperature causes the wax to liquefy and expand, producing a lifting movement of the lifting pin. This normally happens without the application of a flow in accordance with the new coolant tempera- ture profile of 110oC at the engine block outlet. A heating resistor is integrated in the wax thermo- couple. When energised, the heating resistor heats the wax thermo-couple additionally and the stroke i.e. adjustment is performed not only as a fac- tor of the coolant temperature, but as specified by the map stored in the engine control unit. 222_035 Expansion-element thermostat Lifting pin ( ( ( (T T T Th h h he e e er r r rm m m mo o o os s s st t t ta a a at t t t f f f fo o o or r r r m m m ma a a ap p p pp p p pe e e ed d d d e e e en n n ng g g gi i i in n n ne e e e c c c co o o oo o o ol l l li i i in n n ng g g g) ) ) ) 冷却控制单元（ 图谱发动机冷却恒温器） 电阻加热器 抬起触点 膨胀元件恒温器 关闭大循环的大阀盘 关闭小循环的小阀盘 压缩弹簧 连接到膨胀元件恒温器和加热 器的插口 功能部件： 碰撞元件恒温器 （带石蜡温差电 耦） 、石蜡温差电耦内的电阻加热器、机械 关闭冷却口的压力弹簧、一个大/ 一个小的 阀盘 分配仓内的膨胀元件恒温器一直泡在冷却液中。 带石蜡的温差电耦负责管理温度控制。 冷却液温度使石蜡溶化并膨胀， 对抬起触点起到抬升作用 这些变化已适应发动机缸体出口温度110 度时的需求。 加热电阻合成在带石蜡的温差电耦内。当提供电量时， 加热电阻 附加加热石蜡温差电耦并推动。这不仅是冷却温度的因素， 同 样是固定在发动机控制单元内的图谱特性。 10 Cooling circuit S S S Sm m m ma a a al l l ll l l l c c c co o o oo o o ol l l li i i in n n ng g g g c c c ci i i ir r r rc c c cu u u ui i i it t t t E E E En n n ng g g gi i i in n n ne e e e c c c co o o ol l l ld d d d s s s st t t ta a a ar r r rt t t ti i i in n n ng g g g a a a an n n nd d d d p p p pa a a ar r r rt t t t t t t th h h hr r r ro o o ot t t tt t t tl l l le e e e The small cooling circuit helps to heat up the engine quickly. The mapped engine cooling function does not come into play yet. The thermostat in the coolant distributor housing has shut off the return pipe from the radiator and opened the short path to the coolant pump. The radiator is not integrated in the coolant circula- tion system. 222_002 T T T Te e e em m m mp p p pe e e er r r ra a a at t t tu u u ur r r re e e e l l l le e e ev v v ve e e el l l l i i i in n n n s s s sm m m ma a a al l l ll l l l c c c ci i i ir r r rc c c cu u u ui i i it t t t f f f fo o o or r r r h h h he e e ea a a at t t ti i i in n n ng g g g t t t th h h he e e e e e e en n n ng g g gi i i in n n ne e e e f f f fo o o or r r r t t t th h h he e e e l l l lo o o ow w w we e e er r r r a a a an n n nd d d d u u u up p p pp p p pe e e er r r r p p p pa a a ar r r rt t t t- - - -t t t th h h hr r r ro o o ot t t tt t t tl l l le e e e r r r ra a a an n n ng g g ge e e es s s s f f f fr r r ro o o om m m m 9 9 9 95 5 5 5 o o o o C C C C t t t to o o o 1 1 1 11 1 1 10 0 0 0 o o o oC C C C Expansion tank Coolant pump Oil radiator (engine circuit) Oil radiator for automatic gearbox Coolant distributor housing Heat exchanger for heater Heat exchanger shut-off valve Radiator 小循环 热交换器 热交换器关闭阀 冷却分配仓 补偿水壶 自动变速箱的机油散热 器 水泵 散热器 发动机的机油冷却器 发动机-冷却开始/ 节气门部分开启 小循环用于快速升温 发动机冷却图谱不参与控制 冷却分配仓内的恒温器关闭从散热器来的 水管， 开启到水泵的小循环。散热器此时 不连接到冷却系统中。 在小循环中， 部分节气门时， 加热发动机上部/ 下部， 温度从95到110 度 11 F F F Fu u u un n n nc c c ct t t ti i i io o o on n n ns s s s o o o of f f f s s s sm m m ma a a al l l ll l l l c c c co o o oo o o ol l l li i i in n n ng g g g c c c ci i i ir r r rc c c cu u u ui i i it t t t S S S St t t ta a a ar r r rt t t ti i i in n n ng g g g p p p po o o os s s si i i it t t ti i i io o o on n n n: : : : e e e en n n ng g g gi i i in n n ne e e e i i i is s s s s s s st t t ta a a ar r r rt t t te e e ed d d d a a a an n n nd d d d r r r ru u u un n n nn n n ni i i in n n ng g g g The coolant pump circulates the coolant. The coolant goes from the cylinder head to the upper level of the distributor housing and runs along a channel down into the lower level. The thermostat is positioned so that only the direct route to coolant pump is available. The coolant heats up very quickly. The small cool- ing circuit therefore has a heating function. The heater heat exchanger and the oil radiator are connected to the small cooling circuit. The heat exchanger shut-off valve switches off the coolant feed to the heat exchanger when the heating potentiometer is in the “OFF“ position. This prevents the vehicle interior from heating up. No-flow zone of coola