Device for cooling the charge air of a turbocharged internal combustion engine

Abstract

Device for cooling the charge air of a turbocharged internal combustion engine (1), wherein the compressed charge air can be cooled by a first heat exchanger (2) and subsequently by a second heat exchanger (3) before it can be supplied to the internal combustion engine (1) for combustion, wherein the first heat exchanger (2) is permeable to a liquid coolant, wherein the first heat exchanger (2) and the second heat exchanger (3) are connected to each other via an inlet pipe (4) carrying charge air and the first heat exchanger (2) is largely integrated into the inlet pipe (4), characterized in that the inlet pipe (4) is a pressure-resistant hose.

Description

[0001] The invention relates to a device for cooling charge air of a turbocharged internal combustion engine with the features from the preamble of claim 1.

[0002] For the technical context, reference is made, for example, to German Patent Application DE 10 2014 218 378 A1. This application discloses a gas-cooled heat exchanger, in particular a "direct" charge air cooler, for cooling a fluid flowing through the heat exchanger, comprising a heat transfer block with a plurality of flow channels. The heat transfer block has a first manifold and a second manifold, the manifolds being fluidically connected to each other via the flow channels, and the heat transfer block being open to gas flow. An orifice plate is arranged upstream of the heat transfer block in the direction of flow for selectively altering the flow around the flow channels. Furthermore, one of the manifolds has a valve for draining condensate from the fluid, which can be closed or opened towards the environment of the heat exchanger.

[0003] Direct charge air coolers are used to cool the intake air of turbocharged internal combustion engines. A disadvantage of direct charge air coolers is that they can become very large when there is a high cooling demand, which can quickly lead to packaging problems.

[0004] A small, compact charge air cooler is known, for example, from German patent application DE 10 2008 051 843 A1. This patent application describes a so-called "indirect" charge air cooler. The described invention relates to an internal combustion engine for a motor vehicle, with a charging device for increasing the pressure level in a fresh air duct for supplying the combustion chambers with fresh air, and with an indirect charge air cooler that is coupled to a cooling circuit of the internal combustion engine and is arranged in the fresh air duct downstream of the charging device and upstream of the combustion chambers.

[0005] A disadvantage of these well-known "indirect" charge air coolers is their relatively high manufacturing cost.

[0006] A combination of a "direct" charge air cooler and an "indirect" charge air cooler is known, for example, from German Patent Application DE 10 2007 010 123 A1. This patent application discloses a device for charge air cooling for an internal combustion engine of a motor vehicle, comprising a first heat exchanger for high-pressure charge air cooling, a second heat exchanger for low-pressure charge air cooling, a connecting element for connecting the first and second heat exchangers, a coolant supply line for the flow of coolant through at least one heat exchanger, and a coolant outlet for the discharge of coolant from one of the heat exchangers, wherein the coolant supply line and the coolant outlet are essentially entirely located within the connecting element.

[0007] A disadvantage of this well-known design is the relatively large amount of construction space required.

[0008] Further examples of devices for cooling the charge air of a turbocharged internal combustion engine can be found in the publications DE 10 2008 014 169 A1, DE 10 2012 011 227 A1, DE 10 2012 202 234 A1, EP 0 149 466 A2 and EP 2 412 950 A1.

[0009] The object of the present invention is to demonstrate a measure by which the package of a “direct” charge air cooler and an “indirect” charge air cooler can be reduced in size, while simultaneously keeping manufacturing costs low.

[0010] This problem is solved by a device having the features of claim 1.

[0011] By designing the indirect charge air cooler (iLLK) as a type of "sleeve" with the same outer diameter as the inlet pipe of the direct charge air cooler, the space disadvantage can be minimized. Automotive-internal engine combinations for which a direct charge air cooling system (significantly less expensive than an indirect charge air cooler) would be insufficient can, according to the invention, be equipped with a direct charge air cooler and an indirect charge air cooler as a "reinforcement." Ideally, this leads to a smaller variety of cooling module variants and cost savings through the more frequent use of the cost-effective direct charge air coolers.

[0012] Advantageous embodiments of the invention are described in the dependent claims.

[0013] Thus, the smallest package can be achieved with the embodiment according to claim 2.

[0014] The embodiments according to claims 3 and 4 are preferred embodiments.

[0015] The invention is explained in more detail below with reference to a single schematic figure. Fig. Figure 1 schematically shows a device for cooling the charge air of a turbocharged internal combustion engine.

[0016] Fig. Figure 1 schematically shows a device for cooling the charge air of a turbocharged internal combustion engine 1. The charge air (LL) compressed by a compressor, for example a compressor of an exhaust gas turbocharger, first flows through a first heat exchanger 2 and then a second heat exchanger 3, in which the charge air is cooled before it is supplied to the internal combustion engine 1 for combustion.

[0017] The first heat exchanger 2 is permeable to a liquid coolant and is therefore an "indirect" charge air cooler (iLLK). The second heat exchanger 3 is permeable to ambient air and is therefore a "direct" charge air cooler (dLLK). One direction of charge air flow is schematically represented by three arrows and labeled LL.

[0018] The coolant is a coolant for the internal combustion engine 1, which is pumped by a pump 7 through a coolant circuit 5, passing through both the first heat exchanger 2 and the internal combustion engine 1, and then further through a third heat exchanger 6, the engine radiator. From there, the cooled coolant is drawn back in by the pump 7 and pumped again through the internal combustion engine 1 and the first heat exchanger 2.

[0019] According to the invention, the first heat exchanger 2 and the second heat exchanger 3 are connected to each other via an inlet pipe 4 of the second heat exchanger 3, carrying charge air, wherein the first heat exchanger 2 is largely integrated into the inlet pipe 4.

[0020] For the best possible package, the inner cross-section of the inlet pipe 4 and the outer cross-section of the first heat exchanger 2 are largely the same.

[0021] The inlet pipe 4 can be made of a plastic, such as polyamide, or a metal, such as aluminum, or a composite material, such as fiber-reinforced plastic. In a particularly preferred embodiment, the inlet pipe 4 is designed as a pressure-resistant hose, a so-called charge air hose. In a particularly preferred embodiment, the first heat exchanger 2 is completely integrated into the inlet pipe 4. REFERENCE MARK LIST 1. Internal combustion engine (motor) 2. First heat exchanger (iLLK) 3. second heat exchanger (dLLK) 4. Inlet pipe 5. Coolant circuit 6. Third heat exchanger (engine radiator) 7. Coolant pump LL Charge air

Claims

[1] Device for cooling the charge air of a turbocharged internal combustion engine (1), wherein the compressed charge air can be cooled by a first heat exchanger (2) and subsequently by a second heat exchanger (3) before it can be supplied to the internal combustion engine (1) for combustion, wherein the first heat exchanger (2) is permeable to a liquid coolant, wherein the first heat exchanger (2) and the second heat exchanger (3) are connected to each other via an inlet pipe (4) carrying charge air and the first heat exchanger (2) is largely integrated into the inlet pipe (4), characterized by , that the inlet pipe (4) is a pressure-resistant hose. [2] Device according to claim 1, characterized by , that an inner cross-section of the inlet pipe (4) and an outer cross-section of the first heat exchanger (2) are largely the same. [3] Device according to claim 1 or 2, characterized bythat the inlet pipe (4) is made of a plastic or a metal or a composite material. [4] Device according to any one of claims 1 to 3, characterized by , that the first heat exchanger (2) is fully integrated into the inlet pipe (4).

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