EP0996815A1 - Moteur a combustion interne a refroidissement par huile avec systeme de refroidissement par turbo-ventilateur motorise - Google Patents

Moteur a combustion interne a refroidissement par huile avec systeme de refroidissement par turbo-ventilateur motorise

Info

Publication number
EP0996815A1
EP0996815A1 EP99916598A EP99916598A EP0996815A1 EP 0996815 A1 EP0996815 A1 EP 0996815A1 EP 99916598 A EP99916598 A EP 99916598A EP 99916598 A EP99916598 A EP 99916598A EP 0996815 A1 EP0996815 A1 EP 0996815A1
Authority
EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
assembly
engine
cooling
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Withdrawn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
EP99916598A
Other languages
German (de)
English (en)
Inventor
Edward M. Halimi
William E. Woollenweber
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.)
Honeywell International Inc
Original Assignee
Turbodyne Systems Inc
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 Turbodyne Systems Inc filed Critical Turbodyne Systems Inc
Publication of EP0996815A1 publication Critical patent/EP0996815A1/fr
Withdrawn legal-status Critical Current

Links

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
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/02—Pumping cooling-air; Arrangements of cooling-air pumps, e.g. fans or blowers
    • F01P5/08—Use of engine exhaust gases for pumping cooling-air
    • 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
    • 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
    • F01P5/04—Pump-driving arrangements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • F02B37/10—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurised fluid from a reservoir or an engine-driven pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/005—Cooling of pump drives
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
    • F02B39/10—Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M5/00—Heating, cooling, or controlling temperature of lubricant; Lubrication means facilitating engine starting
    • F01M5/002—Cooling
    • F01M2005/004—Oil-cooled engines
    • 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
    • F01P2003/001—Cooling liquid
    • F01P2003/003—Cooling liquid having boiling-point higher than 100°C
    • 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
    • F01P2003/006—Liquid cooling the liquid being oil
    • 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
    • F01P2025/08—Temperature
    • F01P2025/13—Ambient 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
    • F01P2025/08—Temperature
    • F01P2025/30—Engine incoming fluid 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
    • F01P2060/00—Cooling circuits using auxiliaries
    • F01P2060/04—Lubricant cooler
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • This invention relates generally to internal combustion engine systems with exhaust-driven cooling systems and a single fluid for engine lubrication and cooling, vehicles with such systems, and methods and apparatus therefor.
  • an engine coolant heat exchanger such as an engine coolant heat exchanger, an charge air cooler, an hydraulic oil cooler, an engine lube oil cooler, and often an air-conditioning condenser.
  • the water-antifreeze coolant mixture is circulated through inner passages formed in the engine to dissipate the heat generated during engine operation.
  • the heated coolant mixture is then delivered to an engine radiator where the heat is transferred from the coolant mixture to air flowing through the engine radiator.
  • the engine radiator is commonly located in the front of a vehicle where air can be directed through the radiator as a result of movement of the vehicle.
  • a fan mechanically driven by the engine, is also required to induce ambient air through the radiator to cool the engine coolant while the vehicle is stationary. The efficiency of such fans is generally low and such fans drain engine power and reduce the useful output of an engine.
  • radiators that are located at the front of the vehicle and rely on a fan mechanically driven by the engine have been used to transfer heat from the oil to the atmosphere. Such radiators are exposed to damage in the event at a vehicle collision. In the case of an accident, where the radiator is damaged, leakage of the cooling oil presents a fire hazard compared to conventional cooling systems using water antifreeze coolant.
  • This invention provides an exhaust-driven cooling system for an internal combustion engine system, permitting cooling system components to be located at locations that do not interfere with the aerodynamics of a vehicle and do not endanger the reliability of engine operation and also permits the engine lubricating fluid, preferably a synthetic oil, to be used as the engine coolant, eliminating a separate coolant, such as the water-antifreeze mixture most commonly in use.
  • the cooling system components such as a turbocooling assembly of the invention, are not mechanically connected to the internal combustion engine and can more reliably and effectively cool an internal combustion engine.
  • An internal combustion engine system of the invention comprises an internal combustion engine, means for providing a cooling flow of engine lubricant to and from the internal combustion engine for carrying heat generated by the internal combustion engine away from the internal combustion engine, an engine lubricant cooler, or heat exchanger, connected with the means for providing a cooling flow of engine lubricant, and a turbocooler assembly including a turbine connected with the internal combustion engine exhaust gas and a ducted fan driven by the turbine to provide a flow of cooling air to the engine lubricant cooler.
