DK148605B - COMBUSTION ENGINE COOLING SYSTEM - Google Patents
COMBUSTION ENGINE COOLING SYSTEM Download PDFInfo
- Publication number
- DK148605B DK148605B DK329679AA DK329679A DK148605B DK 148605 B DK148605 B DK 148605B DK 329679A A DK329679A A DK 329679AA DK 329679 A DK329679 A DK 329679A DK 148605 B DK148605 B DK 148605B
- Authority
- DK
- Denmark
- Prior art keywords
- engine
- combustion engine
- cooling system
- engine cooling
- pump
- Prior art date
Links
- 238000001816 cooling Methods 0.000 title description 10
- 238000002485 combustion reaction Methods 0.000 title description 5
- 239000002826 coolant Substances 0.000 description 5
- 238000006073 displacement reaction Methods 0.000 description 3
- 239000004480 active ingredient Substances 0.000 description 1
- 230000007797 corrosion Effects 0.000 description 1
- 238000005260 corrosion Methods 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 239000012528 membrane Substances 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
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
- F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
- F01P11/02—Liquid-coolant filling, overflow, venting, or draining devices
-
- 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
- F01P3/00—Liquid cooling
- F01P3/22—Liquid cooling characterised by evaporation and condensation of coolant in closed cycles; characterised by the coolant reaching higher temperatures than normal atmospheric boiling-point
- F01P3/2207—Liquid cooling characterised by evaporation and condensation of coolant in closed cycles; characterised by the coolant reaching higher temperatures than normal atmospheric boiling-point characterised by the coolant reaching temperatures higher than the normal atmospheric boiling point
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Reciprocating Pumps (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
Description
i 148605in 148605
Opfindelsen omhandler et kølesystem til en forbrændingsmotor, især en dieselmotor, og af den i krav l's indledning angivne art.The invention relates to a cooling system for an internal combustion engine, in particular a diesel engine, and of the kind specified in the preamble of claim 1.
I væskekølede forbrændingsmotorer er det kendt at holde 5 kølevæsken cirkulerende under tryk for at undgå kavita-tionsfænomener, der tilsammen med kølevæskens indhold af kemisk aktive bestanddele kan bevirke en korrosion af bestemte partier af kølekamrene. Da overtrykkets højde varierer med motorens arbejdstemperatur, skal termosta-10 tens indkoblingstemperatur stilles lavere ved normaltryk, hvilket er uøkonomisk eksempelvis ved kørsel ned ad fjeldveje.In liquid-cooled internal combustion engines, it is known to keep the coolant circulating under pressure to avoid cavitation phenomena which, together with the coolant's content of chemically active ingredients, can cause corrosion of certain parts of the cooling chambers. Since the height of the overpressure varies with the operating temperature of the engine, the switch-on temperature of the thermostat must be set lower at normal pressure, which is uneconomical, for example when driving down mountain roads.
Det er kendt at opnå et sådant overtryk ved at forbinde kølevæskens ekspansionsbeholder direkte med det alminde-15 lige trykluftskredsløb til forsyning af de forskellige organer i motoren eller i et af denne drevet køretøj.Such excess pressure is known to be obtained by connecting the coolant expansion tank directly to the ordinary compressed air circuit for supplying the various means in the engine or in one of this driven vehicle.
Denne foranstaltning er ikke helt tilfredsstillende, idet det er ønskeligt at isolere motorens kølekredsløb fra motorens almindelige trykluftskredsløb.This measure is not entirely satisfactory as it is desirable to isolate the engine cooling circuit from the ordinary compressed air circuit of the engine.
20 Fra beskrivelsen til tysk patent nr. 944 591 er det kendt at tilvejebringe overtrykket fra en særskilt kompressor, der via motorens indsprøjtningspumpe drives mekanisk af motorens hovedaksel.20 From the specification of German Patent No. 944,591 it is known to provide the overpressure of a separate compressor which is driven mechanically by the engine's injection pump through the main shaft of the engine.
Opfindelsen har til formål at tilvejebringe overtrykket 25 på en simplere, ikke-mekanisk måde. Dette opnås ifølge opfindelsen ved at indrette kølesystemet som angivet i ' krav l's kendetegnende del. Herved tilvejebringes overtrykket ved en simpel rørtilslutning af luftpumpen til motorens forhåndenværende kompressor.The invention has for its object to provide the overpressure 25 in a simpler, non-mechanical way. This is achieved according to the invention by arranging the cooling system as defined in the characterizing part of claim 1. This provides the overpressure by a simple pipe connection of the air pump to the engine's existing compressor.
30 Opfindelsen forklares nærmere nedenfor i forbindelse med tegningen, hvor: 148605 2 fig. 1 er en skematisk afbildning af kølekredsløbet ifølge opfindelsen i en forbrændingsmotor, og fig. 2 er et snit igennem en udførelsesform for en luftpumpe med membran.The invention is explained in more detail below in connection with the drawing, in which: FIG. 1 is a schematic view of the cooling circuit of the invention in an internal combustion engine; and FIG. 2 is a section through an embodiment of a diaphragm air pump.
