EP0035059A1 - Air-cooled internal combustion engine with at least one hydrodynamic brake - Google Patents

Air-cooled internal combustion engine with at least one hydrodynamic brake Download PDF

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Publication number
EP0035059A1
EP0035059A1 EP80107543A EP80107543A EP0035059A1 EP 0035059 A1 EP0035059 A1 EP 0035059A1 EP 80107543 A EP80107543 A EP 80107543A EP 80107543 A EP80107543 A EP 80107543A EP 0035059 A1 EP0035059 A1 EP 0035059A1
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EP
European Patent Office
Prior art keywords
air
internal combustion
combustion engine
retarder
cooler
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP80107543A
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German (de)
French (fr)
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EP0035059B1 (en
Inventor
Paul Dipl.-Ing. Tholen
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Kloeckner Humboldt Deutz AG
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Kloeckner Humboldt Deutz AG
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Priority to AT80107543T priority Critical patent/ATE5609T1/en
Publication of EP0035059A1 publication Critical patent/EP0035059A1/en
Application granted granted Critical
Publication of EP0035059B1 publication Critical patent/EP0035059B1/en
Expired legal-status Critical Current

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    • 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
    • F01P7/00—Controlling of coolant flow
    • F01P7/02—Controlling of coolant flow the coolant being cooling-air
    • F01P7/10—Controlling of coolant flow the coolant being cooling-air by throttling amount of air flowing through liquid-to-air heat exchangers
    • 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
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/02—Pumping cooling-air; Arrangements of cooling-air pumps, e.g. fans or blowers
    • F01P5/06—Guiding or ducting air to, or from, ducted fans

Definitions

  • the invention relates to an air-cooled internal combustion engine with at least one hydrodynamic brake (retarder), the heat generated is recooled in a cooler, and with exhaust air flaps in the cooling air duct of the internal combustion engine.
  • hydrodynamic brake retarder
  • Such an internal combustion engine is known from DE-PS 12 30 615.
  • the retarder oil cooler is arranged in series with the cylinders on the clutch side of the internal combustion engine and is closed by exhaust flaps in normal engine operation. These exhaust air flaps are then opened in braking mode and the cooling air can flow through the retarder oil cooler as desired.
  • the hood pressure drops through the opening of the exhaust air flaps, so that the air throughput through the retarder cooler is relatively low and the cooler must therefore be made relatively large in order to dissipate the amount of heat generated.
  • the space for such a large retarder oil cooler is practically not available in today's confined installation conditions in motor vehicles.
  • the object of the present invention is therefore to provide an air-cooled internal combustion engine with at least one hydrodynamic brake of the type mentioned at the beginning Art to improve such that the cooling performance of the retarder oil cooler is improved without increasing its construction.
  • the cooler is arranged in front of the cooling air blower of the internal combustion engine and that the exhaust air flaps are provided in the cooling air cover of the internal combustion engine in such a way that they are opened in the retarder mode.
  • This arrangement offers the advantage that a substantially increased cooling air flow through the cooler and through the blower is achieved by opening the exhaust air flaps in the retarder mode and that at the same time the cooling air flow through the engine components is greatly reduced.
  • This has the further advantage that the undesired cooling of the engine parts is practically prevented in retarder operation.
  • the cooling air volume with open exhaust air flaps in contrast to closed exhaust air flaps, can be almost doubled without having to make changes to the blower, so that the retarder oil cooler has a relatively small overall volume.
  • cooler it is also possible to use the cooler to cool the gear oil during normal driving. Since its heat build-up is relatively low compared to that during retarder operation, the internal combustion engine is practically not impaired thereby.
  • the exhaust air flaps can be controlled via a linkage and a hydraulic or pneumatic actuator.
  • the actuator can be operated directly by hand or depending on the retarder oil temperature or together with switching on the retarder mode.
  • FIG. 1a shows a schematic side view of an air-cooled internal combustion engine 1. As the top view in FIG. 1b shows, it is designed as a V-type internal combustion engine and has two rows of 6 cylinders each.
  • the impeller 2 is arranged on the front end face and is driven by a speed-controllable drive (not shown).
  • the retarder cooler 3 In front of the blower 2 is the retarder cooler 3, which is connected to the blower via air guiding surfaces.
  • the V-space of the internal combustion engine, into which the fan 2 conveys the cooling air, is closed at the top by a large number of exhaust air flaps 4.
  • These exhaust flaps are arranged like a shutter and can be rotated about their longitudinal axis so that they release a passage cross section.
  • the blower map in FIG. 2 has, for example, two operating points I and II.
  • the operating point I is reached at the rated engine speed and full load with the exhaust flaps 4 closed.
  • the total static pressure loss of the radiator and engine is 20 mbar, the pressure loss in the radiator being approximately 2 mbar and in the remaining internal combustion engine approximately 18 mbar.
  • the operating point II which represents the retarder operation with the exhaust air flaps open and the same fan speed, is characterized by the fact that the static pressure loss in the cooling space has decreased by approx.

