EP2163744B1 - Engine cooling system - Google Patents

Engine cooling system Download PDF

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Publication number
EP2163744B1
EP2163744B1 EP20080425601 EP08425601A EP2163744B1 EP 2163744 B1 EP2163744 B1 EP 2163744B1 EP 20080425601 EP20080425601 EP 20080425601 EP 08425601 A EP08425601 A EP 08425601A EP 2163744 B1 EP2163744 B1 EP 2163744B1
Authority
EP
European Patent Office
Prior art keywords
radiator
engine
cooling system
additional
fan
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.)
Not-in-force
Application number
EP20080425601
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2163744A1 (en
Inventor
Giovanni Vecchi
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.)
Iveco SpA
Original Assignee
Iveco SpA
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 Iveco SpA filed Critical Iveco SpA
Priority to EP20080425601 priority Critical patent/EP2163744B1/en
Priority to ES08425601.5T priority patent/ES2482994T3/es
Priority to CN2009801354180A priority patent/CN102149908A/zh
Priority to BRPI0918788A priority patent/BRPI0918788A2/pt
Priority to PCT/EP2009/061695 priority patent/WO2010029108A1/en
Publication of EP2163744A1 publication Critical patent/EP2163744A1/en
Application granted granted Critical
Publication of EP2163744B1 publication Critical patent/EP2163744B1/en
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • F01P3/00—Liquid cooling
    • F01P3/18—Arrangements or mounting of liquid-to-air heat-exchangers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • 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
    • F01P7/165—Controlling of coolant flow the coolant being liquid by thermostatic control characterised by systems with two or more loops
    • 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
    • F01P3/18—Arrangements or mounting of liquid-to-air heat-exchangers
    • F01P2003/187—Arrangements or mounting of liquid-to-air heat-exchangers arranged in series