  • Preferred turbocooler assemblies of the invention include an electric motor for assisting the turbine in driving the fan and providing a flow of cooling air.
  • the invention provides a motor-assisted turbocooler assembly that can be mounted on a vehicle and located away from the internal combustion engine.
  • Such a motor-assisted turbocooler comprises a combined motor- turbine driving section and a ducted fan section including an engine lubricant cooler.
  • the motor-turbine driving section of the turbocooler may be connected with an engine's exhaust manifold through a suitable exhaust gas conduit, and the assisting motor may be connected with an engine electrical system through an accompanying control to provide electric energy to drive the ducted fan section so it provides a controlled flow of cooling air to the engine lubricant cooler under all engine operating conditions.
  • the windings of the assisting motor are in heat transfer relationship with the ducted fan section.
  • a cooling air duct can carry the motor windings
  • a bearing housing for the motor-assisted turbocooler assembly can provide an air passageway through an interior opening of the bearing housing so rotation of the shaft and fan blades can provide airflow through the assembly for cooling the shaft bearings and motor windings.
  • the invention provides a method of providing cooling for an internal combustion engine, comprising: providing the internal combustion engine with a cooling flow of engine lubricant, using the exhaust gas energy of the internal combustion engine for generating a flow of cooling air, and directing the flows of engine lubricant and cooling air into a heat transfer relationship for cooling the engine lubricant.
  • the method of the invention can include sensing at least one condition indicative of an inadequate flow of air, and thereupon using electrical energy from the internal combustion engine for at least assisting the exhaust gas energy in the generation of the flow of cooling air.
  • the use of electrical energy can be controlled in the invention to assist the generation of the flow of cooling air at low engine speed, at low cooling airflows, and at unacceptably high engine lubricant temperatures.
  • the engine lubricant is preferably a synthetic oil, and the exhaust gas energy and electrical energy are controlled to maintain its temperature at least about 300 degrees F. and below its degradation temperature.
  • the invention can thus provide a cooling method for use with an oil- only internal combustion engine system by providing a cooling flow of engine oil, converting exhaust gas energy of the oil-only internal combustion engine to rotational energy for rotating a fan, producing a flow of cooling air for the oil-only internal combustion engine system with the fan, cooling the flow of engine oil with the flow of cooling air, converting electrical energy from the internal combustion engine system to rotational energy for rotating the fan upon demand, and generating a demand signal for initiating and terminating the conversion of electrical energy to rotational energy for rotating the fan upon unacceptable cooling in the system.
  • Fig. 1 is a schematic representation of an internal combustion engine system of this invention with an exhaust-driven engine cooling system
  • Fig. 2 is a cross-sectional schematic view of the turbocooling assembly of the invention taken at a plane through its central axis;
  • Figs. 3A and 3B depict one method of incorporating an internal combustion engine system of the present invention in a vehicle and the resulting vehicle;
  • Fig. 2A depicting a side view of, and
  • Fig. 2B depicting a view from above, the truck tractor;
  • Fig. 4 is a cross-sectional view of a preferred embodiment of a turbofan assembly with a motor-assist, taken at a plane through its central axis of rotation;
  • Figs. 5 ⁇ and 5B depict a cooling system module of the invention with an industrial internal combustion engine.
  • Figs. 1 and 2 illustrate an internal combustion engine system of the invention and a truck tractor incorporating the invention.
  • an internal combustion engine system 10 of the invention can comprise an internal combustion engine assembly 11, for example, a multi-cylinder internal combustion engine such as a heavy duty diesel engine designed for use in a truck tractor.
  • the internal combustion engine 11 includes or is provided with means 12 for providing a flow of lubricant to and from the internal combustion engine assembly for carrying heat generated by the operation of the internal combustion engine assembly away from the internal combustion engine assembly 11 for dissipation to atmosphere.
  • the means 12 can comprise the integral oil reservoir and oil pump of the internal combustion engine which also provides a flow of lubricant in the internal combustion engine assembly 11 for lubricating its moving parts, or can comprise supplemental elements for the internal combustion engine assembly 11 providing an oil reservoir of increased capacity and a supplemental oil pump to provide a flow of cooling engine lubricant to a remotely located cooling system 13 of the invention, as described in greater detail below.
  • Means 12 can provide a cooling flow of lubricant to the remotely located cooling system 13 through an oil conduit 14 and can receive cooled lubricant from the remotely located cooling system 13 through another oil conduit 15.
  • the remotely located cooling means 13 comprises an oil cooler 20, connected with the conduit means 14 and 15 providing a flow of cooling lubricant to and from the internal combustion engine assembly 11, and a fan assembly 21.