5 Fig. 1 viser en forbrændingsmotor 1, hvis væskekølekreds-løb ved udgangen fra motorens kølekappe omfatter et samlerør 2, som over en ledning 3 er forbundet med det øverste parti af en køler 4 over en termostatventil 5, der er indrettet til at kortslutte gennemgangen imod køle-10 ren og direkte forbinde ledningen 3 med en cirkulationspumpe 6, der er forbundet med indløbet til motorens kølekappe .FIG. 1 shows an internal combustion engine 1 whose liquid cooling circuit at the output of the engine cooling jacket comprises a manifold 2 connected over a line 3 to the upper portion of a cooler 4 over a thermostatic valve 5 adapted to short-circuit the passage against the cooling circuit. 10 cleanly and directly connect the conduit 3 to a circulation pump 6 connected to the inlet of the engine cooling jacket.
Det nederste parti af køleren 4 er også forbundet med indløbet til pumpen 6 over en ledning 7, og desuden er en 15 ekspansionsbeholder 8 for kølevæsken over en ledning 9 forbundet med indsugningen til pumpen 6.The lower portion of the cooler 4 is also connected to the inlet of the pump 6 over a conduit 7, and furthermore an expansion tank 8 for the coolant over a conduit 9 is connected to the suction of the pump 6.
For at tilvejebringe overtrykket i ekspansionsbeholderen 8 i rummet oven over kølevæsken er ekspansionsbeholderen forbundet med udløbet 12 fra en luftpumpe 10 over en led-20 ning 11, hvilken pumpe er forbundet med atmosfæren over en indsugningsåbning 13.To provide the overpressure in the expansion vessel 8 in the space above the coolant, the expansion vessel is connected to the outlet 12 from an air pump 10 over a conduit 11, which pump is connected to the atmosphere over an intake port 13.
I ledningen 11 er der imellem pumpeudløbet 12 og ekspansionsbeholderen 8 indskudt en kontraventil 14 til at undgå et muligt tilbageløb af vand til luftpumpen 10.In the conduit 11, a check valve 14 is inserted between the pump outlet 12 and the expansion vessel 8 to avoid a possible flow of water to the air pump 10.
25 Som vist på fig. 2 består luftpumpen 10 af et legeme, der er opdelt i to kamre 15 og 16 af en bøjelig membran 17, hvis ligevægtsstilling tilvejebringes ved dens egen stivhed og ved forspænding af en fjeder 18', som ligger an imod bunden af kammeret 16.25 As shown in FIG. 2, the air pump 10 consists of a body divided into two chambers 15 and 16 by a flexible diaphragm 17, whose equilibrium position is provided by its own stiffness and by biasing of a spring 18 'which abuts the bottom of the chamber 16.
148605 3148605 3
Kammeret 15 er forbundet med atmosfæren over pumpeindsugningen 13, hvis åbning styres af en indsugningsventil 18, og med ekspansionsbeholderen 8 over ledningen 12, hvis åbning styres af en udstødningsventil 19.The chamber 15 is connected to the atmosphere above the pump inlet 13, the opening of which is controlled by an intake valve 18, and to the expansion vessel 8 over the line 12, the opening of which is controlled by an exhaust valve 19.
5 Det drivende kammer 16 er forbundet gennem en åbning 20 og en ledning 21 til et luftindsugningsrør 22 i motorens forsyningskredsløb for trykluft. Indsugningsrøret 22 fra motorens kompressor 23 er selv forbundet med motorens lufttilgangsgrenrør 24, der fødes gennem en ledning 25 10 forbundet med atmosfæren over et luftfilter 26.5 The driving chamber 16 is connected through an opening 20 and a conduit 21 to an air suction pipe 22 in the compressed air supply circuit of the engine. The suction pipe 22 from the engine compressor 23 is itself connected to the engine air inlet manifold 24 which is fed through a conduit 25 10 connected to the atmosphere over an air filter 26.