Abstract

An air-cooled internal combustion engine equipped with a hydronamic retarder is combined with a cooling system for the hydronamic retarder fluid. The system comprises a cooling air shroud for directing cooling air past the engine in cooling relationship thereto and a cooling air fan for pushing air through the shroud. The system further includes a retarder oil cooler located upstream from the fan remote from the engine and circuit means are provided for circulating retarder oil through the cooler. Exhaust valves are provided in the shroud and are positioned for diverting at least a portion of the cooling air flow from the shroud when the valves are open. Thus, the overall pressure loss of the system may be decreased and the total flow of cool air through the cooler may correspondingly be increased to increase the cooling efficiency in the cooler.

Description

Die Erfindung bezieht sich auf eine luftgekühlte Brennkraftmaschine mit zumindest einer hydrodynamischen Bremse (Retarder), deren anfallende Wärme in einem Kühler rückgekühlt wird, und mit Abluftklappen in der Kühlluftführung der Brennkraftmaschine.The invention relates to an air-cooled internal combustion engine with at least one hydrodynamic brake (retarder), the heat generated is recooled in a cooler, and with exhaust air flaps in the cooling air duct of the internal combustion engine.

Eine derartige Brennkraftmaschine ist aus der DE-PS 12 30 615 bekannt. Hierbei ist der Retarderölkühler in Reihe zu den Zylindern an der Kupplungsseite der Brennkraftmaschine angeordnet und im normalen Motorbetrieb durch Abluftklappen verschlossen. Im Bremsbetrieb werden diese Abluftklappen dann geöffnet und die Kühlluft kann im gewünschten Sinne durch den Retarderöllühler strömen. Allerdings sinkt durch die Öffnung der Abluftklappen der Haubendruck, so daß dadurch der Luftdurchsatz durch den Retarderkühlter relativ gering ist und der Kühler deshalb zum Abführen der anfallenden Wärmemenge relativ groß ausgeführt werden muß. Der Platz für einen derart großen Retarderölkühler ist aber bei den heute beengten Einbauverhältnissen in Kraftfahrzeugen praktisch nicht vorhanden.Such an internal combustion engine is known from DE-PS 12 30 615. The retarder oil cooler is arranged in series with the cylinders on the clutch side of the internal combustion engine and is closed by exhaust flaps in normal engine operation. These exhaust air flaps are then opened in braking mode and the cooling air can flow through the retarder oil cooler as desired. However, the hood pressure drops through the opening of the exhaust air flaps, so that the air throughput through the retarder cooler is relatively low and the cooler must therefore be made relatively large in order to dissipate the amount of heat generated. However, the space for such a large retarder oil cooler is practically not available in today's confined installation conditions in motor vehicles.

Aufgabe der vorliegenden Erfindung ist es deshalb, eine luftgekühlte Brennkraftmaschine mit zumindest einer hydrodynamischen Bremse der eingangs genannten Art derart zu verbessern, daß die Kühlleistung des Retarderölkühlers verbessert wird, ohne daß dessen Bauweise vergrößert wird.The object of the present invention is therefore to provide an air-cooled internal combustion engine with at least one hydrodynamic brake of the type mentioned at the beginning Art to improve such that the cooling performance of the retarder oil cooler is improved without increasing its construction.

