JPS60212612A - High-temperature cooling type internal-combustion engine - Google Patents

High-temperature cooling type internal-combustion engine

Info

Publication number
JPS60212612A
JPS60212612A JP6952784A JP6952784A JPS60212612A JP S60212612 A JPS60212612 A JP S60212612A JP 6952784 A JP6952784 A JP 6952784A JP 6952784 A JP6952784 A JP 6952784A JP S60212612 A JPS60212612 A JP S60212612A
Authority
JP
Japan
Prior art keywords
passage
engine
cooling
valve
oil
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.)
Granted
Application number
JP6952784A
Other languages
Japanese (ja)
Other versions
JPH0231211B2 (en
Inventor
Iwao Higuchi
樋口　巌
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.)
Yanmar Co Ltd
Original Assignee
Yanmar Diesel Engine Co Ltd
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 Yanmar Diesel Engine Co Ltd filed Critical Yanmar Diesel Engine Co Ltd
Priority to JP6952784A priority Critical patent/JPH0231211B2/en
Publication of JPS60212612A publication Critical patent/JPS60212612A/en
Publication of JPH0231211B2 publication Critical patent/JPH0231211B2/en
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • F01P3/00—Liquid cooling
    • F01P3/20—Cooling circuits not specific to a single part of engine or machine
    • 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
    • F01P3/12—Arrangements for cooling other engine or machine parts
    • F01P3/16—Arrangements for cooling other engine or machine parts for cooling fuel injectors or sparking-plugs

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

PURPOSE:To simplify construction by commonly using a cooling system for the high-temp. cooling of an engine with a cooling system for an off-quality oil fuel valve for a direct start standby method, and using a catalytic liquid for cooling other than water for both system. CONSTITUTION:When an engine is operated, the outlet 12 side inlet of a selector valve 13 and a valve 16 are closed. And a thermal oil which is a catalytic liquid for cooling, is fed into the jacket in the engine 3 body through a passage 5 by means of a pump P, to carry out cooling. The oil is also fed into a fuel valve jacket from the passage 5 and through an inlet pipe 23, to carry out cooling. After that, these oils are fed into a passage 8 from an outlet 6 and an outlet pipe 24 respectively, and returned to a heat exchanger 1. When the engine is at rest, the selector valve 13 is switched to the outlet 12 side, while operating the motor pump P, and the valve 16 is opened. Thereby, the oil is circulated to each part after heated by a heater HT, to keep the engine to be immediately started.

Description

【発明の詳細な説明】 （産業上の利用分野） 本発明【ま高）ム１冷７ＪＩ型内燃Ｉ幾関、１ノにＫ　
：Ｐ、Ｉ　Ｉ〕比較的高い温度を紺１．１りるように冷
ｊ（Ｉさｈるｙ１°！ｉ℃の内燃機関に関１Ｊる。Detailed Description of the Invention (Industrial Application Field) The present invention
:P, I I] A comparatively high temperature is 1.1 degrees colder than an internal combustion engine.

（従来技術） 一般に低質油イ１様のゲイ−１１ル機関等においては、
シリングやシリンダヘッドを冷７ＪＩりるＩこめの機関
冷ＪＪｌシステムと燃料噴射弁を冷７Ｊｌりるための燃
料弁冷却シス−ｊｌ＼どが設（ノー（ある。（１］てシ
ステム全体を簡１１化１するには両シスデｌ＼を」し通
にＪればよいが、従来Ｉ！４造では、機関用の冷ｆＡ媒
体として水を使用し、燃料弁用の冷ｌＪ１ｗ体としてオ
イルを使用しているので、両システムを共通化でること
ができない。熱論、機関用の冷却システムを燃料弁用の
冷却システムに共用すれば、ｍ　造を筒中化づることが
できる。ところが近い将来、燃料重油の質が更に低下し
て３５００秒以上（例えば６０００秒程疫）の粗悪油を
使用１゛る場合が来ると予測され、その場合には機関の
燃焼状態の向上及び燃費の低減を図るために、冷却媒体
の温度を８０℃にし、機関に超高温冷却を施す必要があ
る。(Prior art) In general, in gay engines using low quality oil,
An engine cooling system for cooling cylinders and cylinder heads, and a fuel valve cooling system for cooling fuel injection valves are installed. In order to convert to 11/1, it is sufficient to run both systems through "J", but in the conventional I!4 construction, water is used as the cold fA medium for the engine, and oil is used as the cold lJ1W body for the fuel valve. As the engine cooling system is used in common with the fuel valve cooling system, it is possible to integrate the engine into the cylinder.However, in the near future, fuel It is predicted that the quality of heavy oil will further deteriorate and there will be cases where poor quality oil that lasts for more than 3,500 seconds (e.g. about 6,000 seconds) will be used. First, it is necessary to set the temperature of the cooling medium to 80°C and apply ultra-high temperature cooling to the engine.

