FR2503260A1 - energy saving thermal reservoir for engine oil and water - uses two-compartment insulated reservoir with release valves operated in starting sequence to reduce cold engine losses - Google Patents

Abstract

The installation uses a thermally insulated storage (11) for the lubricating oils (11b) and the cooling water (11a), reducing engine losses caused by running at temperatures below the normal operating temperature. The calorific reservoir (11) is elevated relative to the operating storages (2,4) and has a release valve (13,15) fitted at the base of the calorific storage (11). The valves are opened by one of the normal starting operations of the vehicle, and remain open until the engine (11) is stopped. Electric pumps (19,21) are controlled by contacts on the release valves (13,15) so pump operation is simultaneous with release valve operation. Pref. the valve (13,15) is biassed towards the open position by a movable element which is connected to the vehicle hand brake such that the valve can go to closed position, against the biassing force, only if the hand brake lever is in the on position.

Description

 The present invention relates to motor vehicles with internal combustion engine and aims mainly to achieve energy savings and incidentally to reduce the times for heating the passenger compartment by the engine cooling water and to use less oils. frozen, which is particularly appreciable in cold weather.

 It is known that after a prolonged shutdown of the engine of a motor vehicle, the various functional liquids used therein (water from the radiator, oil from the crankcase, from the boot and if necessary from the converter) are at ambient temperature. After starting, their temperature will gradually increase until reaching, after a certain period of time, a warm, relatively stable state, which will remain until the end of the vehicle journey and when the engine is switched off, as a result of which they will gradually cool by heat loss to the atmosphere to reach room temperature again if the stop is durable.

 Such a loss has harmful consequences, especially in cold weather. When the vehicle is started, friction is high, in particular due to the viscosity of the oil, the engine efficiency is poor, pollution is high as well as energy consumption, and finally the vehicle is not pleasant to drive.

 For a very long time, it has been envisaged to reduce this dry calorific loss when the vehicle is stopped, by making the liquids in question stay in an insulated accessory enclosure recalling the organization of the "Thermos" bottle, so as to be able to have the engine restart. liquids still hot. Systems of this kind have been described in particular in US Patents Nos. 2,093,599 (Clough) of September 21, 1937, 2,408,183 (Wood) of September 24, 1946 and 3,523,644 (Kozinski) of Il Aoflt 1970.

 However, although their technical efficiency is not in question, the systems proposed to date have remained a dead letter and have not been able to translate into practical applications in the automotive industry, for reasons relating in particular to considerations of security and of course also cost price. In this respect, of course, the complexity and consequently the shortness of the installation must not annihilate in advance the savings expected on the recovery of calories, reducing the projects in question to pure views of the mind. .

 But even more serious are the criticisms that may have been raised against these projects on the essential level of security, insofar as they could not meet a categorical imperative with no exceptions: on restart and throughout the duration of when the vehicle is running, the operational liquids must enter their entire workstation and cannot in any case be removed from it as a result of any maneuver omitted or improperly carried out by the driver.

 It is therefore advisable not to rely on the latter for the deliberate triggering of operations necessary for the global transfers of liquids from the "Thermos" enclosure to their normal functional circuit from start-up and preferably also for transfers in the opposite direction. At the withers of the vehicle. It is also appropriate for us not to depend, for these transfers, on the proper functioning of constituent bodies more or less delicate and more precisely to ensure that in the event of failure of one or the other of these organs, the liquids either remain or return automatically to their normal functional circuit, even if it means losing the accessory benefits sought.

 The present invention relates to an improved installation of the type described but which, in addition to its qualities of simplicity, safety and friability, makes it possible to relieve the driver of any control constraint in addition to the usual operations to which he is accustomed for setting road and stop of his vehicle, such as operating the ignition key, handbrake, accelerator pedal, choke.

