EP0496942A1 - Moteur à combustion interne refroidi par ébullition - Google Patents

Moteur à combustion interne refroidi par ébullition Download PDF

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Publication number
EP0496942A1
EP0496942A1 EP91116197A EP91116197A EP0496942A1 EP 0496942 A1 EP0496942 A1 EP 0496942A1 EP 91116197 A EP91116197 A EP 91116197A EP 91116197 A EP91116197 A EP 91116197A EP 0496942 A1 EP0496942 A1 EP 0496942A1
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EP
European Patent Office
Prior art keywords
coolant
internal combustion
combustion engine
engine according
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.)
Withdrawn
Application number
EP91116197A
Other languages
German (de)
English (en)
Inventor
Andreas Sausner
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 EP0496942A1 publication Critical patent/EP0496942A1/fr
Withdrawn legal-status Critical Current

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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
    • 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
    • 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
    • F01P3/2271—Closed cycles with separator and liquid return
    • 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
    • F01P2003/2214—Condensers
    • F01P2003/2235—Condensers of the downflow type
    • 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
    • F01P2007/146—Controlling of coolant flow the coolant being liquid using valves
    • 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
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • 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
    • F01P2025/00—Measuring
    • F01P2025/70—Level
    • 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
    • F01P2070/00—Details
    • F01P2070/06—Using intake pressure as actuating fluid
    • 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

