BG64996B1 - Thermoregulation system for internal combustion engine - Google Patents

Abstract

The system is used in internal combustion engines with cooling jacket (1), supplied with a recirculation pump (2) and radiator (3), connected by tubes (4) in a recirculation contour, which is filled by coolant, expansion vessel for the coolant, electrical DC fan (6) fitted in a housing (7) and computer system (8) for controlling the operation of the engine (1). The system comprises a hot air duct(9) the end of which is in the form of a housing, engaging the exhaust collector (10) of the engine (1), and its other end being connected to housing (7) engaging fan (6). It is connected to computer system (8) controlling the operation of the engine (1), changing the polarity of the current supplied to the electric fan (6), depending on the engine temperature. In the initial period after starting the engine, the system accelerates its heating, and after reaching the optimum working temperature, it cools it in order to maintain its temperature.

Description

Technical field

The invention relates to a thermostatic system for an internal combustion engine, and in particular to an ICE with a cooling jacket, equipped with a circulating coolant pump and a computer system for controlling the engine operation. The invention finds application in the motor industry, and in particular in the automotive industry of cars and trucks and buses.

BACKGROUND OF THE INVENTION

There is no known system which, like the system of the present invention, warms it up after the engine has been started to reach the optimum operating temperature faster, and then cools it down to maintain it.

With respect to the engine cooling function for maintaining the optimum operating temperature, liquid cooling systems of ICE with a cooling jacket are widely known. Most of them consist of a circulation pump, radiator and thermostat connected via pipes to the inlet and outlet of the engine cooling jacket in a so-called cooling circuit, an electric fan and a computer system to control the engine operation, which in addition to controlling the fuel and / or the ignition system of the engine also controls the electric fan by switching it on when it reaches a certain engine temperature and turning it off when the temperature drops below another temperature. Ena value.

Characteristic of the known liquid coolant systems for ICE is that they do not accelerate and even slow down to some extent the optimal operating temperature of the engine after starting. During this period of reaching the optimum operating temperature, engine performance is characterized by greatly increased specific fuel consumption, harmful exhaust emissions and wear and tear, as well as poor vehicle comfort due to inefficient cabin heating performance.

DE 7045215 discloses a gasoline engine with a coolant temperature control mechanism including a heat exchanger with a fan attached thereto. The heat exchanger is essentially formed by heat exchange surfaces that are in contact with the coolant and the exhaust gases of the gasoline engine. The surfaces are flowing from the air by the fan, which is located in the immediate vicinity of the radiator through which the engine coolant passes.

[0008] U.S. Pat. No. 3,820,327 discloses an engine temperature control device for an exhaust gas catalyst constructed by a motor-driven cooling fan. The constant airflow from the fan is discharged via a two-way casing alternatively - either to the outside when the catalyst is cold or to the catalyst itself when its temperature rises above a predetermined value.

SUMMARY OF THE INVENTION

It is an object of the invention to provide a thermostatic internal combustion engine system which, when a hot engine is running, acts as a cooling system and, when a cold engine is running, to heat it using the exhaust gas heat, thus shortening the heating period. to the optimum operating temperature.

The object of the invention is solved by a thermostatic system for an internal combustion engine with a cooling jacket, equipped with a circulation pump and a radiator connected by pipes in a circulation circuit that is filled with coolant, a coolant expansion vessel, a direct current electric fan, a blower. , and a computer engine management system. The system also includes a hot air duct, the end of which is shaped like a housing covering the exhaust manifold of the engine. The system is characterized by the fact that the other end of the hot air pipe is connected to a housing enclosing a direct current electric fan. The electric fan is connected to a computer system for controlling the motor operation, which changes the polarity of the current supplied to the electric fan, depending on the temperature of the motor.

In one embodiment of the system, the engine exhaust manifold is ribbed.

In another embodiment of the system, plate valves are arranged on the electric fan housing to allow air to flow from the inside to the outside of the housing only.

In another embodiment of the system, plate valves are arranged in the hot air pipe so that they can pass air freely in the direction from the space around the exhaust manifold to the electric fan, and in the opposite direction they will not pass air or pass it at reduced flow.

