DE1451888A1 - Device to facilitate the starting of particularly charged diesel engines - Google Patents

Description

._r Zeus .Uztiengesellschaft obutbgarb, the 11th ^. 19ο ;?

-üub "b iart-'ugtertUridieim lio / ^ ri. 1451888

i) aim 6719A

ietr .: Patent and utility model rlilfs registration Addition to Daim 66 ^ 2 / 4-

Setup for calibration of starting of supercharged diesel engines in particular

The invention relates to a device; to make things easier starting especially charged diesel engines,

where nucri pat en b (patent application I) 46 O5bla / 4oa)

a heat exchanger in the common supply pipe for the combustion air fior the charge air cooling arranged iüt.

Daa main patent deals with the start of üieselmoboren at low outdoor temperatures, and proposes to Erleichberung of AnIaßvorganges preheat brennungaluft the gesambe sucked from Dieseluiobor United over the duration of the starting process. As a means for this, a heat exchanger is arranged in the common supply pipe of the combustion air, which has shut-off and switchover

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Equipped organs "pipework is connected to a .fär ^ ie exchanger of a heater This ./Ur-Jie tauscher- thus heats the entire flowing through the Zufahrrohr Verbrexinungsluf t f With lüssigkeitsgektihlten Dieseiuotoren can be used as the heater pre-heater for IV Otorkühlflussigkei.. ^- G. In charged diesel engines with charge air cooling, the charge air cooler can be used as a heat exchanger for preheating the combustion air. In a highly charged diesel engine with charge air cooler and gate heater for the engine coolant, the prerequisites for the practical implementation of the main inventive concept are therefore particularly favorable Charge air coolers are used to preheat the combustion.

For cooling the engine and for charge air cooling So two separate coolant circuits are formed there that can be individually switched on to the common preheater siad, so that an optional heating of the cooling liquid is feasible.

Such an arrangement of the intercooler in one of the Mobile coolant circuit burned coolant circuit is especially with regard to the partially existing low temperature difference between the charge air and the engine coolant stone temperature is favorable. Here niuii

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but the one related to the second coolant circuit standing greater effort must be accepted.

The task of the new invention is to avoid this increased effort. In a device for facilitating the starting of supercharged diesel engines with a heat exchanger for charge air cooling arranged in the common supply pipe of the engine combustion air, according to the invention, the Ί heat exchanger for charge air cooling contains either a liquid-leading, heatable Tirmeaustauschfläche insert that is connected to the engine coolant circuit, or one Heat exchangeable surface insert, which can also be heated by gases. This enables very effective preheating of the engine's combustion air.

The heat exchanger with a liquid-carrying heat exchange surface insert is in the coolant circuit preferably between the engine and the coolant coolant arranged. Especially with highly charged multi-fuel engines the temperature difference between the charge air and the cooling water exiting the engine is sufficient, in order to obtain effective charge air cooling when the engine is running.

About the heat exchange surface set and thus the combustion air the engine3 to heat up when the engine is started,

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a heater is switched on in the engine coolant circuit. This heater can be a water pre-heating device which is arranged in front of the heat exchanger for charge air cooling so that the heated "coolant" first flows through the heat exchanger for charge air cooling and only then through the engine block, whereby the charge air flows to a highest possible temperature preheated v ^»r ill.

During the starting process is so in this case Engine coolant preheated in the preheater. This preheated coolant is pumped through the circuit and heats the heat exchanger for the intercooler and the engine. After starting the engine and reaching the favorable operating temperature, the heating is switched off and the engine and charge air cooling sets; a.

So that the cooling liquid does not have to be continuously pumped through the switched-off preheating device when the engine is working normally, the preheating device can also be connected to the cooling liquid circuit via a lifting line. This secondary circuit can be shut off or opened by a valve that is dependent on the temperature of the coolant.

In order to fulfill its dual function, on the one hand during the start of the engine "to heat up the charge air and on the other hand to increase the charge air during normal operation of the engine

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cool, to meet, can the heat exchanger for the charge air cooling also includes two separate 7 / heat exchange media mobile heat exchange surface inserts, preferably consisting of drill bundles have around which the charge air flows. One of these heat exchange surface inserts is switched on in the coolant circuit and the other is connected to the inflow and outflow connections of a heater. Depending on which of the When heat exchange surface inserts are in operation, the entire charge air is preheated or cooled.