Definitions

  • the invention relates to an evaporation-cooled internal combustion engine in which a cooling system through which a liquid coolant can flow and which can be pressurized can be connected to an expansion tank and a cooler.
  • the cooling system essentially consists of a water jacket of the internal combustion engine, a cooler which is designed as a condensation cooler, a condensate tank and a container which is divided into two partial chambers by a partition wall, the chamber facing away from the cooling system being open to the atmosphere.
  • 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 partition when the internal combustion engine is at operating temperature and is conveyed back into the system when the machine is cooling in order to avoid the creation of a vacuum.
  • the invention has for its object to further develop an evaporative-cooled internal combustion engine of the type mentioned in such a way that there is no impairment of the performance properties at low outside temperatures, that the efficiency and performance characteristics of the cooling system of the internal combustion engine are significantly improved and the reliability is increased.
  • the expansion tank is connected by means of a connecting line to a zone of the cooling system which is always filled with liquid coolant during operation of the internal combustion engine, and that the expansion tank is at least one relatively movable, Liquid-tight partition is assigned, which divides the expansion tank into a liquid coolant-containing space and a spring space.
  • the volume of liquid stored in the expansion tank has the function of a water reservoir in addition to pressure equalization in the system.
  • the boiling point of the coolant is adjusted according to the pressure in the cooling system.
  • the characteristic curve of the system pressure can be influenced by the relatively movable, liquid-tight partition, which is arranged in the expansion tank.
  • the spring chamber of the expansion tank can be hermetically sealed, the relatively movable partition wall being supported on the enclosed air (air spring).
  • a support on a spring element arranged in the spring chamber with spring chamber open to the atmosphere is also conceivable. With increasing pressure in the cooling system and increasing volume of the coolant-containing space, the pressure on the spring element also increases.
  • the cooling system contains at least one condensation cooler. This cooling system is particularly economical and functions well and is particularly suitable for large series.
  • a convection cooler is assigned in parallel to the condensation cooler. It is advantageous here that a temperature of the coolant is present in the area of the coolant pump, which temperature is composed of the condensate temperature and the temperature of the coolant cooled by the convection cooling. This temperature is always below the boiling point of the coolant, so that no cavitation occurs even through the suction pressure of the coolant pump. The service life of the coolant pump is increased by the fact that it delivers steam-free. It is also advantageous that the liquid coolant is conveyed into the internal combustion engine at a largely constant inlet temperature.
  • the condensation cooler has vertical coolant passage lines. This configuration results in a high efficiency of the condenser in that the condensate arising runs off particularly quickly from the coolant passage lines in the direction of the coolant discharge line. It is also advantageous that the coolant inlet into the coolant passage lines of the condensation cooler is above the level of the liquid coolant when the machine is warm. This configuration ensures that only evaporated, gaseous coolant and no larger liquid components pass through the coolant passage lines, which further increases the efficiency of the cooling system.
  • a condensate return can be assigned to the condensation cooler.
  • the condensate return feeds the condensate accumulating in the area of the inlet of the coolant passage lines without it running through the condensation cooler in the direction of the coolant pump.
  • the condensate return also contributes to the high efficiency of the cooling system.
  • the cooling system is provided with a coolant inlet line and a coolant outlet line and is advantageously completely filled with liquid coolant in the case of steam-free operation.
  • the cooling system is characterized by very good usage properties, easy filling and high reliability. When the machine is cold, the cooling system can be filled to the brim through a filler neck, so that there is no need to measure the liquid coolant exactly. Vent lines are provided both on the cooling system and on the internal combustion engine, which end in the cover of the filler neck.
  • the cover of the filler neck contains a pressure relief valve that opens to the atmosphere at critical system pressure to blow off steam. Because the coolers are completely filled with coolant during the steam-free operation, there is no risk of the coolers being damaged by freezing, even in winter, when the outside temperature is low.
  • the coolant which mostly consists of water and contains antifreeze, is contained in the entire cooling system and, compared to the prior art, has no zones without antifreeze. There is also the possibility that the in the steam entering the condenser entrains liquid constituents which are collected in the area of the coolant passage lines of the condenser and are fed to the coolant pump by the condensate return through the condensate return.
  • a first check valve can be arranged between the coolant inlet line and the coolant outlet line, which opens only in the direction of the coolant outlet line.