Diese Aufgabe wird erfindungsgemäß dadurch gelöst, daß der Kühler vor dem Kühlluftgebläse der Brennkraftmaschine angeordnet ist und daß die Abluftklappen in der Kühlluftabdeckung der Brennkraftmaschine derart vorgesehen sind, daß sie im Retarderbetrieb geöffnet werden. Diese Anordnung biete den Vorteil, daß durch das Öffnen der Abluftklappen im Retarderbetrieb ein wesentlich erhöhter Kühlluftstrom durch den Kühler und durch das Gebläse erzielt wird und daß.gleichzeitig der Kühlluftstrom durch die Motorbauteile stark verringert wird. Dies hat den weiteren Vorteil, daß im Retarderbetrieb die unerwünschte Auskühlung der Motorteile praktisch verhindert wird. Mit dieser Anordnung kann weiterhin das Kühlluftvolumen bei offenen Abluftklappen im Gegensatz zu geschlossenen Abluftklappen nahezu verdoppelt werden, ohne daß Änderungen am Gebläse durchgeführtverden müssen, so daß der Retarderölkühler ein relativ geringes Bauvolumen aufweist.This object is achieved in that the cooler is arranged in front of the cooling air blower of the internal combustion engine and that the exhaust air flaps are provided in the cooling air cover of the internal combustion engine in such a way that they are opened in the retarder mode. This arrangement offers the advantage that a substantially increased cooling air flow through the cooler and through the blower is achieved by opening the exhaust air flaps in the retarder mode and that at the same time the cooling air flow through the engine components is greatly reduced. This has the further advantage that the undesired cooling of the engine parts is practically prevented in retarder operation. With this arrangement, the cooling air volume with open exhaust air flaps, in contrast to closed exhaust air flaps, can be almost doubled without having to make changes to the blower, so that the retarder oil cooler has a relatively small overall volume.

Es ist natürlich auch ohne weiteres möglich, den Kühler im normalen Fahrbetrieb zur Kühlung des Getriebeöls heranzuziehen. Da dessen Wärmeanfall im Vergleich zu dem bei Retarderbetrieb relativ gering ist, wird dadurch die Brennkraftmaschine praktisch nicht beeinträchtigt.Of course, it is also possible to use the cooler to cool the gear oil during normal driving. Since its heat build-up is relatively low compared to that during retarder operation, the internal combustion engine is practically not impaired thereby.

Eine vorteilhafte Weiterbildung der Erfindung sieht vor, die Abluftklappen gleichzeitig mit dem Einschalten des Retarders zu schalten, d. h. zu öffnen. Dieses Vorgehen stellt eine bautechnisch einfache Ausführung dar.An advantageous further development of the invention provides for the exhaust air flaps to be switched simultaneously with the activation of the retarder, i. H. to open. This procedure represents a structurally simple execution.

Es ist jedoch genauso gut denbar, die Abluftklappen in Abhängigkeit der Temperatur des Retarderöls und/oder einer signifikanten Motorbauteiltemperatur zu steuern.However, it is equally conceivable to control the exhaust air flaps depending on the temperature of the retarder oil and / or a significant engine component temperature.

Die Steuerung der Abluftklappen kann über ein Gestänge und ein hydraulisch oder pneumatisch arbeitendes Stellglied erfolgen. Hierbei kann das Stellglied direkt von Hand oder in Abhängigkeit der Retarderöltemperatur oder gemeinsam mit Einschalten des Retarderbetriebes betätigt werden.The exhaust air flaps can be controlled via a linkage and a hydraulic or pneumatic actuator. The actuator can be operated directly by hand or depending on the retarder oil temperature or together with switching on the retarder mode.

Im folgenden wird die Erfindung anhand eines bevorzugten Ausführungsbeispiels unter Bezugnahme auf die Figuren näher erläutert. Es stellen dar:

  • Fig. 1a, b eine schematische Ansicht einer Brennkraftmaschine mit der erfindungsgemäßen Ausstattung;
  • Fig. 2 Gebläsekennlinien.
The invention is explained in more detail below on the basis of a preferred exemplary embodiment with reference to the figures. They represent:
  • Fig. 1a, b is a schematic view of an internal combustion engine with the equipment according to the invention;
  • Fig. 2 blower characteristics.