又燃ｔ１１油（粗悪油）の４１１１Ｊを充分に高くシ（
例えば１３０℃以上）、その粘度を燃ｆ’ｌとして使用
可能＜ｘ　ｌ＋ｒ＋にまで低下させる必要がある。従っ
てそのＪ：うな粗悪油を使用する場合に冷却媒体として
水を使用りると、ベーパーの発生が懸念され、湿度を所
望舶まで高くできイＴいという問題が生じる。Also, 4111J of t11 oil (poor oil) was heated to a sufficiently high level (
(e.g., 130° C. or higher), it is necessary to reduce its viscosity to a level where it can be used as a fuel f'l<x l+r+. Therefore, if water is used as a cooling medium when inferior quality oil is used, there is a concern that vapor will be generated, and the problem arises that the humidity cannot be raised to the desired level.

又ペーパーを防＋ｌ二Ｍ−るには水を加圧状態で使用づ
ればよいが、加圧Ｍ４造にするとコストが高くなる等の
問題が発イ１．づる。Also, to prevent paper from being sealed, pressurized water can be used, but using pressurized M4 construction causes problems such as increased cost.1. Zuru.

（発明の目的） 本発明は上記問題を解決りるＩこめに、水以外の冷却媒
介用液体を使用１Ｊるｌｉｊ’ｉ甲／「構造のに１１温
冷却型内燃機関を提供Ｊることを目的としている。(Objective of the Invention) In order to solve the above-mentioned problems, the present invention provides a temperature-cooled internal combustion engine with a structure that uses a cooling medium liquid other than water. The purpose is

（発明の構成） 本考案は機関の畠渇冷１．１１川冷７ＪＩシス７ムをダ
イレクトスタートスタンバ、イＩノ一式の粗悪撚１′１
１油川燃利弁の冷ノＪ１システムとＪ（川し、両シスア
ムに水以外の冷却媒体用８Ｉ！１本を使用１）たことを
Ｌ’＋　１７３１と１ノでいる。(Structure of the Invention) The present invention is based on the direct start standby of the Hatake-cooled engine 1.11 River-cooled 7JI system 7 system, and the coarse twist 1'1 of the I
1) The refrigerated J1 system of the Aburawa fuel valve and the J1 system (both systems use 8I for cooling medium other than water! 1) are L'+ 1731 and 1.

（実施例） 図面において熱交換器１の冷７ＪＩ　！ｌ１１！体出１
−１２とエンジン３の冷却媒体入１］／１は供給側通シ
”Ｒ５にＪ：りつながれ、−１ンジン３の冷７Ｊｌ！Ｉ
ｓ！体出１−１６と熱交換器１の冷ｒＪＩ媒体人に１７
４；Ｌ　ＩＩ＋出側通路８にＪ、りつながれている。図
示されてい／Ｔいが一１ンジン３の本体（シリンダブ１
１ツクヤ）シリンダヘッド）の内部には入口４から出１
−１６まで延びる冷却媒体ジレケットが設置Ｊである。(Example) In the drawing, the cold 7JI of heat exchanger 1! l11! Body appearance 1
-12 and engine 3's coolant input 1]/1 are connected to the supply side through "R5", -1 engine 3's coolant 7Jl!I
s! Body 1-16 and heat exchanger 1 cold rJI medium person 17
4; J is connected to L II+ outlet passage 8. The main body of the engine 3 (cylinder tab 1) is shown in the figure.
1) Inside the cylinder head) there is an outlet 1 from inlet 4.
A cooling medium gillet extending to -16 is installed J.