In another embodiment of the system, a valve connected to an electrical actuator that is connected to the computer system is housed in the hot air pipe and is connected to a sensor for the exhaust gas temperature and / or the catalytic converter.

In another embodiment of the system, it also includes blinds or curtains mounted in front of the radiator, which are connected to an electrical actuator that is connected to the computer system to control the engine operation.

In another preferred embodiment of the system, the circulation pump is driven by a variable speed motor that is coupled to the computer system to control the engine operation.

It is appropriate to install a thermostat in the circulation circuit of the system.

In this embodiment, the thermostat may be configured as a throttle valve, which is opened differently by an electrical actuator, which in turn is connected to the computer system for controlling the engine operation.

The object of the invention is also solved by a thermostatic internal combustion engine with a cooling jacket equipped with a circulating pump, a radiator and a three-way double-acting thermostat connected by pipes in a cooling circuit, an electric fan and a computer system for controlling the engine operation. , as well as a bypass circulation circuit made by a bypass tube and an expansion vessel for the coolant, both circuits being filled with a coolant characterized by oic that the bypass pipe connecting the outlet and the inlet of the cooling jacket of the engine via the thermostat is interrupted by the second radiator. The second heatsink is installed near the exhaust manifold, with louvers connected to the actuator between them. The latter is connected to the computer system for controlling the engine performance. A second sensor is mounted on the second heat sink, which is connected to the computer system for controlling the engine operation. The computer system for controlling the operation of the engine is also connected to a second DC electric fan, wherein the computer system includes a second direct current electric fan with different current polarities depending on the temperature of the engine. The second electric fan is located adjacent to the second radiator, with a housing around the engine exhaust manifold at the end of which the second radiator, the louvers and the second electric fan are mounted.

The engine exhaust manifold should be ribbed.

In one embodiment of the system, the thermostat is implemented as a three-way distribution valve connected to an electrical actuator, which in turn is connected to the computer system to control the engine operation.

In another embodiment of the system, the circulation pump is driven by a variable speed motor coupled to the computer system for controlling the engine operation.

In another embodiment of the system, the computer system is coupled to an exhaust temperature sensor and / or a catalytic converter for the exhaust gas.

The advantages of the system according to the invention in all its variants, described above, lie in the fact that during the period of reaching the optimum operating temperature of the engine, the system provides for the cooling of the coolant by blowing the radiator with air heated by the exhaust manifold of the engine . In this way, the system shortens the period to reach the optimum engine operating temperature, thereby reducing fuel consumption, the amount of exhaust emissions and engine wear, both in normal urban vehicle cycles and standard European ones, US and Japanese cycles to measure fuel consumption and the amount of harmful emissions from vehicles that simulate urban traffic. In cases where the coolant is used for any heating system, such as a vehicle cab, accelerating the heating of the coolant, the system allows to accelerate the effective operation of the heating system and thus increase the comfort of the vehicle. After reaching the optimum engine temperature, the system maintains it, working similarly to the widespread liquid cooling systems. The system options described above further provide the ability to maintain a different optimum engine temperature at different load modes and speeds due to the fact that the computer engine control system commands at least one element from these which depends on the cooling of the engine - the circulation pump or the throttle (respectively the distribution) valve in the circulation circuit (respectively between the two circulation circuits).

Description of the attached figures

Figure 1 is a diagram of the system according to the invention in the variant with plate valves on the casing, comprising a direct current electric fan and an electric motor to drive the circulation pump;

Figure 2 is a diagram of the system according to the invention in the variant provided with a thermostat and louvers with electric actuator and plate valves in the hot air pipe;

Figure 3 is a diagram of the system according to the invention in the variant provided with a thermostat made by a throttle valve with an electric actuator and with shutters with an electric actuator, as well as a valve in the hot air pipe, an electric actuator for actuating the valve and a sensor. exhaust gas and / or catalyst temperature;

Figure 4 is a diagram of the system according to the invention in the version with two circulation circuits and a three-way double acting thermostat;

Figure 5 is a diagram of the system according to the invention in the version with two circulation circuits and with a three-way dual-acting thermostat, designed as a distribution valve connected to an electrical actuator.

