EP0487846A1 - Moteur à combustion interne avec un refroidissement à evaporation - Google Patents

Moteur à combustion interne avec un refroidissement à evaporation Download PDF

Info

Publication number
EP0487846A1
EP0487846A1 EP91115250A EP91115250A EP0487846A1 EP 0487846 A1 EP0487846 A1 EP 0487846A1 EP 91115250 A EP91115250 A EP 91115250A EP 91115250 A EP91115250 A EP 91115250A EP 0487846 A1 EP0487846 A1 EP 0487846A1
Authority
EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
engine according
cooling system
line
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.)
Withdrawn
Application number
EP91115250A
Other languages
German (de)
English (en)
Inventor
Andreas Sausner
Hans-Peter Jaekel
Klaus Mertens
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Carl Freudenberg KG
Original Assignee
Carl Freudenberg KG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Carl Freudenberg KG filed Critical Carl Freudenberg KG
Publication of EP0487846A1 publication Critical patent/EP0487846A1/fr
Withdrawn legal-status Critical Current

Links

Images

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
    • 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
    • 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
    • F01P11/029—Expansion reservoirs
    • 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
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/167—Controlling of coolant flow the coolant being liquid by thermostatic control by adjusting the pre-set temperature according to engine parameters, e.g. engine load, engine speed