In the other advantageous embodiment, the heat exchanger for charge air cooling can have a heat exchange surface insert that can be acted upon by gases and be arranged in a lockable cooling air channel. Another lockable gas channel is connected to the supply-side cooling air channel section, which is connected to at least one hot gas source. During normal operation of the engine, the combustion air supplied by the charger is cooled by the cooling air flowing through the heat exchange surface insert. When the engine is started, the cooling air duct is closed by control elements and the gas duct is opened so that the heating gases from one or even more hot gas sources are now fed into the heat exchange areas in-3-31ζ and the combustion alu.fb of the motor

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heat. As a hot gas source, one becomes more independent of the engine Hot gas generator and / or the engine itself is used. Only the hot gas generator is used for the production alone of the hot gases used, it stays on throughout

Duration of the starting process switched on. But it will also

the engine itself for the production of the hot gases is drawn in and its exhaust gases or only a part of them ! fed into the heat exchanger for charge air cooling, In this way, after the engine has started, the hot gas flow from the hot gas generator can be reduced by the engine exhaust gases strengthens or can be replaced entirely. For this ITaIl control organs are provided, which adjust the hot gas flow of the hot gas generator after the engine has been started completely replaceable by the engine exhaust gas flow

j is. When the engine exhaust fumes pre-heating the combustion

the hot gas generator is switched off. If the engine speed continues to rise, so that a Less and less preheating of the combustion air is required is, the amount of engine exhaust gas conducted into the heat exchanger is progressive through flaps or slides throttledi * When a predeterminable engine speed is reached, the engine exhaust gases are then fed into the Wärnieaustauschflächeneinaatζ completely closed and the Cooling air duct opened again. Instead of the Moüordrehzuhl came also the power of the engine or some other variable quantity for the regulation of the supply of the hot

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Gases used in the heat exchange area insert will.

On the basis of exemplary embodiments and some drawings the invention is explained in more detail below.

Show it:

Fig. 1 is a simplified scheme of a Liotorkühlmittelkreises with a heatable heat exchanger for the charge air,

Fig. 2 is a simplified scheme of another embodiment an engine coolant circuit with a heat exchanger for the charge air,

a heat exchanger that can be heated by hot gases for the charge air.

1 shows a supercharged liquid-cooled internal combustion engine 2 with charge air cooling. The charging takes place via a charger 8, which can be driven mechanically or by the engine exhaust gases. The charge air cooler 5 is inserted into the cooling water circuit and has a coil 12 through which the cooling water runs and a special additional coil U ₁ which is connected to a heater 11 and which is

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heated liquid of the heater. when the same in .operation is, flowed through.

The coolant is pumped into the motor housing 2 by the coolant pump 1. This is where the coolant is distributed, which is expressed by the dashed arrows sum, and gets into the engine head .9. From ieu engine head ~ j the cooling liquid. via the laemostats 4 and the intercooler 5 to the radiator 6 and from there v / ieder to the pump 1. Between the -! Thermos did en A- and the pump 1, a short-circuit line 16 is arranged, which in the known, / 'iron for the The water temperature is regulated by the thermostat 4. _Λ In addition, an overpressure line / with an overpressure valve 7 / in - ^ a Sadl- ■■■ flüasigkeitssyatem ... All other parts of the / cooling system are ./egjlassen for the sake of clarity.

Should the motor 2 at low Aul; ent e, via a door cn ingel, .ssen vferden., so the heater 11 is put into operation, the pipe coil Iy in the charge air cooler is heated / and. the 3Juft conveyed by the charger 6 heats up before it reaches the common supply pipe 9 into the-en -'Ab two-door-10 and from there into the single cylinder of the Uotor: rj 2. Die.Kahlwasserleitung ama'Eühler 6 is shut off by the TherDiostateii 4 and.dai? Cooling water flows through the short pipe / 16 /. to the Tumpc 1 in the middle- '_.- bar back.

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Uocors, je ^ ut-ii and is heated by di ^ running air the AnlsBvo.r-gJ.iig shortened.

rZ «b dar luocor 2 the other operating temperature for him reached, 30 open the -Ihemost -.- t 4- the main line dea II ..: hl3y.:te:ü and the cooling liquid is vvir through the radiator δ jtleijet. On the doorway to the IDIhler 6 i «r the xvdhlfl ^ sipjlceit first by the in the coolant icceisl-.uf a. ^ e.'jcii.rdteten loading air bare he 5 led and cools There the L ".ie runs. The heater 11 is after starting of motor 2 switched off.