  • the first check valve has the task of releasing the direct passage between the coolant supply line and the coolant discharge line in the case of a steam-free internal combustion engine, that is to say during the starts and shortly thereafter, so that the circulating coolant can be quickly heated without cooling.
  • the rapid heating during the warm-up phase minimizes wear on the adjacent internal combustion engine and reduces pollutant emissions.
  • an expansion thermostat can be connected upstream of the coolant drain line, wherein the expansion thermostat can be assigned to the convection cooler and a bypass adjacent to the convection cooler and regulates the coolant mass flow from the convection cooler and bypass in the direction of the coolant drain line.
  • an externally controllable thermostat can also be used.
  • the use of a thermostat is particularly advantageous for influencing the component temperatures of the internal combustion engine. When the internal combustion engine is cold, the expansion thermostat closes the coolant passage through the convection cooler and releases the coolant passage through the bypass. The coolant takes the comparatively direct one Path between coolant supply line and coolant discharge line via the bypass without it flowing over the radiator. The coolant is fed to the internal combustion engine largely uncooled.
  • the expansion thermostat gradually closes the coolant passage through the bypass and clears the way through the cooler.
  • the cooled coolant is then fed back to the internal combustion engine for cooling.
  • the advantage here is that the cooling system has a more constant operating behavior. Interference, for example by switching the vehicle interior heating on and off or by an oil cooler, can thereby be reduced. It is also advantageous that the greater flow of coolant through these components requires a greater heating or cooling capacity.
  • a coolant pump can be arranged, which is assigned a second check valve that opens in the direction of the internal combustion engine.
  • the advantage here is that the internal combustion engine can be arranged at any height, relative to the cooler, without the coolant from the internal combustion engine can flow back into the cooler. This ensures an adequate coolant level in the internal combustion engine at all times. If, for example, the internal combustion engine is switched off after a long full load run and the condensation cooler is almost completely filled with steam, there is no risk that when the motor is also switched off Coolant pump the coolant located in the internal combustion engine flows back into the cooler and thus leads to overheating and irreparable damage to the internal combustion engine.
  • a first valve can be connected upstream of the coolant pump.
  • the valve is expediently to be arranged such that it is provided between the coolant return from the coolers and the line to the adjacent coolant pump.
  • the first valve is designed as a float valve and the supply line to the coolant pump can be closed if necessary without blocking the connecting line between the expansion tank and the coolant pump. If, for example, there is no longer any liquid coolant in the intake area of the coolant pump due to very fast cornering, the first valve closes the access from the cooler to the coolant pump.
  • the coolant pump then temporarily transports liquid coolant from the coolant reservoir, which is formed by the expansion tank, and feeds it to the internal combustion engine. If the level of the liquid coolant in the cooler rises again, the first valve is moved into the open position, so that the coolant pump draws liquid coolant out of the coolers.
  • a second valve can be connected upstream of the condensation cooler. If there is a convection cooler parallel to the condensation cooler, the second valve is also upstream of this.
  • the second valve can be designed as a float valve. The second valve has the task of only allowing the coolant to pass through the cooler when the coolant has warmed up and to a certain extent already evaporated. With the onset of evaporation, increasing pressure and thereby falling coolant level, the second valve opens the passage to the adjacent coolers, so that the internal combustion engine is cooled and protected against overheating.
  • the partition in the expansion tank can consist of a piston.
  • the piston which divides the expansion tank into a space containing liquid coolant and a spring space, is a particularly simple and economical component to manufacture.
  • the partition can also be formed, for example, by a rolling membrane.
  • the partition can be supported on a compression spring arranged in the spring chamber. It is advantageous here that the spring is arranged in the coolant-free space and, as a result, spring bodies made of foam and elastomeric material can be used in addition to helical compression springs and disc springs. The coolant surrounding them does not affect their performance.
  • the spring chamber can be connected to the intake system of the internal combustion engine by means of a vacuum line, which can be closed by at least one shut-off valve. It is a prerequisite that a suction system is available and that it also provides a vacuum that is sufficient to operate the partition properly. If the internal combustion engine is a diesel engine, the vacuum line can advantageously be connected to the vacuum pump of the brake system.
  • the boiling point of the coolant is adjusted according to the pressure in the cooling system.
  • the temperature of the internal combustion engine can be optimally adapted to the respective load condition.
  • To regulate the system pressure provision is made to apply a negative pressure to the relatively movable, gas-tight partition.