In Fig. 1a ist eine schematische Seitenansicht einer luftgekühlten Brennkraftmaschine 1 dargestellt. Wie die Draufsicht in Fig. 1b zeigt, ist sie als V-Brennkraftmaschine ausgebildet und weist zwei Reihen von je 6 Zylindern auf. An der vorderen Stirnseite ist das Gebläserad 2 angeordnet, welches über einen nicht näher dargestellten, drehzahlregelbaren Antrieb angetrieben wird. Vor dem Gebläse 2 befindet sich der Retarderkühler,3, welcher über Luftleitflächen mit dem Gebläse verbunden ist.1a shows a schematic side view of an air-cooled internal combustion engine 1. As the top view in FIG. 1b shows, it is designed as a V-type internal combustion engine and has two rows of 6 cylinders each. The impeller 2 is arranged on the front end face and is driven by a speed-controllable drive (not shown). In front of the blower 2 is the retarder cooler 3, which is connected to the blower via air guiding surfaces.

Der V-Raum der Brennkraftmaschine, in den das Gebläse 2 die Kühlluft hineinfördert, ist nach oben hin durch eine Vielzahl von Abluftklappen 4 verschlossen. Diese Abluftklappen sind schalousieartig angeordnet und können um ihre Längsachse gedreht werden, so daß sie einen Durchtrittsquerschnitt freigeben.The V-space of the internal combustion engine, into which the fan 2 conveys the cooling air, is closed at the top by a large number of exhaust air flaps 4. These exhaust flaps are arranged like a shutter and can be rotated about their longitudinal axis so that they release a passage cross section.

Das Gebläsekennfeld in Fig. 2 weist beispielsweise zwei Betriebspunkte I und II auf. Der Betriebspunkt I wird bei Motornenndrehzahl und Vollast mit geschlossenen Abluftklappen 4 erreicht. Wie auf der Ordinate erkennbar, beträgt der gesamte statische Druckverlust von Kühler und Motor 20 mbar, wobei der Druckverlust im Kühler etwa 2 mbar und in der übrigen Brennkraftmaschine etwa 18 mbar beträgt. Der Betriebspunkt II, der den Retarderbetrieb bei geöffneten Abluftklappen und gleicher Gebläsedrehzahl darstellt, zeichnet sich dadurch aus, daß der statische Druckverlust im Kühlraum um ca. 35 % gesunken und die vom Gebläse geförderte Luftmenge um etwa 100 % gestiegen ist, d. h. der Druckverlust im Kühler beträgt nun 8 mbar, wohingegen er in der Brennkraftmaschine nur noch etwa 4,5 mbar beträgt, da durch das Öffnen der Abluftklappen die Widerstandskennlinie der Brennkraftmaschine weit nach rechts verschoben ist.The blower map in FIG. 2 has, for example, two operating points I and II. The operating point I is reached at the rated engine speed and full load with the exhaust flaps 4 closed. As can be seen on the ordinate, the total static pressure loss of the radiator and engine is 20 mbar, the pressure loss in the radiator being approximately 2 mbar and in the remaining internal combustion engine approximately 18 mbar. The operating point II, which represents the retarder operation with the exhaust air flaps open and the same fan speed, is characterized by the fact that the static pressure loss in the cooling space has decreased by approx. 35% and the amount of air conveyed by the fan has increased by approximately 100%, ie the pressure loss in the cooler is now 8 mbar, whereas it is only about 4.5 mbar in the internal combustion engine, since the resistance characteristic of the internal combustion engine is shifted far to the right by opening the exhaust air flaps.