  • the turbofan assembly 21 includes an exhaust gas driven turbine 22 connecting with conduit means 16 for carrying the exhaust gas product of the combusted fuel air mixture, indicated by the open arrow E in Fig. 1, from the exhaust gas manifold 17 of the internal combustion engine 11.
  • the exhaust gas E flows through the exhaust gas volute 23 and the exhaust gas turbine 22 and is exhausted from the turbofan assembly 21 as
  • Turbofan assembly 21 also includes a ducted fan means 24 driven by the turbocooler turbine 22.
  • the ducted fan means communicates with atmosphere and draws air into the turbofan assembly 21, as indicated by the open arrow AI.
  • the ducted fan means 24 provides a flow of cooling air through means 25 for directing the flow of cooling air through the oil cooler 20 to the cool the engine lubricant and dissipate the heat generated in operation of the internal combustion engine with the air out flow, indicated by the open arrow AO.
  • the cooling system 13 is motored-assisted, that is, the turbofan assembly 21 is provided with a means 30 providing a motor-generated assist to supplement the exhaust gas energy when the internal combustion engine 11 provides insufficient exhaust gas for adequate dissipation of the heat generated in operation of the internal combustion engine.
  • the means 30 for providing the ducted fan means with supplemental rotational energy comprises an electric motor 31 (indicated in dashed lines in Fig. 1) located within the turbofan assembly 21, preferably between the exhaust-driven turbine 22 and the ducted fan 24.
  • Such an electric motor can be operated from the battery 32, or other source of electric energy, of the internal combustion engine system by an electrical control 33 which may be added to an internal combustion engine system with a cooling system 13.
  • the electric motor control system can operate the electric motor 31 in response to signals from one or more sensors, for example, an engine speed sensor 34 at the internal combustion engine 11 , an exhaust gas pressure sensor 35 at the internal combustion engine, an airflow sensor 36 in the flow of cooling air to the oil cooler 20 and/or lubricant temperature sensor 37 located at the oil cooler 20, or as shown in Fig. 1, at the oil conduit 15 adjacent the oil cooler 20.
  • the control 33 for electric motor 31 may be located at the location of either the internal combustion engine 11 or the cooling system 13, whichever is most convenient, and the signals from the sensors controlling operation of the electric motor 31 may be connected with the control 33 over the electric connections as indicated by the dashed lines in Fig. 1.
  • the internal combustion engine system 10 provides a method of cooling the internal combustion engine by: providing the internal combustion engine 11 with a cooling flow of engine lubricant (e.g., through operation of the means 12 for providing a flow of cooling lubricant to and from the internal combustion engine and the turbocooling system 13); using the exhaust gas energy of the internal combustion engine for generating a flow of cooling air (e.g., through the use of the exhaust gas E from the exhaust gas manifold 17 of the internal combustion engine by the exhaust gas driven turbine 22 of the turbofan assembly); directing the flows of engine lubricant and cooling air into a heat transfer relationship for cooling the engine lubricant (e.g., through the use of the oil cooler 20 and ducted cooling airflow of the turbocooler system 13); and, in preferred methods of operation, using electric energy from the internal combustion engine for at least assisting the exhaust gas energy in the generation of the flow of cooling air (e.g.
  • the motor assist 31 can be operated by sensing the engine speed of the internal combustion engine (e.g., by sensor 34) and using the electrical energy (e.g. , from the internal combustion engine battery 32) for generation of the cooling airflow when the engine speed is too low to provide an acceptable exhaust gas energy.
  • the turbocooling motor assist 31 can also be operated by sensing the temperature of the engine lubricant being cooled by the flow of cooling air (e.g. , by a temperature sensor 37) and controlling the electrical energy (e.g.
  • Further possible methods of the invention include sensing a flow of cooling air (e.g. , by sensor 36) and using the electrical energy (e.g., battery
  • control 33 applies to electrical energy from a source of electrical energy of an electrical system of the internal combustion engine 11, or from a separate auxiliary all electrical energy source, when the exhaust gas energy of the internal combustion engine is insufficient to provide an acceptable flow of cooling air for the oil cooler 20 and any other heat exchangers that may be included in the turbocooler assembly.
  • Control 33 can receive signals from any one or more sensors for operating conditions of the internal combustion engine or of the cooling system
  • control 33 may be connected with an engine speed sensor on the internal combustion engine over connection 34a to operate the motor 31 when the internal combustion engine is operating at idle or low speeds where the exhaust energy is low and may not provide an acceptable rotating speed for the cooling system 13.
  • the cooling system 13 may be provided with a sensor 36, either upstream or downstream of the oil cooler 20 to provide a signal over connection 36a to indicate an insufficient airflow through the oil cooler and/or other heat exchangers.
  • control 33 may be provided with signals from temperature sensors, such as the temperature sensor 37, which may be located at various locations in the internal combustion engine system 10, such as in means 12, conduit 15, or oil cooler 20, to indicate when insufficient cooling is taking place in the engine lubricant or any other working fluids being cooled by the turbocooler assembly 13.