  • the application of negative pressure can be generated by the suction system of the internal combustion engine or a separately arranged suction pump. By deflecting the partition in the expansion tank, the total volume of the cooling system and thus the system pressure are regulated depending on the operating point of the internal combustion engine.
  • 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 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.
  • a vacuum accumulator can be assigned to the vacuum line. This is particularly useful if the suction system of the internal combustion engine does not provide a vacuum that is sufficient in all load states Adapt system pressure in the cooling system to the respective load conditions.
  • the suction system without a vacuum accumulator provides a high vacuum, while in the full load range when low system pressure and a low boiling temperature of the coolant are required.
  • the suction system generates only a little negative pressure, which under certain circumstances may not be sufficient to further reduce the system pressure in the cooling system.
  • a vacuum accumulator is arranged in the vacuum line, which ensures a sufficient supply of the expansion chamber in the expansion tank with vacuum in each load range.
  • 1, 2, 3, 4, 5 and 6 each show an evaporatively cooled internal combustion engine 21 in which a cooling system 3 through which a liquid coolant can flow and which can be pressurized is connected to an expansion tank 1 and a cooler.
  • the cooler consists of a condensation cooler 7 and a convection cooler 8 arranged parallel thereto.
  • the expansion tank 1 is assigned a relatively movable, liquid-tight partition 4 in the form of a piston, which divides the expansion tank 1 into one liquid coolant containing space 5 and a spring space 6 divided.
  • At least the condensation cooler 7 has vertical coolant passage lines 9.7, as explicitly shown in FIGS. 1 to 3. The coolant passage lines through the condensation cooler 7 also run vertically in FIGS.
  • a condensate return 10 is provided in all figures, which is arranged in the condensation cooler 7.
  • the vertical coolant passage lines as well as the condensate return ensure good efficiency of the cooling system 3.
  • the expansion tank is closed to the environment. If the partition 4 moves with increasing pressure in the cooling system 3 in the direction of the spring chamber 6, the enclosed gas located therein acts like an air spring. 2, the partition 4 is supported on a compression spring 18 arranged in the spring chamber 6, the spring chamber 6 being connected to a suction system 22 via a vacuum line 19. In the vacuum line 19, a check valve 20 is provided, which can be closed if necessary.
  • FIG. 1 the expansion tank is closed to the environment. If the partition 4 moves with increasing pressure in the cooling system 3 in the direction of the spring chamber 6, the enclosed gas located therein acts like an air spring. 2, the partition 4 is supported on a compression spring 18 arranged in the spring chamber 6, the spring chamber 6 being connected to a suction system 22 via a vacuum line 19. In the vacuum line 19, a check valve 20 is provided, which can be closed
  • the first check valve 13 from FIGS. 1 and 2 is replaced by an expansion thermostat 24 which regulates the coolant mass flow from the convection cooler 8 and the bypass 25 in the direction of the coolant drain line 12 as a function of the coolant temperature.
  • the temperature of the coolant reaching the coolant pump 14 is composed of a maximum of three partial temperatures. It results from the temperature of the uncooled coolant from the bypass 25, the temperature of the coolant flowing through the convection cooler 8 and the Temperature of the condensate that exits the condensation cooler 7.
  • FIGS. 1 to 3 are characterized by compact dimensions, simple construction and particularly economical to manufacture. 4 to 6, an evaporative-cooled internal combustion engine is shown as a simplified block diagram for the sake of clarity. Of course, there is also the possibility of combining the components in a housing, similar to FIGS. 1 to 3. The detailed design of the condensation cooler 7 and the convection cooler 8 can be found in FIGS. 1 to 3.
  • Fig. 4 shows an evaporative-cooled internal combustion engine according to the invention, in the cold state before start-up or shortly after starting.
  • the cooling system is completely filled with coolant and is steam-free.
  • the liquid coolant-containing space 5 of the expansion tank 1 has its smallest volume.
  • FIG. 5 shows the internal combustion engine according to FIG. 4, the amount of heat supplied being smaller than the amount of heat which can be removed.
  • Fig. 6 shows an extreme case for which the cooling system must be designed.
  • the amount of heat supplied is equal to the amount of heat that can be removed. This is the case if, for example, the mountains are driven at low speeds for a long time under full load.
  • FIGS. 4 to 6 differ essentially from FIGS. 1 to 3 in that the direct connection between the expansion tank 1 and the condensation cooler 7 is closed with the coolant drain line 12 and the connecting line 2, in which a check valve is arranged, in the bypass 25 is performed.
  • the main advantage of this embodiment according to FIGS. 4 to 6 is the fact that the condensate is not fed directly to the internal combustion engine. This avoids that comparatively cold condensate is fed directly, for example, into a very hot internal combustion engine (full load) and can lead to high thermal stresses, possibly even stress cracks.
  • the expansion thermostat which, as shown here for example, is arranged at the coolant outlet of the convection cooler and bypass, but can also be arranged at its inlet, has the same functions as the expansion thermostat from FIG. 3.