Examples of carrying out the invention

As shown in Figure 1, the thermostatic system for an internal combustion engine with a cooling jacket 1 includes a circulation pump 2, a radiator 3 and pipes 4 connected in a circulation circuit, an electric motor 5, a direct-current electric fan 6 housed in a housing 7, a computer system 8 for engine control, hot air tube 9 having a complex cross-sectional and longitudinal section. One end of the pipe 9 encloses the exhaust manifold 10 of the motor 1 as a casing, and the other end is connected to a casing 7 around the electric fan 6. The casing 7 of the electric fan 6 and / or the hot air pipe 9 may be provided with a plate. valves 11 that only allow air to flow from the inside to the outside of the housing, respectively the hot air pipe. The electric fan 6 is connected to the computer system 8 so that it changes the polarity of the current supplied to the electric fan depending on the temperature of the motor. The circulation pump 2 is connected to the motor 5, which is connected to the computer system 8. The system also has a coolant expansion vessel not shown in the figure. Also, the multiple sensors that signal to the computer system 8 signals about engine temperature and / or fluid at different points, the temperature of the air drawn in by the engine, the position of the accelerator, the presence of detonation, the speed and the position of the motor shaft are not shown. , the oxygen content of the exhaust and so on.

In the embodiment shown in Figure 2, the system further includes plate valves 12, shutters or curtains 13, an electric actuator 14, which may be a stepper motor, and a thermostat 15. In this embodiment, the computer system 8 is characterized in that also connected to the louver / curtain stepper motor 14, switching it on and off depending on the engine temperature. The thermostat 15 is a widespread single-acting type and is installed in the circulation circuit.

In the embodiment shown in Figure 3, the thermostat is configured as a combination of a throttle valve 16 connected to an electrical actuator 17, which can be a stepper motor, and which in turn is connected to the computer system 8. In the hot air pipe there is a valve 18 connected to an electrical actuator 19, which is connected to the computer system 8, and it is connected to a sensor 20 for the temperature of the exhaust gas catalyst 21.

In the embodiment shown in Figure 4, the thermostatic system for an internal combustion engine with a cooling jacket 1 includes a circulation pump 2, a radiator 3 and a dual-acting three-way thermostat 22 connected through pipes 4 in the cooling circuit and through a bypass pipe 23 and in a bypass circulation circuit, a direct current electric fan 6, and a computer system 8 for controlling the engine operation 1. The bypass pipe 23 is interrupted by a second radiator 24. It is mounted near the exhaust manifold 10 of the engine 1, such as among them there are louvers 13 connected to an electric actuator 14, which can be a stepper motor. It is connected to the computer system 8, which is also connected to a second DC electric fan 25. The computer system 8 includes an electric fan 25 with different current polarities depending on the temperature of the motor 1. A temperature sensor 26 is mounted on the radiator 24, which is connected to the computer system 8. The radiator 24, the electric fan 25 and the louvers 13 are mounted in a housing 27 that encloses the exhaust manifold of the engine. The system also has an expansion vessel for the liquid that is not shown in the figure. Also, the plurality of sensors indicating 8 operating conditions to the computer system are not shown.

In the embodiment shown in Figure 5, the three-way dual-acting thermostat is designed as a three-way distribution valve 28 connected to an electrical actuator 29, which may be a stepper motor.

The system works as follows.