これらの回路（通路）にはサーマルオイル等の熱効率の
シ“１い冷７．Ｉｔｗ体が流されるようになっている。A cold body with high thermal efficiency, such as thermal oil, is flowed through these circuits (paths).

通路５の途中には通路１０が併設されている。A passage 10 is provided in the middle of the passage 5.

通路１０の入口１１は通路５の上流部に接続し、通路１
０の出口１２は切換弁１３を介して通路５の下流部に接
続している。通路１０の途中には上流側から順にモータ
ーポンプＭＰとヒータＨＴが設ｃ′Ｊである。モーター
ポンプＭＰと入口１１の間に、１３い−Ｃ１通路１０に
はサーマルオイルのタンクＴＫが接続している。The inlet 11 of the passage 10 is connected to the upstream part of the passage 5 and
The outlet 12 of 0 is connected to the downstream part of the passage 5 via a switching valve 13. In the middle of the passage 10, a motor pump MP and a heater HT are installed in order from the upstream side. A thermal oil tank TK is connected to the 13-C1 passage 10 between the motor pump MP and the inlet 11.

切換弁１３ど入口４の間において、通路５にはエンジン
３により駆動される循環用ポンプＰが設けられ、又通路
５にはポンプＰを迂回する通路１５が併設されている。A circulation pump P driven by the engine 3 is provided in a passage 5 between the switching valve 13 and the inlet 4, and a passage 15 that bypasses the pump P is also provided in the passage 5.

通路１５は途中に開閉弁１６を備え、入口１７が切換弁
１３とポンプＰの間において通路５に接続し、出口１８
が入口４とポンプＰの間において通路５に接続している
。The passage 15 is provided with an on-off valve 16 in the middle, an inlet 17 is connected to the passage 5 between the switching valve 13 and the pump P, and an outlet 18 is connected to the passage 5.
is connected to the passage 5 between the inlet 4 and the pump P.

ポンプＰと出口１８の間において、通路５には燃料弁用
通路２０の入口が接続している。通路２０の出口はこし
器２１を介して燃料弁冷却油入口管２３の入口に接続し
ている。入口管２３の複数の分岐出口は図示されていな
い燃料弁（燃別噴ｑ・１弁）の周囲の冷７Ｊｌ油ジ１１
ケツ１への入［二１に接続し゛（いる。燃わ１弁冷７Ｊ
Ｉ油ジＶクットの出口は出［１管２４の分岐入口に接続
し、１１目］管２４の出「１部分２５は出口６の近傍に
おいて通路８に接続している。An inlet of a fuel valve passage 20 is connected to the passage 5 between the pump P and the outlet 18 . The outlet of the passage 20 is connected via a strainer 21 to the inlet of a fuel valve cooling oil inlet pipe 23. A plurality of branch outlets of the inlet pipe 23 are connected to a cold 7Jl oil pipe 11 around a fuel valve (separate fuel injection q/1 valve), which is not shown.
Input to ass 1 [connected to 21] (there is. Burn 1 valve cold 7J
The outlet of the I oil pipe 24 is connected to the branch inlet of the outlet pipe 24, and the outlet part 25 of the pipe 24 is connected to the passage 8 in the vicinity of the outlet 6.

以下の作用説明から明らか＜’ｃ　にうに、ポンプＰや
通路５．８からイ「る循環回路はエンジン起動後にお【
」る高渇冷ＪＪｌ用メイン回路を形成ｉノでいる３゜又
モーターポンプＭＰやヒータ１−ＩＴを含む通路１０は
ウオーミングアツプ用回路を形成している。It is clear from the explanation below that the circulation circuit from pump P and passage 5.8 is
The passage 10, which includes the motor pump MP and the heater 1-IT, forms a warming-up circuit.