Bei geschlossenen Abluftklappen strömt die vom Gebläse angesaugte Kühlluft vollständig durch die Brennkraftmaschine. Durch Öffnen der Abluftklappen konnte sich das Kühlluftvolumen nahezu verdoppeln. Diese Kühlluftmenge dient in vollem Umfang zur Kühlung des Retarderöls. Dadurch kann ein wesentlich kleinerer Kühler als ohne Abluftklappen verwendet werden. Das Kühlluftvolumen, welches durch die Brennkraftmaschinenbauteile abgeführt wird, wird dagegen nahezu halbiert. Damit strömen annähernd 150 % der üblicherweise bei Vollast und geschlossenen Abluftklappen gelieferten Kühlluftmenge durch die geöffneteen Abluftklappen ab, während durch die Brennkraftmaschine selbst nur noch etwa 50 % der Vollastmenge strömen. Da es sich hierbei zudem um die Kühler vorgewärmter Luft handelt, kann die Brennkraftmaschine auch im Retarderbetrieb nicht auskühlen.When the exhaust air flaps are closed, the cooling air drawn in by the fan flows completely through the internal combustion engine. By opening the exhaust air flaps, the cooling air volume could almost double. This amount of cooling air is used in full to cool the retarder oil. This means that a much smaller cooler can be used than without an exhaust flap. The cooling air volume, which is discharged through the internal combustion engine components, is almost halved. This means that approximately 150% of the amount of cooling air normally supplied at full load and closed exhaust air flaps flows through the opened exhaust air flaps, while only around 50% of the full load volume flows through the internal combustion engine itself. Since this is also the cooler of preheated air, the internal combustion engine cannot cool down even in retarder mode.

Claims (5)

1. Luftgekühlte Brennkraftmaschine mit zumindest einer hydrodynamischen Bremse (Retarder), deren anfallende Wärme in einem Kühler rückkühlbar ist, und mit Abluftklappen in der Kühlluftführung der Brennkraftmaschine,
dadurch gekennzeichnet, daß der Kühler (3) vor dem Kühlluftgebläse (2) der Brennkraftmaschine (1) angeordnet ist und daß die Abluftklappen (4) in der Kühlluftabdeckung der Brennkraftmaschine (1) derart vorgesehen sind, daß sie im Retarderbetrieb zu öffnen sind.1. Air-cooled internal combustion engine with at least one hydrodynamic brake (retarder), the heat of which can be recooled in a cooler, and with exhaust air flaps in the cooling air duct of the internal combustion engine,
characterized in that the cooler (3) is arranged in front of the cooling air blower (2) of the internal combustion engine (1) and in that the exhaust air flaps (4) are provided in the cooling air cover of the internal combustion engine (1) in such a way that they can be opened in the retarder mode. 2. Luftgekühlte Brennkraftmaschine nach Anspruch 1,
dadurch gekennzeichnet, daß die Abluftklappen (4) mit Einschalten des Retarders schaltbar sind.2. Air-cooled internal combustion engine according to claim 1,
characterized in that the exhaust flaps (4) can be switched when the retarder is switched on. 3. Luftgekühlte Brennkraftmaschine nach einem der vorangegangenen Ansprüche,
dadurch gekennzeichnet, daß die Abluftklappen (4) in Abhängigkeit der Temperatur des Retarderöls steuerbar sind.3. Air-cooled internal combustion engine according to one of the preceding claims,
characterized in that the exhaust flaps (4) can be controlled as a function of the temperature of the retarder oil. 4. Luftgekühlte Brennkraftmaschine nach Anspruch 1 oder 2,
dadurch gekennzeichnet, daß die Abluftklappen (4) über ein Gestänge von einem hydraulisch oder pneumatisch arbeitenden Stellglied betätigbar sind, welches von Hand oder in Abhängigkeit der Retarderöltemperatur betätigbar ist.4. Air-cooled internal combustion engine according to claim 1 or 2,
characterized in that the exhaust air flaps (4) can be actuated via a linkage by a hydraulically or pneumatically operating actuator, which can be operated by hand or depending on the retarder oil temperature. 5. Luftgekühlte Brennkraftmaschine nach einem der vorangegangenen Ansprüche,
dadurch gekennzeichnet, daß der Kühler (3) an den Getriebeölkreislauf angeschlossen ist.5. Air-cooled internal combustion engine according to one of the preceding claims,
characterized in that the cooler (3) is connected to the transmission oil circuit.
EP80107543A 1980-02-27 1980-12-03 Air-cooled internal combustion engine with at least one hydrodynamic brake Expired EP0035059B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT80107543T ATE5609T1 (en) 1980-02-27 1980-12-03 AIR-COOLED ENGINE WITH AT LEAST ONE HYDRODYNAMIC BRAKE.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19803007346 DE3007346A1 (en) 1980-02-27 1980-02-27 AIR-COOLED INTERNAL COMBUSTION ENGINE WITH AT LEAST ONE HYDRODYNAMIC BRAKE
DE3007346 1980-02-27