  • 1 shows the evaporative-cooled internal combustion engine 21 according to the invention with a steam-free cooling system 3, shortly after starting, when it has not yet reached its optimum operating temperature.
  • Both the convection cooler 8 and the condensation cooler 7 are completely filled with liquid coolant, which can consist of water containing antifreeze. Even at very low outside temperatures, there is no risk that the cooler will be damaged by freezing.
  • the filling of the cooling system 3 with cooling liquid is particularly simple. To fill in cooling liquid, the cover of the filler neck 23 is removed and coolant is filled in until the liquid is level with the filler neck 23.
  • the second valve 17, which is designed as a float valve, lies against its upper sealing seat in the direction of the condensation cooler 7 because it is completely surrounded by cooling liquid.
  • the second valve 17 seals the access to the convection cooler 8.
  • the first check valve 13 is open due to the closed second valve 17 and the suction pressure of the coolant pump 14, as is the first valve 16, which, like the second valve 17, is designed as a float valve. This causes the coolant to be pumped through the internal combustion engine 21 in a small circuit.
  • the coolant passes from the coolant supply line 11 past the first check valve 13 and the first valve 16 to the coolant pump 14 and is fed back from there past the second check valve 15 to the internal combustion engine 21.
  • the first check valve 13 is only open as long as the second valve 17 is closed is.
  • the expansion tank 1 has the lowest volume in the area of the coolant-containing space 5. The volume of the spring chamber 6 is greatest.
  • FIG. 2 shows the internal combustion engine 21 according to FIG. 1, the operating temperature of which has risen, with part of the liquid coolant having already evaporated and being largely in the condensation cooler 7. Due to the increased pressure in the cooling system 3, the partition 4 of the expansion tank 1 has been moved in the direction of the spring chamber 6 in order to release volume for the steam that is produced. As a result of the evaporated coolant components, the level of the liquid coolant in the convection cooler 8 and the condensation cooler 7 has decreased, as a result of which the second valve 17 has opened the passage in the direction of the condensation cooler 7. At the same time, the passage to the convection cooler 8 was opened, through which liquid coolant flows.
  • the coolant passage lines 9.7 of the condensation cooler 7 have an inlet which is approximately at the level of the valve seat of the second valve 17 and is only surrounded as quickly as possible by vaporous coolant when the coolant begins to evaporate. This ensures that the coolant passage lines 9.7 of the condensation cooler 7 are only flowed through by steam, which requires an extremely high efficiency.
  • the coolant located in the area of the inlet opening of the coolant passage lines 9.7 is discharged via a condensate return 10.
  • the vertically arranged coolant passage lines 9.7., 9.8 of the condensation cooler 7 and the convection cooler 8 have the advantage of contributing to a good efficiency of the cooling system.
  • the first check valve 13 closes when the second one is open Valve 17 the direct circulation path to the coolant pump 14, so that the coolant must take the way through the cooler. The risk of overheating of the connected internal combustion engine 21 is thereby excluded.
  • the first valve 16 is open as long and clears the way to the coolant pump 14 as long as liquid coolant flows around it. The first valve essentially has the task of ensuring that the coolant pump 14 only sucks in liquid coolant.
  • the liquid coolant in the condenser has dropped to a level during the long journey in the full load range, which just keeps the first valve 16 in the open position, it can happen in extreme situations, for example when cornering quickly, that the remaining coolant is caused by flying forces from the suction area of the coolant pump 14 is displaced.
  • the first valve 16 closes the passage from the coolers to the coolant pump, so that the coolant pump 14 does not draw in vaporous coolant, which can lead to cavitation in the pump and its destruction. Instead, the coolant pump 14 temporarily transports liquid coolant from the expansion tank 1 and leads it to the internal combustion engine 21 for cooling.
  • the check valve 15 has the task of not returning the coolant in the coolant discharge line 12 back to the cooler to flow. A sufficient fluid level within the internal combustion engine 21 is then guaranteed at all times.
  • FIG. 2 in contrast to FIG. 1, the partition 4 is supported on a compression spring 18, the spring chamber 6 being connected to a suction system 22 via a vacuum line 19 in which a shut-off valve 20 is arranged.
  • a vacuum line 19 in which a shut-off valve 20 is arranged.
  • the arrangement of the components shown here can influence the system pressure in the cooling system 3, as a result of which the cooling characteristic curve can be adapted to the respective operating states of the internal combustion engine 21.
  • the system pressure in the cooling system 3 can be reduced in order to achieve a lower boiling temperature of the coolant. The earlier evaporation of the coolant brings about greater cooling and better protection against overheating of the internal combustion engine 21.
  • FIG. 3 shows an internal combustion engine 21 with a cooling system 3, which essentially corresponds to FIG. 2.
  • 3 differs from FIG. 3 in that a bypass 25 and an expansion thermostat 24 are arranged in the cooling system 3.
  • the internal combustion engine 21 has reached its optimal operating temperature and the expansion thermostat 24 has closed the bypass 25.
  • the expansion thermostat 24 has released the coolant outlet from the convection cooler 8.