 According to the essential characteristic of the present invention, the installation is designed in such a way that the insulating volume forming an insulating reservoir accessory having regard to the main hydraulic working circuit of the liquid concerned to which it is connected by means of a valve. , is mounted at a raised level with respect to this hydraulic circuit and that said valve is arranged so as to be imperatively in the open position as soon as the handbrake is released or the engine is started and for the entire duration of its operation and not to switch to the closed position until the engine has been switched off and the vehicle has been placed in the parking state.

 By virtue of this particular design of the installation, the accessory insulating tank empties automatically and naturally into the main hydraulic working circuit, under the simple effect of gravity and without the help of any non-infallible auxiliary means such as '' a discharge pump or a pressurization compressor.

 In a preferred embodiment of the present invention, the movable shutter member of the valve associated with the insulating tank is subjected to a restoring force urging it into the open position and holding it there, while its passage into position d the shutter is made against said restoring force. This movable shutter member is advantageously coupled to the handbrake lever of the vehicle by means of an elastic mechanical transmission such that the valve cannot come into the closed position against said return force unless said lever is put in its brake application position.

 As an additional precaution, the above transmission includes a locking device slaved to a member representative of the running condition of the vehicle such as the accelerator or the choke so that the actuation thereof is reflected by unlocking the transmission, allowing the return force to play for the opening of the valve.

 The description which follows with reference to the appended drawings, given by way of nonlimiting example, will make it clear how the invention can be achieved.

 Figure 1 is a block diagram of an installation according to the present invention, showing its relationship with the current provisions of a motor vehicle with internal combustion engine.

 Figures 2A, 23 and 2a show the combined control transmission of the valves in three different positions corresponding to three states of the vehicle.

 FIG. 3 is a diagram of an electric circuit supplying electro-pumps.

 Figure 4 is a view of an embodiment detail.

 There is shown schematically in FIG. 1 some of the conventional elements which are encountered in a motor vehicle. We see at 1 the engine block with its oil sump 2 at the bottom and its oil filling orifice 3 at the top. 3 we also see the water circuit 4 for cooling the engine and heating the passenger compartment with the cooling radiator 5 and its fan 6, the heating radiator 7 provided with a tap (not shown) and a branch connection 7A and its fan 8, the main circulation pump 9 3 we finally see at 10 air intake or possibly the carburetor.

 The essential parts being thus identified, FIG. 1 also shows the accessory installation serving as an energy saver, the basic element of which is the insulating tank 11 with two sealed compartments 11A and 113 for water and the oil respectively4 these compartments having a capacity at least equal to that of the main hydraulic circuits of water and oil respectively. From the bottom of the water compartment 11A there is a pipe 12 which opens into the water cooling circuit 4 of the engine 1 and which is equipped with a valve 13 of which the control lever is seen in 13A. Similarly, from the bottom of the compartment 11B oil share another line 14 which opens into the oil pan 2 of the engine 1 and which is also equipped with a valve 15 which we see in 15A the control lever. The two levers 13A and 15A are coupled by a synchronization linkage 16 situated at the end of a transmission 17 for the combined control of the water 13 and oil 15 valves.

 In the opposite direction, from the bottom of the oil pan 2 a line 18 provided with a motor-pump 19 and ending at the top of the oil compartment 113. Likewise, part from the bottom of the water cooling circuit 4 of the engine 1 another pipe 20 provided with a motor pump 21 and leading to the top of the water compartment 11A. Near the outlet of the pipes 18 and 20 at the top of the compartments 11B and 11A are provided vents 22 and 23 which are advantageously connected to the oil filling orifice 3 and to a high point of the water circuit 4 by conduits 24 and 25 respectively.

As a variant, the conduit 24 is connected to the inlet 10.

 According to the figuration of the control levers 13A and 15A (inclined towards the left of the drawing), the water and oil valves 15 are assumed to be in the closed position, which corresponds to the state of the vehicle at stop in parking condition with its handbrake applied. This figuration is found on a larger scale in FIG. 2A where we see at 26 the handbrake lever in the clamping position and at 27 a small drum secured to it.