De i indsugningsrøret 22 fremkaldte trykimpulser fra kompressoren 23 overføres igennem ledningen 21 til det indre af kammeret 16 i luftpumpen 10 og fremkalder derved en svingende forskydning af membranen 17 imod forspændingen fra 15 fjederen 18'. Forskydningen af membranen 17 medfører en rumfangsvariation af luftkammeret 15 og derved en trykvariation, som bevirker en forskydning af ventilerne 18 og 19 således, at den gennem røret 13 indsugede atmosfæriske luft udstødes igennem røret 12 imod ekspansions-20 beholderen 8 over ledningen 11 og igennem kontraventilen 14. Justeringen af fjederen 18 muliggør at tilvejebringe et fastlagt trykniveau.The pressure pulses induced in the suction tube 22 from the compressor 23 are transmitted through the conduit 21 to the interior of the chamber 16 in the air pump 10, thereby causing a oscillating displacement of the membrane 17 against the bias of the spring 18 '. The displacement of the diaphragm 17 causes a volume variation of the air chamber 15 and thereby a pressure variation which causes a displacement of the valves 18 and 19 so that the atmospheric air sucked in through the pipe 13 is ejected through the pipe 12 against the expansion vessel 8 over the conduit 11 and through the check valve. 14. The adjustment of the spring 18 makes it possible to provide a set pressure level.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR7823272 | 1978-08-07 | ||
| FR7823272A FR2433101A1 (en) | 1978-08-07 | 1978-08-07 | IMPROVEMENT IN COOLING DEVICES FOR INTERNAL COMBUSTION ENGINES |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| DK329679A DK329679A (en) | 1980-02-08 |
| DK148605B true DK148605B (en) | 1985-08-12 |
| DK148605C DK148605C (en) | 1986-01-20 |
Family
ID=9211663
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| DK329679A DK148605C (en) | 1978-08-07 | 1979-08-06 | COMBUSTION ENGINE COOLING SYSTEM |
Country Status (9)
| Country | Link |
|---|---|
| BE (1) | BE878122A (en) |
| DE (1) | DE2931821A1 (en) |
| DK (1) | DK148605C (en) |
| FR (1) | FR2433101A1 (en) |
| GB (1) | GB2027872B (en) |
| IE (1) | IE48533B1 (en) |
| IT (1) | IT1119123B (en) |
| LU (1) | LU81568A1 (en) |
| NL (1) | NL7905937A (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2582053B1 (en) * | 1985-03-21 | 1989-04-07 | Cyclam | METHOD AND DEVICE FOR PRESSURIZING THE COOLING CIRCUIT OF AN INTERNAL COMBUSTION ENGINE |
| DE102005007781B4 (en) * | 2005-02-19 | 2013-01-31 | Man Truck & Bus Ag | Method and arrangement for rapid construction of the system pressure in the coolant circuit of internal combustion engines |
| DE102007058575B4 (en) * | 2007-12-05 | 2013-08-01 | Man Truck & Bus Ag | Motor vehicle with compressed air based cooling system |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR827588A (en) * | 1936-10-07 | 1938-04-28 | Diaphragm pump controlled directly by a fluid | |
| DE944591C (en) * | 1953-03-27 | 1956-06-21 | Daimler Benz Ag | Liquid cooling system for internal combustion engines |
| CH373225A (en) * | 1959-12-17 | 1963-11-15 | Gratzmuller Jean Louis | Process for cooling an engine unit comprising at least one internal combustion engine and installation for implementing this process |
| FR83678E (en) * | 1963-05-16 | 1964-09-25 | Cooling device of an internal combustion engine | |
| FR1466616A (en) * | 1965-12-22 | 1967-01-20 | Malsbary Mfg Company | Automatic air injection device, in particular for recharging the mass of compressed air in a chamber containing air and a liquid under pressure |
| GB1298665A (en) * | 1969-01-03 | 1972-12-06 | Bernard Hooper | Improvements in or relating to step-piston two-stroke engines |
| FR2137091B1 (en) * | 1971-05-13 | 1973-05-11 | Gratzmuller Jean Louis | |
| FR2239898A5 (en) * | 1973-07-31 | 1975-02-28 | Motobecane Ateliers | Two-stroke engine balancing and scavenging unit - incorporates reciprocating weight with membrane secured to pump housing |
-
1978
- 1978-08-07 FR FR7823272A patent/FR2433101A1/en active Granted
-
1979
- 1979-07-31 GB GB7926552A patent/GB2027872B/en not_active Expired
- 1979-08-01 NL NL7905937A patent/NL7905937A/en not_active Application Discontinuation
- 1979-08-02 LU LU81568A patent/LU81568A1/en unknown
- 1979-08-06 DE DE19792931821 patent/DE2931821A1/en active Granted
- 1979-08-06 IT IT68622/79A patent/IT1119123B/en active
- 1979-08-06 DK DK329679A patent/DK148605C/en not_active IP Right Cessation
- 1979-08-07 BE BE2/58002A patent/BE878122A/en not_active IP Right Cessation
- 1979-08-08 IE IE1421/79A patent/IE48533B1/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| DE2931821C2 (en) | 1989-09-07 |
| GB2027872B (en) | 1983-04-27 |
| IE48533B1 (en) | 1985-02-20 |
| DK329679A (en) | 1980-02-08 |
| DK148605C (en) | 1986-01-20 |
| BE878122A (en) | 1980-02-07 |
| GB2027872A (en) | 1980-02-27 |
| DE2931821A1 (en) | 1980-03-20 |
| IT1119123B (en) | 1986-03-03 |
| IE791421L (en) | 1980-02-07 |
| IT7968622A0 (en) | 1979-08-06 |
| NL7905937A (en) | 1980-02-11 |
| FR2433101B1 (en) | 1982-04-30 |
| FR2433101A1 (en) | 1980-03-07 |
| LU81568A1 (en) | 1980-04-21 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PBP | Patent lapsed |