IE48533B1 - Improvements in cooling devices for internal combustion engines - Google Patents
Improvements in cooling devices for internal combustion enginesInfo
- Publication number
- IE48533B1 IE48533B1 IE1421/79A IE142179A IE48533B1 IE 48533 B1 IE48533 B1 IE 48533B1 IE 1421/79 A IE1421/79 A IE 1421/79A IE 142179 A IE142179 A IE 142179A IE 48533 B1 IE48533 B1 IE 48533B1
- Authority
- IE
- Ireland
- Prior art keywords
- air
- chamber
- expansion chamber
- pump
- compressor
- Prior art date
Links
- 238000001816 cooling Methods 0.000 title claims abstract description 15
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 10
- 239000007788 liquid Substances 0.000 claims description 7
- 239000012528 membrane Substances 0.000 claims description 7
- 239000002826 coolant Substances 0.000 claims description 6
- 239000000110 cooling liquid Substances 0.000 abstract description 4
- 238000006073 displacement reaction Methods 0.000 description 3
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 3
- 230000010349 pulsation Effects 0.000 description 2
- 230000015572 biosynthetic process Effects 0.000 description 1
- 230000007797 corrosion Effects 0.000 description 1
- 238000005260 corrosion Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 239000000945 filler Substances 0.000 description 1
- 239000000126 substance Substances 0.000 description 1
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
-
- 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
- F01P3/2207—Liquid cooling characterised by evaporation and condensation of coolant in closed cycles; characterised by the coolant reaching higher temperatures than normal atmospheric boiling-point characterised by the coolant reaching temperatures higher than the normal atmospheric boiling point
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Reciprocating Pumps (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
Abstract
A cooling device for internal combustion engines, comprises a radiator 4 which is connected respectively to the cooling chamber of the engine and to a circulation pump 6 itself connected to a cooling liquid expansion chamber 8, in which is maintained an air pressure greater than atmospheric pressure, wherein the expansion chamber 8 is connected to an air pump 10 generating a pulsated air pressure, said pump 10 being driven by means of an auxiliary member of the internal combustion engine.
Description
The present invention relates to an improvement in internal combustion engines.
In the cooling devices for internal combustion engines, particularly for Diesel engines, it is well known to maintain under pressure the cooling circuit employing liquid, in order to avoid the risk of the formation of steam at determined spots, particularly in the header tank of the engine and to avoid the phenomena of cavitation which lead, in common with chemical influences, to corrosion of various parts of the cooling chambers.
Devices are also known in which the pressurization is obtained by connecting the expansion chamber directly to the general compressed air circuit supplying the different members of the vehicle. However, these devices are not entirely satisfactory as it is desirable to isolate the cooling circuit of the engine from the general compressed air supply circuit.
According to the present invention, we provide in ccsiibination, an internal combustion engine and a compressor driven thereby and intended to supply the general compressed air circuit of a vehicle to be powered by the engine, said engine comprising a cooling chamber; a coolant liquid expansion chamber; a coolant liquid circulating pump connected to the expansion chamber; a radiator connected to the cooling chamber and to the circulating pump; and an air pump having a pulsating air delivery and being connected to the coolant liquid expan48533 sion chamber to subject the expansion chamber to an air pressure which is higher than atmospheric pressure wherein the air pump is constituted by a body separated by a membrane into two chambers, a first of which chambers is connected to the suction side of said air compressor and a second of which chambers comprises suction and delivery ports provided with valves which are connected to atmosphere and to the expansion chamber respectively, and wherein said air pump has its air delivery isolated from said general compressed air circuit.
The cooling circuit is thus pressurized by a pulsing pressure variation induced by the engine, but in any case the coolant-pressurising air pump has its delivery side isolated from the separately compressed general compressed air system of a vehicle in which the engine is to be incorporated. The pressurisation due to an air pump driven by the pressure pulsations at the suction side of the air compressor for the braking system of a vehicle incorporating the engine is very rapid and does not depend on the rise in temperature of the water to cause the pressurisation upon expansion of the water.
The defects in tightness of the filler caps with calibrated valve are less important, as the air pump is always able to maintain pressurisation and to compensate for the leakages.
The invention will be more readily understood on reading the following description with reference to the accompanying drawings, in which:Figure 1 is a schematic view of the cooling circuit of an internal combustion engine according to the invention.