Publications (2)

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EP0035059A1 true EP0035059A1 (en) 1981-09-09
EP0035059B1 EP0035059B1 (en) 1983-12-14

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EP80107543A Expired EP0035059B1 (en) 1980-02-27 1980-12-03 Air-cooled internal combustion engine with at least one hydrodynamic brake

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US (1) US4356796A (en)
EP (1) EP0035059B1 (en)
AT (1) ATE5609T1 (en)
DE (1) DE3007346A1 (en)

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US7695279B2 (en) 2006-06-16 2010-04-13 Straumann Holding Ag Drill stop sleeve for a dental drill, dental drill device with a drill stop sleeve, and set containing several drill stop sleeves
CN113734066A (en) * 2020-05-27 2021-12-03 郑州宇通客车股份有限公司 Vehicle and power utilization coordination control method and device thereof

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DE3200686A1 (en) * 1982-01-13 1983-07-21 Klöckner-Humboldt-Deutz AG, 5000 Köln Air-cooled internal combustion engine with supercharging and charge air cooling
DE3200685A1 (en) * 1982-01-13 1983-07-21 Klöckner-Humboldt-Deutz AG, 5000 Köln Air-cooled internal combustion engine with supercharging and charge air cooling
JPS61283723A (en) * 1985-06-10 1986-12-13 Toyota Motor Corp Cooling device in intercooler
DE50212188D1 (en) * 2001-08-01 2008-06-12 Behr Gmbh & Co Kg COOLING SYSTEM FOR VEHICLES
JP4119222B2 (en) * 2002-10-28 2008-07-16 カルソニックカンセイ株式会社 Ventilation device for vehicle heat exchanger and control method thereof
SE530032C2 (en) * 2006-06-30 2008-02-12 Scania Cv Abp Radiator for a motor vehicle
US8757300B2 (en) * 2011-03-17 2014-06-24 Toyota Motor Engineering & Manufacturing North America, Inc. Ram air generator for an automobile
US10252611B2 (en) * 2015-01-22 2019-04-09 Ford Global Technologies, Llc Active seal arrangement for use with vehicle condensers

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DD70438A (en) *
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DE1151270B (en) * 1960-06-15 1963-07-11 Siemens Ag Arrangement for the ventilation of braking resistors and oil coolers on locomotives, especially rail locomotives
DE2333088A1 (en) * 1973-06-29 1975-01-16 Bosch Gmbh Robert Damper grille for vehicle radiator - has temperature control louvre operated by electric motor
DE2907860A1 (en) * 1978-03-17 1979-09-27 Gen Motors Corp COOLING SYSTEM FOR A COMBUSTION ENGINE

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7695279B2 (en) 2006-06-16 2010-04-13 Straumann Holding Ag Drill stop sleeve for a dental drill, dental drill device with a drill stop sleeve, and set containing several drill stop sleeves
CN113734066A (en) * 2020-05-27 2021-12-03 郑州宇通客车股份有限公司 Vehicle and power utilization coordination control method and device thereof
CN113734066B (en) * 2020-05-27 2023-10-03 宇通客车股份有限公司 Vehicle and electricity coordination control method and device thereof

Also Published As

Publication number Publication date
DE3007346C2 (en) 1988-04-21
DE3007346A1 (en) 1981-09-10
US4356796A (en) 1982-11-02
EP0035059B1 (en) 1983-12-14
ATE5609T1 (en) 1983-12-15

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