  • the liquid coolant is thereby passed to the convection cooler 8 and the gaseous coolant through the condensation cooler 7 and cooled.
  • the cooled coolant is then fed back to the internal combustion engine 21 via the coolant drain line 12. This allows the temperature of the through the coolant drain line 12 discharged coolant can be adapted even better to certain operating points of the internal combustion engine 21.
  • An adaptation to components which are arranged in the coolant drain line 12 and through which the coolant flows is also better possible with this arrangement.
  • Components through which the coolant flows and which are arranged in the coolant discharge line 12 can be formed, for example, by the vehicle interior heating and / or an oil cooler, which are not shown here.
  • Another advantage that results in the system shown here is that the cooling system 3 has a more constant operating behavior and the interference, especially in comparison to components installed parallel to the cooler, is greatly reduced.
  • FIG. 4 shows an evaporation-cooled internal combustion engine 21, with a cooling system 3, which has an expansion thermostat 24, similar to the system from FIG. 3.
  • the cooling system 3 in this figure is a cold, steam-free cooling system. In this state, the cooling system 3 can easily be filled through the filler neck 23. When the filler neck is open, the vent line 26 is also open. The vehicle interior heating, for example, can also be connected to this line.
  • the second valve 17, in the form of a float valve, is open, while the third check valve 27, which is connected downstream of the condensation cooler 7, is closed.
  • the liquid coolant is fed to the internal combustion engine 21 under thermostat control.
  • the coolant pump 14 can for example, for faster heating of the internal combustion engine during the warm-up phase.
  • the expansion thermostat 24 closes the passage through the convection cooler 8, and the liquid coolant moves in a small circuit through the bypass in the direction of the coolant drain line 12. In this case, the expansion tank 1 has not yet taken up any liquid coolant.
  • the amount of heat supplied is smaller than the amount of heat that can be removed.
  • the pressure rises the coolant is displaced into the expansion tank 1 and the resulting steam flows through the condensation cooler 7 until an equilibrium state occurs in which the released condenser area is sufficient to compensate for that from the internal combustion engine 21 dissipate heat given off to the coolant.
  • the liquid level in the condensation cooler 7 and in the region of the second valve 17 fluctuates in accordance with the heating power of the internal combustion engine 21 and the condenser efficiency which is dependent on the driving speed and the ambient temperature.
  • the suction of the coolant pump 14 creates a differential pressure at the third check valve 27, which gradually brings it into the open position.
  • the condenser cooler becomes liquid 7 and / or sucked out of the liquid coolant-containing space 5 of the expansion tank 1.
  • the expansion thermostat 24 regulates the coolant mass flow from the bypass 25 and the convection cooler 8 in the direction of the coolant pump 14 as a function of the ambient temperature of the coolant Has shifted towards the spring chamber 6 and reduced it.
  • the system pressure in the cooling system 3 can be varied and influenced.
  • the cooling system 3 shows the extreme case for which the cooling system 3 must be designed.
  • the amount of heat supplied is equal to the amount of heat that can be removed.
  • the vapor volume, in particular in the condensation cooler 7, has increased further and displaced liquid which has been taken up in the coolant-containing space 5 of the expansion tank 1.
  • the spring chamber 6 has been further reduced in comparison to the variants shown in FIGS. 4 and 5.
  • the lowering of the liquid level in the area of the second valve 17 closes it, as shown here by way of example.
  • the suction pressure of the coolant pump 14 causes a negative pressure in the connecting line 2, whereby the third check valve 27 opens.
  • a first valve can be arranged, which is designed as a float valve and in extreme driving situations, for example fast cornering, ensures that the coolant pump is not gaseous coolant but liquid coolant from the Expansion tank 1 sucks.
  • the feed line is constructed in such a way that the vaporous coolant entrains liquid components and feeds it to the condensation cooler 7.
  • This liquid coolant with an antifreeze content is returned to the cooling circuit in the condensation cooler 7 through a condensate return 10 according to FIGS. 1 to 3.
  • the systems shown in FIGS. 1 to 6 have ventilation lines 26 so that the cooling system 3 can be filled without problems.
  • the filler neck 23 in FIGS. 1 to 6 is provided with a cover which contains a pressure relief valve and opens in the direction of the atmosphere at critical system pressure.
  • the cooling system 3 is extremely easy to fill with coolant, that the system has a very high efficiency with excellent performance characteristics due to its design, has significant advantages over known systems at particularly low outside temperatures and is highly reliable due to the relatively simple principle of operation and easy assembly points.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Temperature-Responsive Valves (AREA)
  • Engine Equipment That Uses Special Cycles (AREA)
  • Air-Conditioning For Vehicles (AREA)
EP91116197A 1991-01-31 1991-09-24 Moteur à combustion interne refroidi par ébullition Withdrawn EP0496942A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4102853A DE4102853A1 (de) 1991-01-31 1991-01-31 Verdampfungsgekuehlte verbrennungskraftmaschine
DE4102853 1991-01-31