Figure 2 is a view in section of an embodiment of the air pump with membrane.
-4 Referring now to the drawings. Fig. 1 shows an internal combustion engine 1 of which the cooling liquid circuit comprises, at the outlet of the cooling chamber, a jacket of the engine, a manifold 2 which is connected by a conduit 3, to the upper part of a radiator 4 via a thermostatic valve 5 capable of short circuiting the passage towards the radiator and of connecting the conduit 3 directly to a circulation pump 6 which is connected to the inlet port of the cooling jacket of the engine 1.
At its lower part, the radiator 4 is also connected to the inlet port of the pump 6 by a conduit 7; similarly, an expansion chamber or service tank 8 of cooling liquid is connected by a conduit 9 to the suction of the pump 6.
To ensure overpressure in the expansion chamber 8 in the space located above the cooling liquid, said chamber is connected to the delivery port 12 of an air pump 10 by a conduit 11, said pump being connected to the atmosphere by a suction port 13.
In conduit 11, between the delivery of the air pump 10 and the expansion chamber 8, there is disposed a non-return valve 14 avoiding a possible flow of the water to the air pump. The air pump 10, shown in greater detail in Fig. 2, is constituted by a body divided into two chambers 15 and 16 . by a supply membrane 17 of which the equilibrium is obtained by its own rigidity and by the action of a spring 18 in abutment on the bottom of the chamber 16.
The chamber 15 is connected to atmosphere by the port 13 of which the opening is controlled by a suction valve 28 and to the expansion chamber 8 by the port 12 of which the opening is controlled by a delivery valve 19.
The other chamber, the so-called drive chamber 16, is connected by a port 20 and a conduit 21 to the air inlet or suction pipe 22 of the ocnpresscc 23 for the general compressed air supply for a vehicle to be powered by the engine, the suction pipe 22 of the cettpressar being itself connected to the air inlet manifold 24 supplied from a conduit 25 connected to atmosphere via an air filter 26.
The pressure pulsations produced in the suction pipe 22 of the engine-driven compressor 23 are transmitted through the conduit 21 to inside the chamber 16 of the pump 10 thus provoking a reciprocating displacement of the membrane 17 against the spring 18. The displacement of the membrane 17 brings about a variation in volume of the air chamber 15, hence a variation in pressure results, bringing about a displacement of the valves 28 and 19, so that the atmospheric air drawn through the pipe 13 is delivered through pipe 12 towards the expansion chamber 8 by the conduit 11 and through the non-return valve 14. The calibration of the spring 18 enables a predetermined level of pressurization to be obtained.
Claims (5)
1. In combination, an internal combustion engine and a compressor driven thereby and intended to supply the general compressed air circuit of a vehicle to be powered by the 5 engine, said engine comprising a cooling chamber? a coolant liquid expansion chamber; a coolant liquid circulating pump connected to the expansion chamber; a radiator connected to the cooling chamber and to the circulating pump; and an air pump having a pulsating air delivery and being connected to 10 the coolant liquid expansion chamber to subject the expansion chamber to an air pressure which is higher than atmospheric pressure, wherein the air pump is constituted by a body separa ted by a membrane into two chambers, a first of which chambers is connected to the suction side of said air compressor and a 15 second of which chambers comprises suction and delivery ports provided with valves which are connected to atmosphere and to the expansion chamber respectively and wherein said air pump has its air delivery isolated from said general compressed air circuit. 20
2. The combination as claimed in claim 1, wherein the membrane is subjected on one of its faces to the action of a resilient means disposed in the said first chamber connected to the suction side of the compressor, said resilient means being calibrated in order to present a predetermined level of 25 pressurization of the second chamber in operation of the air pump.
3. The combination as claimed in claim 1 or 2, wherein a non-return valve is disposed in the conduit connecting the delivery of the air pump and the expansion chamber. 30
4. The combination of an internal combustion engine and a compressor, substantially as herein described with reference to, and as illustrated in, the' accompanying drawings.