After starting the internal combustion engine 1, the circulation pump 2 drives the coolant along the circulation circuit formed by it, the cooling jacket of the engine 1, the radiator 3 and their connecting pipes 4. The computer system 8 identifies by means of at least one temperature sensor (not shown in the figure ) engine temperature 1. If it is lower than optimal, the computer system 8 includes an electric fan 6 with such a polarity that it rotates in the direction that it sucks air through the hot air pipe 9 o The space around the exhaust manifold 10 of engine 1 and with this air blows the radiator 3. The plate valves 11 of the housing 7 of the fan 6 prevent the intake of cold air from the outside of the housing 7. Thus, the fan 6 sucks only air that is heated by Exhaust manifold 10 of the engine 1. By finalizing the exhaust manifold 10, the heat transfer from the exhaust manifold 10 to the intake air from the fan 6 is improved. With the hot air drawn in, the fan 6 blows the radiator 3 and heats it together with the coolant inside. The latter in the circulation gives the heat in the cooling jacket of the engine 1 and thus accelerates its warming. Upon reaching a certain lower limit of optimum engine temperature 1, the computer system 8 switches off the electric fan 6 and thus the heating of the radiator 3 with warm air is stopped. The system then continues to operate as a single-circuit liquid cooling system. The coolant is cooled in the radiator 3 due to the fact that it is not blown by warm air. Usually this cooling is not sufficient and the temperature of engine 1 continues to rise. When it reaches a certain value close to the upper limit of the optimum temperature, the computer system 8 switches on the fan 6 again, but with the opposite polarity of the current. As a result, it rotates in the opposite direction to the original direction and sucks through the radiator 3 cold ambient air, which cools the radiator 3 and then the engine 1. In this direction of air movement, the plate valves 11 pass it freely from the inner to the outer part of the housing. 7 of the fan 6. In this way, the movement of the cooling air is not hampered by the relatively smaller passage section of the pipe 9. The air flowing through the pipe 9 blows the exhaust manifold 10 of the engine 1 and thus cools it, thereby protecting it. from overheating of the exhaust catalyst in case engine 1 is fitted with one. By successively switching on and off the electric fan 6 with one or the other polarity, the radiator 3 is blown with warm air, does not blow or is blown with cold air. This maintains the engine temperature in the range between the specified lower and upper limits of optimum temperature.

In the case of the fourth embodiment of the system described, the plate valves 12 (seen in Figure 2) provided in the hot air pipe 9 prevent partially or all of the air from the fan 6 through the hot air pipe 9 from the exhaust manifold 10 of the engine. 1. This limits the cooling of the exhaust manifold 10 and does not allow the exhaust gas to be cooled below the temperature required for normal catalyst operation, if any.

In the case of the fifth embodiment described, the exhaust gas temperature sensor and / or catalyst 21 signals to the computer system 8. If the exhaust gas temperature and / or catalyst 21 is lower than the lower limit of what is required for optimal operation of the catalyst 21 and at the same time the temperature of the engine 1 is within its optimum temperature, the computer system 8, by means of the electrical actuator 19, closes the valve 18, which prevents air movement. x from the possibly operating fan 6 to the exhaust manifold 10, which protects the exhaust gases of the engine 1 and guarantees the normal operation of the catalyst 21. At excessive temperatures of the exhaust gases and / or the catalyst 21, the computer system 8 opens via the electrical actuator mechanism 19 of the valve 18 and at the same time includes the electric fan 6. The polarity of this switch depends on the temperature of the motor 1. If it is lower than the lower limit of the optimum temperature , The polarity is such that the fan 6 blows in the direction of the exhaust manifold 10 to the radiator 3. If the engine temperature is above the lower limit of the optimum temperature, the polarity and hence the direction of the blowing fan 6 are reverse. In all cases where the temperature of the motor 1 is lower than a certain lower limit, the computer system 8, by means of the electric actuator 19, holds the valve open 18.

The sixth embodiment described is suitable for vehicles in which the radiator 3 is blown by the inlet air in motion. The shutters or curtains 13 provided in this case and the actuator 14 thereof, which may be a stepper motor, act as follows. When the system is operating in engine warming mode 1, the computer system 8, by means of a stepper motor 14, closes the louvers (or curtains) 13. The closed louvers or curtains 13 do not allow the counter cold air flow to obstruct the flow of warm air moving through radiator 3 in the opposite direction under the influence of the electric fan 6. When the lower limit of the optimum operating temperature of the motor 1 is exceeded, the computer system 8, by means of the step motor 14, opens the pockets / curtains 1 3 to a certain extent according to the temperature of the engine 1 and the program of the computer system 8. Upon reaching a value close to the upper limit of the optimum operating temperature of the engine 1, the louvers / curtains 13 open completely and provide maximum access of counter cold air to the radiator 3 The electric fan 6, in this variant embodiment of the system, is switched on and operates according to the same algorithm as in the previous variants.