Publications (1)

Publication Number Publication Date
EP0496942A1 true EP0496942A1 (fr) 1992-08-05

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Family Applications (1)

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EP91116197A Withdrawn EP0496942A1 (fr) 1991-01-31 1991-09-24 Moteur à combustion interne refroidi par ébullition

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US (1) US5176112A (fr)
EP (1) EP0496942A1 (fr)
JP (1) JPH0544462A (fr)
BR (1) BR9200301A (fr)
CA (1) CA2060358A1 (fr)
DE (1) DE4102853A1 (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0571248A1 (fr) * 1992-05-19 1993-11-24 Valeo Thermique Moteur Dispositif de refroidissement d'un moteur thermique comprenant un condenseur
EP0657633A1 (fr) * 1993-12-09 1995-06-14 Bayerische Motoren Werke Aktiengesellschaft Système de refroidissement par évaporation avec de remblayage partiel
FR2722834A1 (fr) * 1994-07-21 1996-01-26 Valeo Thermique Moteur Sa Module de degazage et de circulation de fluide pour circuit de refroidissement d'un moteur
FR2736385A1 (fr) * 1995-07-04 1997-01-10 Valeo Thermique Moteur Sa Dispositif fonctionnant en mode diphasique pour le refroidissement d'un moteur a combustion interne
EP0767081A1 (fr) * 1995-10-06 1997-04-09 Acotech Dispositif de récupération de la chaleur des gaz d'échappement d'un véhicule
WO2012080113A1 (fr) * 2010-12-16 2012-06-21 Mahle International Gmbh Récipient collecteur
FR3132666A1 (fr) * 2022-02-14 2023-08-18 Renault S.A.S. Agencement comprend au moins un vase de dégazage et un élément fonctionnel d’un groupe motopropulseur.