The transmission 17 is shown in the form of a target 17A which is wound on this handbrake drum 27 and in which a locking mechanism 28 is inserted. In the illustrated embodiment, the latter essentially comprises two telescopic sleeves 29 and 30 fitted one inside the other and in which a tension spring 31 is housed, the ends of which are fixed to the respective bottoms 29A and 30A of the sleeves in order to tend to bring them closer to each other in position " back to school ". A light 293 is formed in the wall of the sleeve 29 and likewise a light 30B in that of the sleeve 30. In the "retracted" position of the telescopic sleeves 29 and 30 shown in FIG. 2A, the two lights 29B and 30B are in coincidence , which allows a pdne 32 with beveled end, pushed by a spring 33, to engage therein, thus locking the telescopic sleeves 29 and 30 in said "retracted" position. The bolt lock 32 and spring 33 assembly is mounted in a case 34 secured to the outer sleeve 29 by a support 35. At its end opposite to the bolt 32, the spring 33 bears against the bottom of the case 34, the arrangement being such that the bolt 32 follows the longitudinal displacements of a cable 36 linked to it and movable inside a cable guide 36A, themselves governed by a member representative of the working state of the vehicle, for example the starter or the accelerator pedal s as soon as the driver manipulates this member, the target 36 moves back, which causes the bolt 32 to be erased and consequently the telescopic sleeves 29 and 30 to be unlocked and hence the release of the transmission 17 which can then be extended against the action of the tension spring 31, as shown in FIG. 2B, until the mechanism 28 stops at 28A
The elastic transmission 17 with locking mechanism 28 is connected to one end of the linkage 16 for synchronizing the valve handles 13A and 15A, by means of a tension spring 37.

 At its opposite end, the linkage 16 is connected to a fixed point 38 by another tension spring 39.

The springs 39, 37 and 31 are chosen so that their respective traction forces KI, E2, X3 satisfy the inequality: xî> K2> E3, with K2 close to K1, the spring 37 being intended to make up for the games due in particular to wear of the hand brake and to form a safety member for the valves 13 and 15.

 In this way, as soon as the mechanism 28 is unlocked, even if the hand brake lever 26 is in the clamping position (FIGS. 2A and 2B), the levers 13A and 15A of the water 13 and oil 15 valves tilt under the preponderant traction Ki of the return spring 39, from their closed position (FIG. 2A) to their open position (FIG. 2B).

 They will remain in the latter position when the hand brake 26 is released (Figure 2C), the only effect of this release being to give slack to the cable 17A which unwinds from the drum 27 and therefore allows the tension spring 31 to put back the telescopic sleeves 29 and 30 in the "retracted" position with relocking of the mechanism 28 by the bolt 32, facilitated by the beveled end of the latter.

 To restore the water 13 and & oil 15 valves to the shutter, it is necessary, the transmission 17 being locked, apply the handbrake 26, thereby winding the cable 17A on the drum 27 against traction springs 39 and 37. We then find ourselves in the arrangement described above with reference to FIG. 2A.

 it follows from the above that the water 13 and oil 15 valves will only be in the closed position on the double condition that the vehicle is stationary (and therefore the mechanism 28 locked) and that the brake hand 26 be tight. Otherwise, the valves 13 and 15 switch or remain imperatively in the open position.

 If we refer again to FIG. 1 and being reminded that the accessory insulating tank 11 is at a raised level with respect to the water circuit 4 for cooling the engine 1 and to its oil sump 2, it It is clear that the water 17A and oil 11B compartments, assuming that they are full, will naturally drain by gravity into the corresponding working circuits as soon as the valves 13 and 15 are in their "forced" position. opening.

