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
• • 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
  • F01P11/10—Guiding or ducting cooling-air, to, or from, 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
  • F01P2060/00—Cooling circuits using auxiliaries
  • F01P2060/02—Intercooler
• • 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
  • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
  • F02B29/04—Cooling of air intake supply
  • F02B29/0406—Layout of the intake air cooling or coolant circuit
  • F02B29/0425—Air cooled heat exchangers
  • F02B29/0431—Details or means to guide the ambient air to the heat exchanger, e.g. having a fan, flaps, a bypass or a special location in the engine compartment
• • 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
  • F02B37/12—Control of the pumps
  • F02B37/16—Control of the pumps by bypassing charging air
  • F02B37/164—Control of the pumps by bypassing charging air the bypassed air being used in an auxiliary apparatus, e.g. in an air turbine
• • 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

• the present invention relates to an engine cooling system which is operated by means of recovery the waste heat of the engine.
• the radiator In automobiles working with internal combustion engines, the radiator is connected with the cooling channels that extend along the cylinder and engine block to which the coolant is pumped.
• This coolant is generally water mixed with ethylene glycol (antifreezing agent).
• the coolant travels from the radiator to the engine in a closed system and during this travel, carries the heat on the engine parts to the radiator.
• the radiator is generally mounted on the grill section on the front part of the vehicle. Cold water passes through these grills and cools the radiator. Even though sometimes cold air is formed due to the movement of the vehicle, in some cases it is provided by the cooling fan located in front of the radiator.
• This cooling fan is expensive and heavy. High amount of electric energy is required for operation thereof. Since complex moveable parts that are driven by electric motors are required for the cooling fan system, failure risk and maintenance cost are high. Furthermore, the fan system has a disturbing noise level and expensive insulation materials are needed for elimination of this noise. Additional volume is required for its installation.
• the Russian patent document no. RU2355015 discloses enhancement of automatic regulators and systems for regulating temperature of cooling media (water, oil etc.) of thermal engines.
• Thermal engines have a cooling medium, an amplifier and a three-way bypass valve.
• the microprocessor connects the temperature regulators of the thermal engines. These regulators have a temperature sensor of the external cooling air, power sensor of the thermal engine and a flow sensor of the cooling medium flowing through the heat pump of the thermal engine.
• Four sensors are connected to a microprocessor.
• the microprocessor has a program for operation in accordance with a mathematical model of the cooling system of the thermal engine as an object of temperature regulation in static. Thus, for automatic variation of the transfer constant of the temperature regulator output signals of these four sensors are used. With this invention, fuel consumption decreases and efficiency of the thermal engine increases.
• the International patent document no. W09717536(A1) discloses a device which controls cooling and heating the fluids in vehicles.
• the compressed air is delivered to a vortex tube or air amplifier.
• the compressed air rapidly expands and cools. Cooling takes place at the first end of the vortex tube (14) and at the warmer second end (18).
• a first fuel inlet port (20) of a first heat exchanger (16) lies proximate the first end (16). This way the fuel flowing through the inlet port (20) is cooled by thermal contact with the first end (16) of the vortex tube (14).
• a cooled fuel outlet port (22) of the heat exchanger (16) lies proximate the first end.
• a valve with an upstream gate (26) and two downstream gates (28, 30) are located so that fuel is delivered to the first fuel inlet port (20) and one of the two downstream gates (28, 30).
• a further objective of the present invention is to provide an engine cooling system which does not produce fan noise as it does not have a fan and which also does not require maintenance since it does not include any moveable parts.
• Figure 1 is the schematic view of the engine cooling system.
• Figure 2 is the perspective view of the radiator group on which the engine cooling system is located.
• Figure 3 is the side view of the radiator group on which the engine cooling system is located.
• Radiator An engine cooling system (1) which can be operated by means of recovery of the engine waste heat and thus without using electrical fan motor, ventilator part, engine mounting equipments, electric cable, relay and support brackets; basically comprises
• At least one internal combustion engine (2) At least one internal combustion engine (2);