Definitions

  • the invention relates to an evaporation-cooled internal combustion engine in which a coolant through which a pressurizable cooling system is connected to an expansion tank, the expansion tank being connected to a steam-filled zone of the cooling system by means of a connecting line.
  • the cooling system then essentially consists of a water jacket of the machine, a condenser, a condensate tank and a container which is divided into two chambers by a membrane, the chamber facing away from the cooling system being open to the atmosphere.
  • the volume of the cooling system is automatically changed; The task of this system is to temporarily draw the air in the hermetically sealed system out of the system and to keep it away from the condenser in order to improve the function of the system.
  • the air which is detrimental to the function of the system, is stored in the container with the membrane during operation of the internal combustion engine and is returned to the system when the machine is stopped and cooling to avoid the creation of negative pressure.
  • Another component of the system is the electrically driven fan, which allows cooling air to pass the condenser when necessary and thus changes the temperature of the cooling liquid depending on the quantity of cooling air.
  • the pressure in the cooling system cannot be influenced from outside.
  • the spring characteristic and the atmospheric pressure essentially determine the internal pressure in the cooling system and the associated boiling point of the coolant.
  • the fan as the only component that can be controlled from the outside, causes only a very slight and slow change in the temperature of the coolant. To achieve this low effect, the fan requires a comparatively large amount of energy. Because the pressure in the cooling system cannot be set to a sufficient extent, the boiling temperature of the coolant cannot be adjusted to the particular operating state of the internal combustion engine. As a result of this restriction, the temperature of both the coolant and the parts in contact with the combustion chamber can only be set to an optimum value for a favorable combustion process to an insufficient extent.
  • the invention is based on the object of further developing such an internal combustion engine in such a way that the boiling point of the coolant can be regulated over a significantly larger range without the comparatively simple structure and the great operational reliability being lost.
  • At least one aid for reducing the internal pressure in the cooling system is assigned to the expansion tank.
  • the boiling point of the coolant is adjusted according to the pressure in the cooling system.
  • a low system pressure results in a low boiling point of the coolant. It follows that, for example in the full load range, due to the low system pressure, the boiling temperature is reached or exceeded even at relatively low coolant temperatures, the evaporation of the coolant begins and the components of the internal combustion engine are cooled and are thus protected against thermal overload.
  • higher system pressures and boiling temperatures are aimed at in order to operate the internal combustion engine in an optimal component temperature range.
  • the auxiliary means can consist of a relatively movable and gas-tight partition arranged in the expansion tank, which separates the evaporated coolant-containing space from an expansion space, the expansion space being provided with a signal-actuated evacuation device.
  • a relatively movable and gas-tight partition arranged in the expansion tank, which separates the evaporated coolant-containing space from an expansion space, the expansion space being provided with a signal-actuated evacuation device.
  • the desired system pressure can be determined, for example, from the following parameters: coolant temperature, component temperature, amount of vacuum in the intake manifold, position of the throttle valves, speed of the internal combustion engine, injected fuel quantity, ambient temperature and vehicle speed.
  • coolant temperature component temperature
  • amount of vacuum in the intake manifold position of the throttle valves
  • speed of the internal combustion engine injected fuel quantity, ambient temperature and vehicle speed.
  • the partition can be deflected hydraulically or pneumatically. Direct mechanical actuation of the partition by e.g. a servo motor or a magnet would be conceivable.
  • the partition can consist of a piston. Large volume changes in the expansion tank can thus be easily implemented.
  • a piston is a component that is simple and inexpensive to manufacture.
  • the piston must be provided with a seal on the outer circumference in order to maintain the pressure in the cooling system.
  • the partition can also consist of an elastic membrane, which is made of a gas-impermeable material.
  • This design is particularly suitable for cooling systems that only require relatively small volume changes to adapt the system pressure to the respective operating point of the internal combustion engine. Then this system is a simple and inexpensive solution.
  • the partition wall can be supported on a compression spring arranged in the compensation space.
  • a compression spring arranged in the compensation space.
  • the advantage here is that there is no coolant in the compensation chamber which attacks the spring, which can be provided, for example, as a helical compression spring, as a plate spring assembly or as a foam body made of elastomeric material.
  • the evacuation device can consist of a line connecting the compensation chamber to the suction system of the internal combustion engine, which line can be closed by at least one valve. It is of course assumed that a suction system is available and that this also provides a vacuum that is sufficient to operate the partition properly. This solution represents the most cost-effective way of operating the partition.
  • the evacuation device can consist of a line connecting the compensation space with the suction system of the internal combustion engine, to which a vacuum accumulator is assigned.
  • a vacuum accumulator is arranged in the line, which contains a check valve that can be opened in the direction of the suction system, the function of the cooling system is also ensured in full load operation with the throttle valves fully open. At idle or part load operation, if there is sufficient negative pressure available to move the partition, but is not required, it can be saved and, if necessary, used to apply negative pressure and move the partition.
  • the suction system of the internal combustion engine can be connected via a control line to a multi-way valve for actuating the vacuum accumulator.
  • This variant for actuating the vacuum accumulator represents a particularly cost-effective solution. Electrical components for valve actuation are not necessary, but can be used if, for example, an electronic motor control is available.
  • the evacuation device can consist of a line connecting the compensation chamber with a suction pump, the line being closable by a valve.
  • the suction pump is advantageously driven electrically; mechanical or magnetic drives are also conceivable.
  • the valve can be provided with a ventilation opening which, when the valve is not actuated, only connects the compensation space to the atmosphere.
  • the advantage here is that the ventilation opening of the valve makes it particularly easy to reduce the cooling system volume if necessary.
  • a servo drive can be assigned to the valve. If the servo drive is connected to a control unit in a signal-conducting manner, it is advantageous that the precise data of a control unit are assigned to the servo drive.
  • the control unit can be actuated via a map or is integrated in an already existing electronic engine control. This enables a particularly precise and at the same time simple actuation of the valve.
  • the expansion tank advantageously has a compensation volume that is 0.1 to 5 times as large as the steam-filled zone of the cooling system.
  • the size of the expansion tank is determined by the degree of air-vapor separation in the cooling system. In the best case, with complete air-steam separation, the volume of the expansion tank should be dimensioned so that it can absorb as much as possible the entire air mass contained in the cooling system. If the air / steam separation is incomplete, i.e. if air remains in the cooling system and an air / steam mixture gets into the expansion tank, this should be designed as large as possible.
  • a cooling system 2 which essentially consists of a coolant separator 13, a condenser 14, an expansion tank 1, a condensate pump 15 and a control unit 9.
  • the coolant can be water with an antifreeze content.
  • a coolant with aeziotropic properties is advantageous.
  • H. a coolant that does not separate components during evaporation.
  • the expansion tank 1 is connected via a connecting line 11 to a high-lying, steam-filled zone 12 of the cooling system 2, for example to the highest point of the condenser 14.
  • the condenser 14 is expediently to be arranged in such a way that outside air 17 has a good flow through its cooling elements.
  • an additional fan 16 can be provided, for example, which blows cooling air through the cooling elements of the condenser 14.
  • the expansion tank 1 is connected to the suction pipe of the internal combustion engine 10 or another evacuation device, for example a pump 18, by means of a line 3, in which a valve 4 for controlling the stroke position of the piston 5 in the expansion tank 1 is located.
  • the valve 4 can be operated in a variety of ways, e.g. by a servo drive 8 which is controlled by a control unit 9.
  • the control unit 9, which can be identical to the engine control system, is connected in a signal-conducting manner to sensors which transmit values about the system pressure of the cooling system 2, the coolant temperature and the engine component temperatures.
  • Auxiliary variables such as the piston travel of the piston 5, the amount of negative pressure in the intake manifold, the engine speed, the ambient temperature and the vehicle speed can also be used to control the valve 4.
  • a spring 7 which is assigned to the piston 5.
  • the total volume of the cooling system 2 is changed by deflecting the piston 5.
  • the boiling temperature is set according to the system pressure.
  • a low system pressure which is dependent on the current engine heating power, the condenser power and the gas-vapor volume in the cooling system 2, results in a lower boiling and engine component temperature;
  • a higher system pressure causes a higher boiling and engine component temperature.
  • the valve 4 in the line 3 to the evacuation device is opened in a stepped or clocked manner and the piston 5 moves upward in the expansion tank 1 against the resistance of the spring 7.
  • the volume of the cooling system 2 is the greatest, the system pressure and the boiling point of the coolant are the lowest.
  • the coolant evaporates and the internal combustion engine 10 is cooled; overheating of the evaporatively cooled internal combustion engine 10 is excluded.
  • the system pressure and thus the boiling point of the coolant are set via the piston 5 to a value that is favorable for the optimal component temperature.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supplying Secondary Fuel Or The Like To Fuel, Air Or Fuel-Air Mixtures (AREA)
  • Engine Equipment That Uses Special Cycles (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
EP91115250A 1990-11-27 1991-09-10 Moteur à combustion interne avec un refroidissement à evaporation Withdrawn EP0487846A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4037644A DE4037644A1 (de) 1990-11-27 1990-11-27 Verdampfungsgekuehlte verbrennungskraftmaschine
DE4037644 1990-11-27