If, on the other hand, the compartments of the reservoir 17 are empty, they will hardly be able to fill since the lubricating oil and the cooling water of the engine cannot accumulate there, even if, for one reason or another, the motor pumps 19 and 21 would debit, whether wisely or inadvertently.

 Thus, the safety considerations indicated above are scrupulously observed, and this by means of great simplicity since they only ultimately call for a choice of arrangement of the insulating tank 11 (at a raised level) and of control of the valves 13. and 15 (systematically recalling them in the open position). As a result of which, as we have seen, the transfer of water and oil from their normal working circuits to the insulating tank 11 to remain there will only be at rest of the vehicle.

 To this end, the motor pumps 19 and 21 will be used in the manner described below.

FIG. 3 illustrates the case of separate motor-driven pumps with an individual electric motor 40, but it is obvious that one could just as easily use a single device with double pumping body and common motor, the electric supply circuit being the even in both cases. This supply circuit, connected to the battery 41, has three contactors in series 42, 43, 44 s
- the contactor 42 is slaved to the water and oil valves, its movable contact being for example sensitive to the position of their synchronization linkage 16, so that the closure (Figures 1 and 2A) and the opening (Figures 2B and 2C) of the valves 13 and 15 coincide respectively with the closing and the opening of the contactor 42 (FIG. 3);
- the contactor 43 belongs to a relay controlled by a float 45 located in the low position in the oil pan 2 (see FIG. 4) or other detector for the end of oil or water draining from the engine (alternatively, could provide a time-delayed circuit breaker acting as a timer or an appropriate microprocessor control) ;;
- The switch 44 is linked to the ignition key 46 for starting the engine 1 of the vehicle, so as to close when the engine is switched off and vice versa.

 It can therefore be seen that the motor-driven pumps 19 and 21 are started when the driver, having parked his car, cuts the engine (then the switch 44 closes) and applies his hand brake putting the valves 13 and 15 in the position of closing (then the contactor 42 also closes). They will operate for a certain time, then stop (the circuit breaker 43 having then tripped).

 During their operating time, the hot oil from the casing 2 (see FIG. 1), pumped by 19 and discharged into the line 18, is transferred into the oil compartment 11B of the insulating tank 11, the oil vapor and l air from this compartment 11B escaping through the vent 22 and arriving via the conduit 24 at the oil filling orifice 3 of the engine 1 or at its air intake 10. On the other hand, the hot water of the motor, pumped by 21 and discharged into the line 20, is transferred into the water compartment IIa of the insulating tank 11, the water vapor and the air of this compartment IIa escaping through the vent 23 and arriving by the conduit 25 at the upper part of the water circuit 4.

 The hot liquids will remain in the insulating tank II until the driver, resuming his car, undertakes the usual starting operations, which has the effect, as we have seen, of immediately opening the water valves 13 and with oil 15, so that the still hot water and oil flow back by gravity from the insulating tank II to their usual work station, via the return pipes 12 and 14.

With regard to the electric supply circuit of the motor-pumps 19 and 21, the position of the contactors illustrated in FIG. 3 is found: contactor 42 open since the valves are open, contactor 43 closed since the liquids return to the motor, contactor 44 open since the ignition key 46 is actuated.

 It goes without saying that the embodiment described is only an example and that it could be modified, in particular by substitution of technical equivalents, without departing from the scope of the invention. In particular, the mechanically controlled drain valves 13 and 15 in the example illustrated can be replaced by solenoid valves controlled by an adequate detector of the running or parking state of the vehicle (for example the key of contact 46), these solenoid valves being then easily designed and arranged to be normally in the open position and to pass into the closed position only after the engine has stopped completely when the vehicle is parked and the ignition key is removed. Likewise, the float 45, instead of being placed at the bottom of the oil pan 2 as shown in FIG. 4, can be located at the top of one of the compartments of the insulating tank II to open the contactor 43 when that - this is full.

 Of course, the hand brake lever 26 would be, in the cars concerned, the so-called "parking" brake pedal.