5. A vehicle including the combination of any one of the preceding claims and having its general compressed air circuit driven by said compressor.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR7823272A FR2433101A1 (en) | 1978-08-07 | 1978-08-07 | IMPROVEMENT IN COOLING DEVICES FOR INTERNAL COMBUSTION ENGINES |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| IE791421L IE791421L (en) | 1980-02-07 |
| IE48533B1 true IE48533B1 (en) | 1985-02-20 |
Family
ID=9211663
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| IE1421/79A IE48533B1 (en) | 1978-08-07 | 1979-08-08 | Improvements in cooling devices for internal combustion engines |
Country Status (9)
| Country | Link |
|---|---|
| BE (1) | BE878122A (en) |
| DE (1) | DE2931821A1 (en) |
| DK (1) | DK148605C (en) |
| FR (1) | FR2433101A1 (en) |
| GB (1) | GB2027872B (en) |
| IE (1) | IE48533B1 (en) |
| IT (1) | IT1119123B (en) |
| LU (1) | LU81568A1 (en) |
| NL (1) | NL7905937A (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2582053B1 (en) * | 1985-03-21 | 1989-04-07 | Cyclam | METHOD AND DEVICE FOR PRESSURIZING THE COOLING CIRCUIT OF AN INTERNAL COMBUSTION ENGINE |
| DE102005007781B4 (en) * | 2005-02-19 | 2013-01-31 | Man Truck & Bus Ag | Method and arrangement for rapid construction of the system pressure in the coolant circuit of internal combustion engines |
| DE102007058575B4 (en) * | 2007-12-05 | 2013-08-01 | Man Truck & Bus Ag | Motor vehicle with compressed air based cooling system |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR827588A (en) * | 1936-10-07 | 1938-04-28 | Diaphragm pump controlled directly by a fluid | |
| DE944591C (en) * | 1953-03-27 | 1956-06-21 | Daimler Benz Ag | Liquid cooling system for internal combustion engines |
| CH373225A (en) * | 1959-12-17 | 1963-11-15 | Gratzmuller Jean Louis | Process for cooling an engine unit comprising at least one internal combustion engine and installation for implementing this process |
| FR83678E (en) * | 1963-05-16 | 1964-09-25 | Cooling device of an internal combustion engine | |
| FR1466616A (en) * | 1965-12-22 | 1967-01-20 | Malsbary Mfg Company | Automatic air injection device, in particular for recharging the mass of compressed air in a chamber containing air and a liquid under pressure |
| GB1298665A (en) * | 1969-01-03 | 1972-12-06 | Bernard Hooper | Improvements in or relating to step-piston two-stroke engines |
| FR2137091B1 (en) * | 1971-05-13 | 1973-05-11 | Gratzmuller Jean Louis | |
| FR2239898A5 (en) * | 1973-07-31 | 1975-02-28 | Motobecane Ateliers | Two-stroke engine balancing and scavenging unit - incorporates reciprocating weight with membrane secured to pump housing |
-
1978
- 1978-08-07 FR FR7823272A patent/FR2433101A1/en active Granted
-
1979
- 1979-07-31 GB GB7926552A patent/GB2027872B/en not_active Expired
- 1979-08-01 NL NL7905937A patent/NL7905937A/en not_active Application Discontinuation
- 1979-08-02 LU LU81568A patent/LU81568A1/en unknown
- 1979-08-06 DK DK329679A patent/DK148605C/en not_active IP Right Cessation
- 1979-08-06 IT IT68622/79A patent/IT1119123B/en active
- 1979-08-06 DE DE19792931821 patent/DE2931821A1/en active Granted
- 1979-08-07 BE BE2/58002A patent/BE878122A/en not_active IP Right Cessation
- 1979-08-08 IE IE1421/79A patent/IE48533B1/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| FR2433101B1 (en) | 1982-04-30 |
| GB2027872A (en) | 1980-02-27 |
| BE878122A (en) | 1980-02-07 |
| FR2433101A1 (en) | 1980-03-07 |
| IE791421L (en) | 1980-02-07 |
| DK148605C (en) | 1986-01-20 |
| IT7968622A0 (en) | 1979-08-06 |
| GB2027872B (en) | 1983-04-27 |
| DK329679A (en) | 1980-02-08 |
| NL7905937A (en) | 1980-02-11 |
| LU81568A1 (en) | 1980-04-21 |
| DE2931821A1 (en) | 1980-03-20 |
| DE2931821C2 (en) | 1989-09-07 |
| DK148605B (en) | 1985-08-12 |
| IT1119123B (en) | 1986-03-03 |
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