Publications (1)

Publication Number Publication Date
EP0487846A1 true EP0487846A1 (fr) 1992-06-03

Family

ID=6418971

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91115250A Withdrawn EP0487846A1 (fr) 1990-11-27 1991-09-10 Moteur à combustion interne avec un refroidissement à evaporation

Country Status (5)

Country Link
US (1) US5172657A (fr)
EP (1) EP0487846A1 (fr)
JP (1) JPH0781524B2 (fr)
BR (1) BR9105123A (fr)
DE (1) DE4037644A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0722041A1 (fr) * 1995-01-13 1996-07-17 Yasumasa Akazawa Dispositif de changement de liquide de refroidissement d'un moteur

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4229110C1 (de) * 1992-09-01 1993-10-07 Freudenberg Carl Fa Vorrichtung zum vorübergehenden Speichern und dosierten Einspeisen von im Freiraum einer Tankanlage befindlichen flüchtigen Kraftstoffbestandteilen in das Ansaugrohr einer Verbrennungskraftmaschine
US6101988A (en) * 1996-11-13 2000-08-15 Evans Cooling Systems, Inc. Hermetically-sealed engine cooling system and related method of cooling
US6230669B1 (en) * 1996-11-13 2001-05-15 Evans Cooling Systems, Inc. Hermetically-sealed engine cooling system and related method of cooling
US5778832A (en) * 1997-04-14 1998-07-14 Kohler Co. Modular radiator for an engine-generator set
US5868105A (en) * 1997-06-11 1999-02-09 Evans Cooling Systems, Inc. Engine cooling system with temperature-controlled expansion chamber for maintaining a substantially anhydrous coolant, and related method of cooling
DE102008060610A1 (de) 2008-12-09 2010-06-10 Behr Gmbh & Co. Kg Auflademodul, Aufladesystem und Brennkraftsystem
US20160366787A1 (en) * 2015-06-11 2016-12-15 Cooler Master Co., Ltd. Liquid supply mechanism and liquid cooling system
US9992910B2 (en) 2015-06-11 2018-06-05 Cooler Master Co., Ltd. Liquid supply mechanism and liquid cooling system
DE102020209541A1 (de) 2020-07-29 2022-02-03 Robert Bosch Gesellschaft mit beschränkter Haftung Kühlsystem mit einer abkoppelbaren Wärmesenke
DE102022128616B3 (de) 2022-10-28 2024-01-04 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Phasenwechselkühlkreislauf mit Drucksteuereinrichtung