• At least one turbo unit (3) which enables to compress the exhaust gas discharged from the engine (2)
• At least one fresh air inlet (4) which is located in the turbo unit (3) and enables to intake air from the outer environment
• At least one exhaust outlet (5) which enables the exhaust gases coming from the engine (2) and entering the turbo unit (3) to be transferred to the outer environment
• At least one intercooler (7) wherein the air coming from the compressed air outlet (6) is cooled
• At least one by-pass outlet (8) which enables to separate a part of the air which is cooled in the intercooler (7) and which moves towards the engine (2), - at least one air amplifier (9) into which the air coming from the bypass outlet (8) enters and where high cooling process is carried out,
• radiator 10 which cools the hot water that it circulates therein via the air amplifier (9).
• Engine cooling systems used nowadays are comprised of fan - fan motor group, shroud, stator, fan frame and radiator - condenser - cooling group.
• the hot water which is heated with the warmth of the engine while traveling in the engine passes through the radiator group.
• the fan motor is activated by a signal received by the thermometer and the fan propeller rotates and sucks (or pumps) air over the radiator group and thereby the heat of the hot water is enabled to be transferred to the air and the water temperature starts to be reduced.
• the fan and the fan propeller are disabled by the signal received by the thermometer and thereby overcooling is prevented.
• the hot exhaust gases discharged from the exhaust outlet manifold located at the engine (2) pass through the turbo unit (3) of the vehicle and are delivered to the compressed air outlet (6).
• the fresh air drawn by the turbo unit (3) from the fresh air inlet (4) is compressed and delivered via the compressed air outlet (6) to the intercooler (7) where it is cooled.
• the compressed and cooled air leaving the intercooler (7) is sent back to the engine (2) and thus a larger air mass is delivered to the engine (2) cylinder. This in turn increases efficiency and power of the engine (2).
• the turbo unit (3) When an engine cooling system (1) is operational; in order to prevent the counter pressure, which is formed because the air intake to the engine (2) decreases when the driver releases the gas pedal, from slowing down the turbo unit (3) propeller and decreasing efficiency, a part of the hot exhaust gases are bypassed by a by-pass valve and without being delivered to the turbo unit (3), they are directly delivered to the exhaust outlet (5) and transferred to the outer environment. Additionally, when the engine (2) rpm is over a certain value, the turbo unit (3) is disabled and uncontrolled power increase of the engine (2) is prevented.
• the turbo unit (3) is comprised of moveable flaps and upon movement of these flaps according to the exhaust pressure - hot gas flow, a controlled compressed air production is obtained.
• the turbo unit (3) has a capacity of producing compressed air more than the requirement of the engine (2).
• an engine cooling system (1) where surplus compressed air can be used for medium or high rpms, is produced.
• the turbo unit (3) will not have to be disabled at high rpms and the surplus compressed air that is produced is used by the engine cooling system (1).
• the surplus exhaust gases do not have to be bypassed and directly delivered to the exhaust outlet (5) in order to prevent the turbo unit (3) from slowing down and decreasing efficiency due to the counter pressure when the driver releases the gas pedal. This way, the surplus compressed air formed at the moment when the driver releases the gas pedal can be used at the time of operation corresponding to the heating of the engine (2).
• the engine cooling system (1) of the present invention comprises a fan - fan motor.
• An air amplifier (9) is placed where the fan motor is located and the cooling process is performed by means of this air amplifier (9).
• the cooled and compressed air is delivered from the by-pass outlet (8) to the air amplifier (9).
• the air supplied from here is blown or sucked by the air amplifier (9) towards the radiator (10). This way, the fluids in the radiator (10) are cooled to the preferred values.
• the engine (2) is supplied by preferably 95% part of the air cooled and compressed by the intercooler (7). No decrease takes place in the air supplied to the engine (2) at medium and high rpms. The entire surplus air drives the air amplifier (9).

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)
• Motor Or Generator Cooling System (AREA)
• Structures Of Non-Positive Displacement Pumps (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=52114048

Family Applications (1)

Country Status (3)

Families Citing this family (2)

Family Cites Families (5)

• 2013
  • 2013-09-16 TR TR2013/10902A patent/TR201310902A2/tr unknown
• 2014
  • 2014-09-16 EP EP14814715.0A patent/EP3047124A2/de not_active Withdrawn
  • 2014-09-16 WO PCT/TR2014/000345 patent/WO2015038087A2/en active Application Filing

Non-Patent Citations (2)

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