Definitions

  • the present invention relates to an engine cooling system, particularly for average industrial vehicles, provided with an improved heat exchange efficiency, and also to a vehicle comprising such system.
  • radiators for air/water heat exchange are known in the art.
  • the water or the coolant that runs through the engine cooling system arrives to the radiator where it is hit by a fresh air current, thus obtaining the desired heat exchange.
  • the radiator is frontally hit by the air flow because of the vehicle forward movement
  • a fan behind said radiator usually connected to a viscous-static joint or to an electric engine, suitable for ensuring the required air flow for obtaining the desired heat exchange.
  • the fan is placed behind the radiator so that it does not interfere with the fresh air flow coming from outside that hits the radiator itself when the vehicle is travelling.
  • the fan creates an intake air flow which passes through the radiator and adds to the air flow generated by the forward movement of the vehicle, from the front part to the rear part of the vehicle.
  • An improved efficiency of the engine cooling system results in an improved efficiency of the engine itself, which can thoroughly exploit its power without any risk of overheating.
  • a first solution is to use fans with higher performances, which causes the fan to absorb more power, and therefore causes the engine itself to consume more fuel. Thus this solution may be possible, but it is not advantageous.
  • a second solution is to increase the heat exchange surface by increasing the dimensions of the radiator, this solution, however, cannot be adopted on average vehicle, whose dimensions have to be compact. In the engine compartment of such vehicles there is very little room for the accommodation of the radiator, and the dimensions of the main radiator are practically imposed by the overall project of the vehicle and cannot be increased.
  • Document DE 2014169 discloses an engine cooling system with a main radiator, a fan placed behind the main radiator and an additional radiator placed downstream the fan.
  • an engine cooling system particularly for average industrial vehicles comprising a main radiator, at least a fan placed behind said radiator with respect to the direction of the air flow that it generates, and characterized in that it comprises also at least a second additional radiator, placed downstream said fan with respect to the direction of the air flow it generates.
  • the cooling system according to the present invention is characterized in that said additional radiator is placed downstream the fan and in front of the oil pump, and in that it has smaller dimensions than the main radiator, as to not prevent the cooling effectiveness of the air flow generated by the fan itself.
  • the additional radiator may advantageously have a surface equal to about 1/3 of the main radiator, thus increasing the heat exchange surface of about 30%.
  • FIG 1 shows a cooling system 1 according to the present invention assembled to an internal-combustion engine 2, in particular to the engine of an average industrial vehicle.
  • the cooling system according to the present invention comprises a main radiator 10 placed in correspondence of the front part of the vehicle, thus in front of the engine. Behind said main radiator there is a fan 11, suitable for directing the fresh air flow coming from outside and generated by the forward movement of the vehicle, schematically indicated by the "air flow” arrow in figure 1 .
  • the task of the fan 11 is therefore to suck air from the front area of the main radiator 10 and to direct it toward the area occupied by the engine.
  • the direction of the air flow generated by the fan 11 is thus the same as the air flow generated by the forward movement of the vehicle itself.
  • the fan is placed behind the main radiator 10 and substantially involves the whole surface of the radiator itself. This way, the air flow generated by the fan 11 when it is activated by the electric engine or by the viscous-static joint, not shown in the figures, to which it is associated, passes through the whole heat exchange surface of the main radiator.
  • radiator 12 placed behind the fan 11.
  • the additional radiator 12 advantageously has smaller dimensions with respect to the main radiator 10 as to not stop the air flow going outside the fan 11, namely as to not reduce the efficiency of the heat exchange of the main radiator, and it is placed in correspondence of a perimetral portion of the surface of said main radiator.
  • the additional radiator 12 may advantageously have a surface equal to about 1/3 of the surface of the main radiator and may be placed in correspondence of the lower portion of said main radiator. Moreover, always according to the preferred embodiment shown in the attached figures, the additional radiator 12 takes the coolant directly from the engine, and thus the temperature of the fluid in the additional radiator 12 is very high, exceeding 90°C. Since normally the air that is directed by the fan 11 toward the engine after having passed through the main radiator 10 has a temperature of about 70°C, the difference of temperature between the air coming from the fan 11 which hits the additional radiator 12 and the fluid which runs through such radiator is enough for the heat exchange, thus obtaining a first cooling of the fluid coming from the engine.
  • the cooling fluid arrives to the additional radiator 12 from the engine by means of the first going pipe 12a, and it is cooled thanks to the heat exchange between fluid and air coming from the fan 11, then it is sent back to the engine by means of the first return pipe 12b.
  • the first return pipe 12b At the end of the first return pipe 12b there is a thermostat 14 which detects the temperature of the fluid pre-cooled in the additional radiator 12 and decides whether to send back this fluid to the main radiator 10 for a further cooling. In the latter case the fluid is sent from the thermostat 14 to the main radiator 10 by means of the second going pipe 10a.
  • the additional radiator 12 may be appropriately equipped with a flow conveyor 13.
  • Said flow conveyor 13 may be formed for example by a deflector or by a flange having a flow input profile suitable to match with a part of the perimeter of said fan 11 and a flow output profile suitable to match with a part of the perimeter of said additional radiator 12.
  • the fan 11 in fact, sucks air from the front area to the main radiator with an axial input flow which becomes radial when coming out of the fan.
  • the air released by the fan has therefore a radial direction which is directed by the conveyor 13 in a direction substantially perpendicular to the heat exchange surface of the additional radiator 12.
  • the additional radiator may have, as said, a surface equal to about 1/3 of the surface of the main radiator.
  • the dimensions of the additional radiator are suitable for guaranteeing a good additional heat exchange surface, since having 1/3 of additional heat exchange surface results in an improvement of about 10% with respect to a system equipped only with the main radiator, but at the same time they are suitable to not prevent the air flow going out of the fan 11. It has been proved, in fact, that if the additional radiator had a too large surface, the delivering of air from the fan would be hindered, with a consequent decrease of the cooling effectiveness of the main radiator.
  • the conveyor 13 has an input part with a substantially annular structure which follows the perimeter of the fan 11, and joints as to match with at least the lower border and the side borders of said additional radiator 12.
  • the shown embodiment relates to an average industrial vehicle which may be possibly equipped with automatic gearbox.
  • the cooling fluid going out of the engine is directly sent to the additional radiator 12, and from it to the thermostat 14, as said. If the thermostat detects that the cooling fluid temperature still exceeds a predetermined threshold value, a valve controlled by the thermostat 14 sends back the cooling fluid to the main radiator 10, and the fluid goes out of the main radiator and comes back to the engine, closing the circuit.
  • the cooling system according to the present invention is characterized by the presence of an additional radiator 12 placed downstream the main radiator 10 and of the fan 11 associated to it, without any distinction due to the presence or to the absence of the automatic gearbox, causing some differences in the architecture of the system.
  • the additional radiator 12 takes place the first cooling step of the engine coolant, which is then sent to the main radiator.
  • the main radiator receives the coolant at a lower temperature with respect to a traditional system, the ATB index increases with the fan absorbing the same power, with an increase of the overall efficiency of the system up to 10% with respect to a traditional system of the type known.
  • the engine cooling system according to the present invention achieves the task and the aims proposed.
  • the engine cooling system according to the present invention achieves the aim to increase the surface that can be used for the heat exchange, envisaging a larger heat exchange surface without changing the dimensions of the main radiator and embodying a system that comprises an additional heat exchanger maintaining the overall small dimensions.
  • the present invention achieves the aim to provide an engine cooling system with improved performances without any intervention on the radiator and on the main circuit, which remain mostly unchanged, and without any need for more space than that already present in the engine compartment of an average industrial vehicle. Since no intervention to the base system is required, the cooling system according to the present invention may be mounted on industrial vehicles with very low intervention costs.
  • the cooling system according to the present invention is extremely advantageous both in terms of improved functioning efficiency, and in terms of decrease of the required interventions for mounting the system itself, with a consequent reduced costs.
  • the cooling system according to the present invention allows, the power absorbed by the fan being equal, to remarkably increase the cooling efficiency, which results in an improved efficiency of the engine, the fuel consumption being the same.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
EP20080425601 2008-09-12 2008-09-12 Engine cooling system Not-in-force EP2163744B1 (en)