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE316018C (fr) *
US3168080A (en) * 1964-02-10 1965-02-02 Dow Chemical Co Boiling cooling system
US4648356A (en) * 1984-06-12 1987-03-10 Nissan Motor Co., Ltd. Evaporative cooling system of internal combustion engine
US4700664A (en) * 1984-07-06 1987-10-20 Nissan Motor Co., Ltd. Cooling system for automotive engine or the like

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3339717A1 (de) * 1983-11-03 1985-05-15 M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8500 Nürnberg Verdampfungskuehlung fuer verbrennungsmotoren
JPS60153417A (ja) * 1984-01-24 1985-08-12 Nissan Motor Co Ltd 内燃機関の冷却装置
JPS6228027U (fr) * 1985-08-06 1987-02-20
JPS62197722A (ja) * 1986-02-25 1987-09-01 Matsushita Electric Works Ltd 熱線式検知器
JPS62291418A (ja) * 1986-06-11 1987-12-18 Nissan Motor Co Ltd 内燃機関の沸騰冷却装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE316018C (fr) *
US3168080A (en) * 1964-02-10 1965-02-02 Dow Chemical Co Boiling cooling system
US4648356A (en) * 1984-06-12 1987-03-10 Nissan Motor Co., Ltd. Evaporative cooling system of internal combustion engine
US4700664A (en) * 1984-07-06 1987-10-20 Nissan Motor Co., Ltd. Cooling system for automotive engine or the like

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0722041A1 (fr) * 1995-01-13 1996-07-17 Yasumasa Akazawa Dispositif de changement de liquide de refroidissement d'un moteur

Also Published As

Publication number Publication date
US5172657A (en) 1992-12-22
BR9105123A (pt) 1992-07-21
JPH0781524B2 (ja) 1995-08-30
DE4037644A1 (de) 1992-06-04
JPH04265419A (ja) 1992-09-21

Similar Documents

Publication Publication Date Title
EP0487846A1 (fr) Moteur à combustion interne avec un refroidissement à evaporation
DE3200764C2 (de) Ladeluft-Kühleinrichtung für eine Brennkraftmaschine mit Turbolader
DE3432047C2 (de) Zweitaktmaschine
DE2519482B2 (de) Regeleinrichtung für den wirksamen Durchtrittsquerschnitt der Luft in einem Ansaugrohr einer Brennkraftmaschine
DE3008320A1 (de) Abgabeanlage fuer verfluechtigten kraftstoff
DE2448151A1 (de) Vorrichtung zum steuern der rezirkulation von auspuffgasen bei brennkraftmotoren
DE102008045685A1 (de) Ladeluftkühler mit Kondensatablauf
DE3615974C2 (fr)
DE68912668T2 (de) Gasbrennkraftmaschine und Brennstoffzufuhrsystem.
EP0128365B2 (fr) Dispositif de refroidissement pour moteur à combustion interne
DE2258077A1 (de) Stelleinrichtung fuer die drosselklappe eines vergasers
DE3231611C2 (fr)
DE3314194C2 (de) Anordnung zum Verhindern der Perkolation des Brennstoffs in einem Vergaser
DE2303628B2 (de) Brennkraftmaschine mit einer Einrichtung zur Zündzeitpunktverstellung
EP0180208B1 (fr) Dispositif pour régler la pression pour un circuit de refroidissement d'un moteur à combustion interne
EP0896133B1 (fr) Ventilation du carter moteur
DE2158117A1 (de) Brennkraftmaschine mit kraftstofferwaermung
DE2400029A1 (de) Steuerung fuer ein ventil zur abgasrezirkulation
DE3323304C2 (fr)
DE102016103240A1 (de) Schnellentladungspunpe
DE2534685A1 (de) Vorrichtung zur belueftung der schwimmerkammer eines vergasers
DE1934200A1 (de) Einstellvorrichtung fuer den Leerlaufanschlag der Drosselklappe einer Brennkraftmaschine
DE1476154C (de) Vergaser für Brennkraftmaschinen
DE893591C (de) Einrichtung fuer Fahrzeuge mit Verbrennungsmotoren
AT146405B (de) Anlaßvorrichtung für Brennkraftmaschinen.

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): DE ES FR GB IT

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 19921204