 In cars with automatic transmission, the control lever in the "parking" position could be used to actuate the pin 32 of the locking device 28.

Claims (10)

 1. Energy-saving installation for a motor vehicle mfl by internal combustion engine having a basic hydraulic circuit in which one or more functional liquids are used - such as water used for cooling the engine or the the oil used for its lubrication, or else gearbox oil or, where appropriate, converter oil - the energy saving being achieved thanks to a thermally insulating enclosure or accessory heat-insulating tank having regard to said hydraulic circuit of base where the liquid (s) concerned work and to which said heat-insulating tank is connected by means of a drain valve, characterized in that said heat-insulating tank (11) is disposed at a raised level with respect to said basic hydraulic circuit (2, 4) and in that said drain valve (13, 15) is designed and arranged so as to be imperatively in the open position upon actuation of a usual vehicle start-up member icon - such as the handbrake (26), the starting contact (46), the choke - and throughout the engine operating time (1) and not to switch to the closed position until after switching off engine and parking the vehicle, so that said heat-insulating tank, if full, will automatically and naturally drain into said basic hydraulic circuit (2, 4) when said drain valve opens ( 13, 15), under the simple effect of gravity and without the help of any auxiliary means of circulation of liquid such as evacuation pump or pressurization compressor.  2. Installation according to claim 1, characterized in that the drain valve (13, 75) associated with the heat-insulating tank (11) comprises a movable shutter member (13A, 15A) subjected to a preponderant restoring force (39) urging it in the open position and now there, while its passage in the closed position is against said return force.  3. Installation according to claim 2, characterized in that the movable shutter member (13A, 15A) is coupled to the lever (26) of the parking brake of the vehicle by means of an elastic mechanical transmission (17) such that the drain valve (13, 15) can come into the closed position against the restoring force (39) only if said lever (26) is put in its brake application position.  4. Installation according to claim 3, characterized in that the elastic mechanical transmission (17) comprises a locking device (28) slaved to a member representative of the operating state of the vehicle - such as the accelerator or the choke - so that the actuation of this member results in the unlocking of said transmission (17), then allowing the return force (39) to play to force the drain valve (13, 15) to start in its open position.  5. Installation according to claim 1 or 2, characterized in that the drain valve (13, 15) is a solenoid valve designed and arranged to be normally in the open position and only pass into the closed position after vehicle stopped completely.  6. Installation according to any one of the preceding claims, in which a motor-pump makes it possible to evacuate the functional liquid from the basic hydraulic circuit (2, 4) and to transfer it into the accessory heat-insulating tank (11), this motorbike. -pump (19, 21) being driven by an electric motor (40) whose power circuit is connected to the battery (41) or other source of current of the vehicle, characterized in that on this electric circuit are inserted in series contactors (42, 43, 44) which must all be simultaneously in the contact position for the motor pump (19, 21) to flow.  7. Installation according to claim 6, characterized in that the electrical supply circuit comprises a contactor (42) sensitive to the position of the drain valve (13, 15), the arrangement being such that said contactor (42) only closes if said drain valve (13, 15) is closed.  8. Installation according to claim 6 or 7, characterized in that the electrical supply circuit comprises a contactor (43) belonging to a relay designed to trip after draining the basic hydraulic circuit.  9. Installation according to claim 6, 7 or 8, characterized in that the electrical supply circuit comprises a contactor (44) linked to the vehicle ignition key (46), the reciprocal arrangement being such that the closing of one corresponds to the opening of the other and in particular that the starting ignition of the engine by the key (46) causes the breaking of said contactor (44).  10. Installation according to any one of the preceding claims, characterized in that its various constituent elements are split to form two separate and distinct hydraulic networks, one for water and the other for oil, the heat-insulating tank ( 11) thus subdividing into two watertight compartments (IIA, 11B) with respective drain valves (13, 15), the control of which is combined by any suitable coupling means (16).