  • the invention eliminates the use of water or a water-antifreeze mixture for engine cooling and can provide internal combustion engine systems with a single operating fluid, preferably a synthetic oil.
  • the cooling system 13 receives with the flow of the engine lubricant (for example, over conduit 14), the heat generated in operation of the internal combustion engine 11, and oil cooler 20 transfers a requisite amount of this heat to the flow of cooling air AI, AO through the cooling system 13.
  • the internal combustion engine system of Fig. 1 can include means for providing a mixture of fuel and air to the internal combustion engine assembly 11 , which can comprise a turbocharger
  • turbocharger or turbochargers can provide, as well known in the art, a flow of pressurized charge-air for delivery to cylinders internal combustion engine assembly 11.
  • internal combustion engine system can include one or more intercoolers for the compressed charge air.
  • Fig. 2 is a cross-sectional view of the turbocooling assembly 130 taken at a plane through its central axis.
  • the turbocooling assembly 130 includes a motor-assisted turbofan assembly 110 an annular diffuser assembly 50 connected with a ducted fan portion 112 of the turbofan assembly 110, an air inlet assembly 60 connected with and enclosing air inlet means 116 of the turbofan assembly 110, and at least one heat exchanger 20.
  • the heat exchanger 20 of the turbocooling assembly 130 can be connected with a means 12 for providing a flow of lubricant of an internal combustion engine 11 (not shown in Fig. 2) by means of conduits 14, 15 (as shown in Fig.
  • FIG. 2 illustrates only one heat exchanger 20, a plurality of heat exchangers can be included in the air inlet enclosure 61 around its periphery, and air can be drawn through the plurality of heat exchangers by operation of the turbofan assembly 110, in the manner indicated above for heat exchanger
  • Figs. 3A and 3B illustrate a truck tractor 150 incorporating the invention.
  • the cooling system 13 has been incorporated into turbocooling assembly 130. Since the turbocooling assembly 130 employs exhaust gas energy and, preferably, electrical energy from the internal combustion engine, the internal combustion engine system 10 of the invention does not require cooling components mechanically driven by the internal combustion engine 11, and in the invention, the internal combustion engine cooling system 13 which is embodied in turbocooling assembly 130, may be located anywhere within a vehicle and operated through flexible exhaust gas conduits and electrical conduits (e.g., conduits 14, 15, 16 and 31a of Fig. 1).
  • the invention eliminates the necessity of locating the internal combustion engine 11 at the front of the vehicle to take advantage of the forced flow of cooling air through a cooling system radiator as in the past.
  • the front of the vehicle may be reshaped for improved aerodynamics and improved savings of fuel consumption through the reduced drag associated with the reshaped vehicle.
  • the truck tractor may incorporate a radiator- less oil cooled internal combustion engine 11 , which may be located at a location other than the front of the vehicle, for example, as indicated in Fig.
  • turbocooling assembly 130 may be located at the top of the truck tractor, as indicated in Figs. 3 A and 3B.
  • Internal combustion engine 11 may be connected with the turbocooling assembly 130 through conduits for oil (e.g. , 14, 15 of Fig. 1), and for electrical energy and signals, (e.g., 31a and
  • the air input AI for the turbocooling assembly 130 may be drawn from atmosphere through a plurality of shutters 153 in a forward facing portion of the tractor trailer above the operator cab and away from the road surface where the air is cleaner.
  • the truck tractor enclosure cab can be aerodynamically designed with a sharply sloping front surface 154 substantially reducing the aerodynamic drag over the tractor 150 and blending airflow over the tractor with a trailer 160, which can eliminate the need for air deflectors which are in common use on truck tractors.
  • the frontal surfaces 154 of such a vehicle can form included angles with the road surface as little as about 40 degrees to 45 degrees.
  • Such a sharply sloping front can be blended into trailers behind and reduce the drag of loads being pulled over the road.
  • Fig. 4 shows a preferred turbofan assembly 110 of the turbocooling assembly 130 of Figs. 2 and 3, which can be used in the cooling system 13 of Fig. 1.
  • the turbofan assembly 110 comprises a combined motor-turbine driving section 111 and a ducted fan section 112 sharing a common rotating shaft 113.
  • the first end 113a of the rotating shaft 113 carries a plurality of turbine blades 114 and the second end of the rotating shaft 113b carries a plurality of fan blades 117.
  • the combined motor-turbine section 111 includes an exhaust gas volute 115 directing engine exhaust gas GI through a volute inlet 115a and through the plurality of turbine blades 114 to rotate the shaft 113 and outwardly through opening 115b as GO.
  • the ducted fan section 112 includes an intake means 116 encompassing the plurality of fan blades 117 and providing an air inlet 116a.
  • the cooling air duct 116 and its inlet 116a are arranged around the central portion of the rotating shaft 113 between the turbine blades 114 and fan blades 117.
  • the central portion of the rotating shaft 113 is carried by a bearing assembly 118, which is in turn carried by a bearing housing 140.
  • the combined motor-turbine section is provided with a plurality of magnets 120 mounted on the central portion of the rotating shaft 113, and a plurality of motor windings 121 are located adjacent the magnets as shown in Fig. 4, and connected to the control means 33 through electrical conduits 49.