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US5255635A (en) * 1990-12-17 1993-10-26 Volkswagen Ag Evaporative cooling system for an internal combustion engine having a coolant equalizing tank
DE10059369B4 (de) * 2000-11-29 2018-09-20 Mahle International Gmbh Ausgleichsbehälter
KR100738063B1 (ko) * 2006-06-02 2007-07-10 삼성에스디아이 주식회사 연료전지의 열교환기
WO2015139661A1 (fr) * 2014-03-21 2015-09-24 台湾立凯绿能移动股份有限公司 Système de régulation de température et véhicule électrique adapté à celui-ci
CN106458009B (zh) * 2014-03-21 2019-05-07 英属盖曼群岛商立凯绿能移动科技股份有限公司 电动车的温控系统
US9992910B2 (en) * 2015-06-11 2018-06-05 Cooler Master Co., Ltd. Liquid supply mechanism and liquid cooling system
US20160366787A1 (en) * 2015-06-11 2016-12-15 Cooler Master Co., Ltd. Liquid supply mechanism and liquid cooling system
TWI688326B (zh) * 2018-01-17 2020-03-11 緯創資通股份有限公司 冷卻液補充機構及具有冷卻液補充機構的冷卻循環系統及電子設備
DE102022128616B3 (de) 2022-10-28 2024-01-04 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Phasenwechselkühlkreislauf mit Drucksteuereinrichtung

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FR480649A (fr) * 1916-01-11 1916-08-31 Marius Berliet Dispositif de refroidissement pour moteur à explosion
FR790475A (fr) * 1935-05-23 1935-11-21 Fairey Aviat Co Ltd Perfectionnements aux systèmes de refroidissement pour moteurs à combustion interne
US4648356A (en) * 1984-06-12 1987-03-10 Nissan Motor Co., Ltd. Evaporative cooling system of internal combustion engine
EP0214389A2 (fr) * 1985-09-06 1987-03-18 Nissan Motor Co., Ltd. Système de refroidissement pour moteur de véhicule

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Publication number Priority date Publication date Assignee Title
FR480649A (fr) * 1916-01-11 1916-08-31 Marius Berliet Dispositif de refroidissement pour moteur à explosion
FR790475A (fr) * 1935-05-23 1935-11-21 Fairey Aviat Co Ltd Perfectionnements aux systèmes de refroidissement pour moteurs à combustion interne
US4648356A (en) * 1984-06-12 1987-03-10 Nissan Motor Co., Ltd. Evaporative cooling system of internal combustion engine
EP0214389A2 (fr) * 1985-09-06 1987-03-18 Nissan Motor Co., Ltd. Système de refroidissement pour moteur de véhicule

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0571248A1 (fr) * 1992-05-19 1993-11-24 Valeo Thermique Moteur Dispositif de refroidissement d'un moteur thermique comprenant un condenseur
EP0657633A1 (fr) * 1993-12-09 1995-06-14 Bayerische Motoren Werke Aktiengesellschaft Système de refroidissement par évaporation avec de remblayage partiel
FR2722834A1 (fr) * 1994-07-21 1996-01-26 Valeo Thermique Moteur Sa Module de degazage et de circulation de fluide pour circuit de refroidissement d'un moteur
FR2736385A1 (fr) * 1995-07-04 1997-01-10 Valeo Thermique Moteur Sa Dispositif fonctionnant en mode diphasique pour le refroidissement d'un moteur a combustion interne
EP0767081A1 (fr) * 1995-10-06 1997-04-09 Acotech Dispositif de récupération de la chaleur des gaz d'échappement d'un véhicule
WO2012080113A1 (fr) * 2010-12-16 2012-06-21 Mahle International Gmbh Récipient collecteur
FR3132666A1 (fr) * 2022-02-14 2023-08-18 Renault S.A.S. Agencement comprend au moins un vase de dégazage et un élément fonctionnel d’un groupe motopropulseur.

Also Published As

Publication number Publication date
BR9200301A (pt) 1992-10-06
US5176112A (en) 1993-01-05
JPH0544462A (ja) 1993-02-23
DE4102853A1 (de) 1992-08-06
CA2060358A1 (fr) 1992-08-01

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