The cooling liquid is also used during the start-up a cooling water can be used as a heater foci that go directly into the coolant circuit is used. In order to? however the coolant with the engine running normally, not continuously through the ib.'i & achalteuen Yor7 / poorer must be pumped, that can · / · Irmgerai: but a lift line to the cooling *

be.

In the 3chem.a after the i'ig. 2, which shows another advantageous arrangement of the coolant system according to the invention, the cooling liquid and the locielair are vorgöwdrmt for the start-up device. The cooling fluid can be controlled via a control valve IB and an outlet valve Ii? a VOjJWäyiager! 14 attached. "% \ £ c den

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Starting process is "in this exemplary embodiment to- * next through the preheater 14, a corresponding setting of the control valve 18 with the coolant circuit connected and put into operation. The heated coolant is then arranged by a device in the gate warmer 14 Pump or pumped by pump 1 through the coolant system. The heated coolant arrives here first in the coil 19 of the intercooler 5 and there gives off heat to the charge air conveyed by the charger 8. The coolant flows from the charge cooler 5 to the pump 1 and from there into the motor 2, from where it flows to the thermostat 4. This opens and closes the shunt line 25, which bridges the cooler 6. The control valve 18 Like the thermostat 4, it preferably works automatically as a function of the temperature of the coolant. But it can also be operated by hand.

During the starting process thus arises for the heated Coolant following circuit:

Preheater 14 - intercooler 5 pump 1 - engine 2 - thermostat 4 - line 25 control valve 18 - preheater * 14

The preheater 14 is the coolant oil circuit through the. Control valve 18 is switched on and the cooler 6 through the

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Thermostat 4 switched off. After starting the engine 2, the preheater 14 is switched off from the coolant circuit and the cooler 6 is switched on. It then arises following coolant circuitί

Pump 1 - engine 2 - thermostat 4 radiator 6 - line 17 - control valve 18 intercooler 5 - pump 1.

Another version provides} the intercooler directly to "heat. This can be achieved by the fact that the hot gases of a preheater directly in the intercooler.

In Figure 3, a charge air cooler 5 is shown, the be heated by hot gases during the starting process can. The charge air cooler has a heat exchange surface insert to guide the coolant, which in this example is air, which is also responsible for guiding the hot gases to heat the charge air via the The duration of the starting process is used. The main task of the heat exchanger 5, as with the previously described heat exchangers, is the charge air during normal Work to cool the engine. The one required for charge air cooling Cooling air is supplied to the heat exchanger 5 via the cooling air duct 26. It crosses roughly the arrows following the heat evacuators equipped with throughflow pockets

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tauschflächeneinsatζ and arrives via "the connection tack 24 of the air duct into the open of the heat exchange and smiley use can be made at Gtielsvreise Süin is formed from corrugated sheet metal strips. Pie promotion the bald air can iurca. a fan 2c alone ■ or in motor vehicles by a G-ebläee and the Back pressure carried out "earth. The one supplied by the loader Charge air enters the chamber 22 of the ifärmetauschers 5 for the Lr.deluft via the connecting piece 20, " flows through the pockets of the arms of the exchange lens insert and the chamber 25 and vrird via the connecting piece 21 to the Mobor not shown. '/ pus-led.

A gas duct 29 is connected to the cooling air duct section on the supply side. This gas channel · 29 serves only! Guidance of the hot gases "one on the drawing not sew-r shown hot gas generator. 3 ¹ LLR tempering deö luotors värd the Heibgasgenerator eingesch" ltet un.I the heiben gases produced in it be through the gas channel 29 load cooling air duct 26 and from there through the ', 7d.r exchanger 5 on the same \ 7eg as the cold air into the open. In the heat exchanger i? give the gases their V / arms to the rotor combustion air. "Per.Kuhlliiftkanal 2b v / ährfcnddessen by the flap aoßääjäietec i? 0 shut, the flap ^ tfird on the drawing seen pivoted downwardly so * it closes the opening of the gas channel 29th