  • Electrical power from source 32 can be controlled by control means 33, as set forth above, and can be converted into polyphase electrical signal applied over the electrical motor conduits 49 to the plurality of motor windings 121 to create a rotating magnetic field.
  • the motor windings 121 are carried in heat transfer relationship with cooling air duct 116, which acts as a heat sink conducting the heat generated by electrical losses of the motor windings 121 to the cooling air duct 116 which is, of course, cooled by the cooling air urged through the duct 116 by the rotating fan blades 117.
  • Further cooling for the motor-assisted turbocooling assembly 110 can be effected by providing a substantially air-tight connection 142 of the cooling air duct 116 to the bearing housing 140, and providing a passageway for cooling air adjacent the bearing assembly 118 and motor windings 121.
  • the bearing housing 140 can be joined to the air duct 116 in a substantially airtight joint 142 and the bearing housing 140 can be provided with an air opening 141 connectable with ambient air from the engine air cleaner (not shown).
  • the cooling air duct 116 can be provided with an interior opening
  • the preferred motor-assisted turbocooling assembly 110 of the invention forms an air passageway 143 within the turbocooling assembly 110, and rotation of the fan blades 117 draws air into the air opening 141 of the bearing housing 140 through the passageway 143 and around the motor windings 121 and outwardly through the interior opening
  • the flowing air provides cooling for the bearings 118 and motor windings 121 of the assembly 110.
  • any deficiency in the exhaust gas energy at low idle or low engine speeds of the internal combustion engine 11 can be supplemented from energy from an electrical power source, such as battery 32, and an acceptable speed of rotation and cooling airflow from the fan blades can be maintained in the turbofan cooling system.
  • exhaust gas from the internal combustion engine is directed to the volute 115 and through a turbine inlet opening 115a which directs the exhaust gas through the plurality of turbine blades 114 where energy is absorbed from the exhaust gas stream and converted to rotational energy for driving the rotating shaft 113 and fan blades 117.
  • Rotation of the fan blades 117 draws airflow "AI" into the air intake means 116 which is urged outwardly from the fan blades 117 through the ducted fan section 112 as airflow "AO".
  • the application of electrical energy to the motor stator windings 121 can rotate the plurality of fan blades 117 in the event the energy of the exhaust gas is insufficient to acceptably rotate the plurality of turbine blades 114.
  • Operation of the fan blades 117 also urge air through the air opening 141 through the bearing housing 140 and around the electric motor windings 12 to carry away energy lost in electric motor as heat.
  • the airflow generated by operation of the turbofan assembly 110 passes through the oil heat exchanger 20 (as shown in Fig. 2) and cools the flow of engine lubricant.
  • the invention provides a method of generating a flow of cooling air for an oil-only internal combustion engine system by providing a cooling flow of engine lubricant for the engine, converting the exhaust gas energy of the engine to rotational energy for rotating a fan that produces a flow of cooling air for cooling the flow of engine lubricant from the internal combustion engine, and by converting electrical energy to rotational energy for the fan in response to demand signals from conditions in the internal combustion engine
  • Another feature of the present invention is the use of synthetic oil for both cooling and lubricating the internal combustion engine. Since synthetic oils have higher oxidation temperatures than mineral oils, it is possible to operate engines with oil sump temperatures of 300 degrees F. because the heat rejection is less than in water cooling systems. This allows the use of smaller heat exchangers and lowers the horsepower needed to drive the cooling fan. Further, the internal engine friction is lessened by using higher lubricating oil temperature, which results in better fuel consumption due to lower lube oil viscosity.
  • a turbocooling assembly 130 can also provide cooling for stationary industrial engines, as illustrated in system 100 of Figs. 5 ⁇ and 5B.
  • one or more heat exchangers 104 are located horizontally at the top of the turbo-cooling assembly 130.
  • a conventional fan-radiator cooling system 106 is shown in dotted lines to illustrate the size advantages made possible by this invention. For example, the smaller vertical height of the cooling package allows a reduction in size of the shipping container when the industrial engine system is transported to its ultimate destination.
  • the invention also comprises a unique combination of components consisting of an internal combustion engine that uses synthetic oil to lubricate and cool the engine, and turbocooling assembly, including a motor-assisted turbo fan assembly and concentric annular diffusers, in a cooling module with peripheral heat exchangers.
  • turbocooling assembly including a motor-assisted turbo fan assembly and concentric annular diffusers, in a cooling module with peripheral heat exchangers.
  • the turbocooling assembly of the invention may be located away from the front of the engine in protected or safer areas particularly in commercial and military vehicles.
  • the synthetic cooling and lubricating oil is allowed to reach sump temperatures of 300 to 350 degrees F. in order to lower engine friction losses and improve fuel consumption.
  • the electric motor of the preferred turbofan assembly can