Priority Applications (5)

Application Number Priority Date Filing Date Title
EP20080425601 EP2163744B1 (en) 2008-09-12 2008-09-12 Engine cooling system
ES08425601.5T ES2482994T3 (es) 2008-09-12 2008-09-12 Sistema de refrigeración de motor
CN2009801354180A CN102149908A (zh) 2008-09-12 2009-09-09 发动机冷却系统
BRPI0918788A BRPI0918788A2 (pt) 2008-09-12 2009-09-09 sistema de resfriamento de motor
PCT/EP2009/061695 WO2010029108A1 (en) 2008-09-12 2009-09-09 Engine cooling system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP20080425601 EP2163744B1 (en) 2008-09-12 2008-09-12 Engine cooling system

Publications (2)

Publication Number Publication Date
EP2163744A1 EP2163744A1 (en) 2010-03-17
EP2163744B1 true EP2163744B1 (en) 2014-04-30

Family

ID=40846128

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20080425601 Not-in-force EP2163744B1 (en) 2008-09-12 2008-09-12 Engine cooling system

Country Status (5)

Country Link
EP (1) EP2163744B1 (zh)
CN (1) CN102149908A (zh)
BR (1) BRPI0918788A2 (zh)
ES (1) ES2482994T3 (zh)
WO (1) WO2010029108A1 (zh)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106224077A (zh) * 2016-08-29 2016-12-14 江苏嘉和热系统股份有限公司 一种汽车散热器芯体

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ZA701750B (en) 1969-03-25 1971-03-31 Caterpillar Tractor Co Dual cooling system for engines
DE2655017C2 (de) * 1976-12-04 1986-09-18 Klöckner-Humboldt-Deutz AG, 5000 Köln Brennkraftmaschine mit Hochaufladung
DE3047672A1 (de) * 1980-12-18 1982-07-22 Aktiengesellschaft Adolph Saurer, 9320 Arbon Kuehleinrichtung zur kuehlung einer brennkraftmaschine und der ladeluft
DE3236949A1 (de) * 1982-10-06 1984-04-12 Daimler-Benz Ag, 7000 Stuttgart Kraftfahrzeug mit einer brennkraftmaschine
DE3930076C1 (zh) * 1989-09-09 1991-02-14 Mercedes-Benz Aktiengesellschaft, 7000 Stuttgart, De
US5408843A (en) * 1994-03-24 1995-04-25 Modine Manufacturing Co. Vehicular cooling system and liquid cooled condenser therefor
JP3742723B2 (ja) * 1998-03-19 2006-02-08 カルソニックカンセイ株式会社 トランスミッションのオイル温度調整装置
DE19849619B4 (de) * 1998-10-28 2004-11-18 Daimlerchrysler Ag Kühlsystem für einen Verbrennungsmotor eines Kraftfahrzeuges

Also Published As

Publication number Publication date
ES2482994T3 (es) 2014-08-05
BRPI0918788A2 (pt) 2018-02-06
EP2163744A1 (en) 2010-03-17
WO2010029108A1 (en) 2010-03-18
CN102149908A (zh) 2011-08-10

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