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The gas channel 29 has a branch 27 which communicates with the exhaust pipe of M _o tors in conjunction "The flap 31 may be the gas duct 29 or the opening of the fork 27 to complete or occupy any intermediate position. Bine Such a configuration of the gas channel 29 to the branch 27 allows for preheating of the drying air Motorverbrenr for the engine to start by the hot gases of the gas generator and after the engine has started a further preheating of the M _o torverbrennungsluft by the engine exhaust gases. When the engine is started, the hot gas generator is switched on, the junction 27 of the gas duct 29 is shut off by the flap 31 and the cooling air duct 26 by the flap 30. ITach starting the M _o tors of Gaskahal is gradually closed by the flap 31, 29, at the same time the branch is opened 27th This has the result that the hot gas flow of the hot gas generator throttled and is replaced by the M _o torabgasstrom. Subsequently, if the engine temperature rises further, the engine exhaust gas stream flowing through the branch 27 can be throttled and completely shut off when the engine temperature required for normal operation of the engine is reached. Hternaoh the cooling air passage 26 is then open progressively _r eo that the amount of cooling air is quite angepeBt to the engine temperature *

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The application of the device described above is especially in the case of multi-fuel engines, especially "/ ineffective. The The invention is also particularly applicable to naturally aspirated engines without supercharging Applicable to LKv? engines.

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Claims (1)

1. Fixiricli'jung zur '. ; lightenerun ζ des Anl'is ^ eas of in particular _uf 3 el. "the en diesel engines, in which after. Patent (patent application D 46 0561 a / 46 a?) in the common supply pipe for the combustion air
a, Tjj? meto.uscaer for charge air cooling is arranged, djdurca marked that the ".if poor exchanger (5) for charge air cooling is either a liquid
moving TirmecuGbauscnflactiea sowing ζ containing connected to the LIotorkdhlflassigxeitskreislauf
ic-t, or lurch gases acted upon "./ijcmeaust-T uochf lächeiieinjatz ent'iült and da.u- sorrohl the first-mentioned :: 1.3 searching said second ^place;:. /.b?meaust3usciiflächeneinsatz is heated. 2. Device according to claim 1, characterized in that that the Vf-irmetauscher (5) for the charge air cooling with a liquid-guiding "J arm out of the surface insert between motor (2) and coolant cooler (6) in the coolant circuit ·. is arranged. 5. Device according to claims 1 and 2, characterized gekennzeiciinet that ice skating in the bald liquid skr
a Kühlv / asüervurvrirragerat (14) is switched on
(Pig. 2). 009820/0500 "-16 - NL 4. Device according to claims 1 "to p, characterized that the cooling water preheater (14-) in front of the heat exchanger (5) for charge air cooling is arranged. 5 · Device according to claims 1 to 4, characterized thereby that the cooling water preheater (14) is connected to the cooling liquid circuit via a bypass line (15) connected. 6. Device according to claims 1 and 2, characterized in that the heat exchanger (5) for lie charge air cooling contains two separate, (7ärmeaustauschmittel leading ¹ , preferably consisting of tube bundles v ^ heat exchange surface inserts (12 or 15), which flows around the charge air be (Pig. I). 7. Device according to claim 6, characterized in that one (12) of the heat exchange surface inserts of the heat exchanger for charge air cooling is switched on in the coolant circuit, while the other (15) to the inflow and outflow connections of one Heater (11) is connected. 8 ", device according to claim 1, characterized in that the heat exchanger (5) for the charge air cooling with a heat exchange surface that can be acted upon by gases 009820/0500 - & H51888 Insert arranged in a lockable I cooling air duct is, which is closed when starting the engine, and that on the supply-side Kahlluftkanalabschnitt a lockable gas duct is connected, which is connected to at least one hot gas source is in communication and is open when the engine is started (Fig. 3). 9. Device according to claims 1 and 6, characterized in that that as hot gas .quelle a hot gas generator independent of the engine and / or the engine itself used // earth. 10. Device according to claims 1, 8 and 9 »characterized in that that control organs are provided, by setting them when starting the engine of the hot gas generator put into operation and connected to the gas duct. 11. Device according to claims 1 and 8 to 10, characterized in that control element ^ are provided, by setting them after the engine has been started, the hot gas flow of the hot gas generator through the engine exhaust gas flow can be replaced, whereby the amount of exhaust gas directed into the gas duct increases with increasing engine speed wi ?? d uad throttled when you reach a yorbeatimmbaren Mo tord »ehaiUli GÄħ is pinked off.