Abstract

L'invention concerne un système (13) de refroidissement fonctionnant sur les échappements pour un système (10) de moteur à combustion interne. Ce système permet de placer les composants (20, 22-25, 30) du système de refroidissement dans des emplacements (152) qui n'interfèrent pas avec l'aérodynamique du véhicule (150) et n'affectent pas la fiabilité du fonctionnement du moteur et permet en outre l'utilisation du fluide lubrifiant du moteur, de préférence une huile synthétique, comme agent de refroidissement ce qui supprime la nécessité d'un agent de refroidissement séparé tel que l'habituel mélange eau-antigel. Dans cette invention les composants du système de refroidissement, tels l'ensemble (110) turbo-ventilateur ne sont pas connectés mécaniquement au moteur (11) à combustion interne et peuvent ainsi assurer un refroidissement plus fiable et plus efficace d'un moteur (11) à combustion interne.
EP99916598A 1998-04-21 1999-04-08 Moteur a combustion interne a refroidissement par huile avec systeme de refroidissement par turbo-ventilateur motorise Withdrawn EP0996815A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
US6366198A 1998-04-21 1998-04-21
US63661 1998-04-21
PCT/US1999/007878 WO1999054604A1 (fr) 1998-04-21 1999-04-08 Moteur a combustion interne a refroidissement par huile avec systeme de refroidissement par turbo-ventilateur motorise

Publications (1)

Publication Number Publication Date
EP0996815A1 true EP0996815A1 (fr) 2000-05-03

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Application Number Title Priority Date Filing Date
EP99916598A Withdrawn EP0996815A1 (fr) 1998-04-21 1999-04-08 Moteur a combustion interne a refroidissement par huile avec systeme de refroidissement par turbo-ventilateur motorise

Country Status (2)

Country Link
EP (1) EP0996815A1 (fr)
WO (1) WO1999054604A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2884282A1 (fr) * 2005-04-06 2006-10-13 Renault Sas Equipement pour un groupe motopropulseur comportant un systeme de refroidissement de palier a caloduc

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2078499A (en) 1928-09-01 1937-04-27 Spontan Ab Cooling system for internal combustion engines
US4708095A (en) 1986-06-16 1987-11-24 Deere & Company Combined engine cooling and lube system
US4918923A (en) 1988-02-24 1990-04-24 Woollenweber William E Internal combustion engine turbosystem and method
US4885911A (en) 1988-02-24 1989-12-12 Woollenweber William E Internal combustion engine turbosystem and method

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9954604A1 *

Also Published As

Publication number Publication date
WO1999054604A1 (fr) 1999-10-28

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