In the seventh embodiment described, the operation of the system and, accordingly, the heating or cooling of engine 1 is further controlled as follows. The computer system 8 controls the rotational speed of the motor 5 driving the circulation pump 2. This regulates the fluid circulation rate and, accordingly, the cooling rate and hence the engine temperature 1. It is characteristic of this embodiment that in the programs of the computer system 8, different lower and upper limits of the optimum temperature of the engine 1 can be set, corresponding to different modes of its operation.

In the eighth variant described, the operation of the system is further regulated by the built-in thermostat 15. It is of the known type with one-sided action and works in a well-known way, characterized in that it never completely stops the circulation of the coolant, but only it slows it down at engine temperatures 1 below the upper limit of optimum temperature. This ensures the necessary circulation of the liquid at low engine temperature 1, with a view to operating the system in engine warm-up mode 1. The slow circulation is sufficient for the relatively smaller amounts of heat transmitted in warm-up mode and under non-intensive cooling, while reducing the power consumption of the circulation pump.

In the ninth embodiment described, the thermostat is designed as a throttle valve 16, driven by an electric actuator 17, which may be a stepper motor, and which is commanded by the computer system 8. This variant allows, like the seventh variant, different optimal engine temperatures. 1 in its various operating modes, which is achieved by properly programming the computer system 8 to open the throttle valve 16. For example, maintaining a higher temperature can be set at low engine loads 1 and maintaining lower temperatures at high loads.

In the tenth embodiment, the operation of the system seen in Figure 4 is generally the same as in the previous variants, but with the following features. Thermostat 22 is a widespread type of three-way double action thermostat. At engine temperatures 1 below the lower limit of optimum operating temperature, the thermostat 22 transmits coolant circulation only through the bypass circulation circuit formed by the bypass tubes 23, the radiator 24 and the thermostat 22. Then the computer system 8 includes the electric fan 25 to operate in a direction in which hot air is drawn through the radiator 24 from the space around the exhaust manifold 10 formed by the housing 27. When the lower limit of optimum temperature is exceeded, the thermostat 22 gradually o begins to miss circulation of the liquid and through the main radiator 3 and at the same time reduced circulation through the bypass circuit. At the same time, the computer system 8 stops the electric fan 25 and closes the shutters 13 via the stepper motor 14. The system then operates completely as widespread liquid cooling systems with a bypass circuit and a three-way double-acting thermostat. Upon reaching certain temperatures close to the upper limit of the optimum temperature, the computer system 8 includes an electric fan 6, and the thermostat 22 limits to a certain minimum the circulation of the fluid through the bypass circuit. If the temperature of the fluid in the radiator 24 reaches a certain value above the upper limit of the optimum temperature, the sensor 26 sends a corresponding signal to the computer system 8, which consequently turns on the electric fan 25 in the opposite direction to the original direction. At the same time, the computer system 8, by means of the stepped motor 14, opens the louvers 13. Thus, the electric fan 25 blows the radiator 24 and the exhaust manifold 10 of the engine 1, thus helping to cool the engine 1, preventing fluid from boiling in the radiator 24. and prevents the exhaust catalyst from overheating if engine 1 has one.

In the twelfth and thirteenth variants, the system operates as in the tenth variant with the following features. In the twelfth embodiment, the thermostat is configured as a three-way distribution valve 28, operated by an electric actuator 29, which may be a stepper motor, and which is commanded by the computer system 8. This variant also allows the seventh and ninth to be programmed by computer programming, respectively. system 8 to maintain different optimum temperatures of the engine 1 in its different operating modes. In the thirteenth embodiment, the circulation pump 2 is driven by an electric motor 5, similar to that shown in Figure 1, with the computer system 8 controlling its rotational speed. In this way the speed of the coolant circulation and, accordingly, the intensity of warming, respectively the cooling of the engine 1 and its temperature are regulated. It is also characteristic of this embodiment that different lower and upper limits of the optimum temperature of the engine 1, corresponding to different modes of its operation, may be set in the programs of the computer system 8.

In the fourteenth embodiment, the computer system 8, except in the other cases described, includes the electric fan 25 and opens the louvers 13, through the electrical actuator 14 and in the cases where the exhaust gas and / or catalyst temperature 21 according to the sensor 20 ( shown in figure 3) exceeded the optimum values for catalyst operation 21. The polarity of switching on the fan 25 in these cases depends on the temperature of the engine 1. At lower than the optimum temperature afterwards nal, the polarity of incorporation is such that the fan 25 blows in the direction of the exhaust manifold 10 to the radi nd 24. At higher than the optimal temperature of the engine 1, the polarity of the switching is reversed.

Claims (14)

Claims A thermostatic system for an internal combustion engine with a cooling jacket (1) fitted with a circulating pump (2) and a radiator (3) connected by tubes (4) to a circulating circuit, a direct current electric fan (6) housed ( 7), and a computer system (8) for controlling engine performance (1), wherein the system also includes a hot air tube (9), the end of which is shaped like a housing enclosing the exhaust manifold (10) of the engine (1), characterized in that the other end of the hot air pipe (9) is connected to a housing (7) around the rectangular wire history or fan (6) which is connected to the computer system (8) for controlling its operation the engine (1), so that to change the polarity of the current supplied to the electric blower (6) depending on the temperature of the engine (1). System according to claim 1, characterized in that the exhaust manifold (10) of the engine (1) is ribbed. System according to claim 1 or 2, characterized in that the valve (7) of the electric fan (6) is provided with plate valves (11) that only allow air to flow from the inner to the outer part of the housing (7). System according to one of Claims 1 to 3, characterized in that plate valves (12) are arranged in the hot air pipe (9) so as to restrict or stop the movement of air in the direction of the space around the exhaust manifold. (10). System according to one of Claims 1 to 3, characterized in that a valve (18) is connected in the hot air pipe (9) connected to an electrical actuator (19), which is connected to the computer system (8). ) and it is connected to the exhaust temperature sensor (20) and / or the exhaust gas catalyst (21). System according to one of Claims 1 to 5, characterized in that there are louvers or curtains (13) mounted in front of the radiator (3) connected to an electrical actuator (14) which is connected to the computer system. (8). System according to one of Claims 1 to 6, characterized in that the circulation pump (2) is driven by a variable speed rotating motor (5) connected to the computer system (8). System according to one of Claims 1 to 7, characterized in that a thermostat (15) is included in the circulation circuit of the system. System according to claim 8, characterized in that the thermostat is designed as a throttle valve (16) connected to an electrical actuator (17), which in turn is connected to the computer system (8). A thermostatic system for an internal combustion engine with a cooling jacket (1) fitted with a circulation pump (2), a radiator (3) and a dual-acting three-way thermostat (22) connected by pipes (4) in a cooling circulation circuit, and by a bypass pipe (23) in a bypass circulation circuit, a direct current electric fan (6), a computer system (8) for controlling the engine operation (1), characterized in that the bypass pipe (23) is interrupted by a second radiator (24) ), with a cross between the exhaust manifold (10) of the engine (1) and the second radiator (24) lenses (13) connected to an electrical actuator (14) connected to a computer system (8) which is also connected to a second DC electric fan (25) which is also connected to a computer system (8) such that it incorporates it with different current polarity depending on the temperature of the motor (1), the computer system (8) also being connected to a temperature sensor (26) mounted in the second radiator (24) which together with the louvers (13) and the electric fan (25) are mounted on a housing opening (27) enclosing the exhaust manifold (10). System according to claim 10, characterized in that the exhaust manifold (10) of the engine (1) is ribbed. System according to claim 10 or 11, characterized in that the thermostat is configured as a three-way distribution valve (28) connected to an electrical actuator (29), which in turn is connected to the computer system (8). System according to one of Claims 10 to 12, characterized in that the circulation pump (2) is connected to a variable speed rotating motor (5) connected to the computer system (8). System according to one of Claims 10 to 13, characterized in that the computer system (8) is connected to a sensor (20) for the temperature of the exhaust gas and / or the catalyst (21) of the exhaust gas. Attachment: 5 figures FIG. 2 FIG. 3 FIG. 4