弁１６を含む通路１５はエンジン停止［状態にお【）る
スタンバイ時の循環用回路の一部を形成している。The passage 15 including the valve 16 forms part of a circulation circuit during standby when the engine is stopped.

（作用） エンジン運転状態では切換弁１３の出口１２側入口が閉
鎖され、弁１６も閉鎖される。この状態ではポンプＰに
より通路５からエンジン３の本体内ジャケットへ］ノー
マルオイルが供給され、サーマルオイルによりエンジン
３本体は冷却される。(Operation) In the engine operating state, the outlet 12 side inlet of the switching valve 13 is closed, and the valve 16 is also closed. In this state, normal oil is supplied from the passage 5 to the jacket inside the engine 3 body by the pump P, and the engine 3 body is cooled by the thermal oil.

これと並行して通路５から入１］管２３を経て燃料　５
− 弁ジャケットへもサーマルオイルが供給され、入口管２
３からのサーマルオイルにより燃料弁も冷ｉＪＩされて
所定温度を保つ。本体内ジャケットを通過したサーマル
オイルは出口６から通路８へ流入する。燃料弁ジャケッ
トを通過したサーマルオイルも出口管２４を経て通路８
へ流入する。通路８へ流入したサーマルオイルは熱交換
器１へ戻り、熱交換器１において冷却された後、再び通
路５へ流入し、以後同様の経路を循環する。In parallel with this, fuel enters from passage 5 via pipe 23.
− Thermal oil is also supplied to the valve jacket and the inlet pipe 2
The fuel valve is also cooled by the thermal oil from 3 and maintained at a predetermined temperature. Thermal oil that has passed through the jacket within the main body flows into the passage 8 from the outlet 6. Thermal oil that has passed through the fuel valve jacket also passes through the outlet pipe 24 to the passage 8.
flow into. The thermal oil that has flowed into the passage 8 returns to the heat exchanger 1, is cooled in the heat exchanger 1, and then flows into the passage 5 again, and thereafter circulates through the same route.

エンジンが停止してスタンバイ状態（始動待機状態）に
ある時には、切換弁１３が出口１２側へ切換えられると
ともに、モーターポンプＭＰが駆動される。これにより
サーマルオイルは通路５の−に流部から通路１０へ流れ
、ヒータ）−ＩＴにより加熱された後、切換弁１３を通
って通路５の下流部へ流入し、通路５からエンジン本体
内ジャケットや燃料弁ジャケットへ送られる。又この状
態では弁１６が開かれ、サーマルオイルはポンプＰを迂
回して通路１５を流れる。従ってポンプＰに邪魔される
ことなく、サーマルオイルは各部を循環す　６− る。このＪ、うに１ンジンｌ’ン１１中はｒｉｌｔ＆！
のり　ンルＡイルが循環しく各部を比較的ｌ！′Ｓい温
１αに保−）。When the engine is stopped and in a standby state (starting standby state), the switching valve 13 is switched to the outlet 12 side, and the motor pump MP is driven. As a result, the thermal oil flows from the - part of the passage 5 to the passage 10, where it is heated by the heater (IT), flows into the downstream part of the passage 5 through the switching valve 13, and flows from the passage 5 into the jacket inside the engine body. and the fuel valve jacket. Also, in this state, the valve 16 is opened, and the thermal oil bypasses the pump P and flows through the passage 15. Therefore, the thermal oil circulates through each part without being hindered by the pump P. This J is rilt&!
Rinru A-il circulates and compares each part! (Keep the temperature at 1α).

従ッテ各部に：　燃ｔｌ　）Ｉｌ＋　（１１ｉ！！　ｉ
＋ｌ＋　）　ノＩＮ　化′ｌ’）ｉ　１１ニ、１、る詰
り（よ３”ｅ　’Ｌ　ｌ！ヂ、燃料ｊｔを１、Ｅじめと
りる各部は即時始動用ｆｌｌｉ　’Ｊ状Ｑｕ（ダイ１ツ
ク１〜ス々　トスタンバイ状態）にＩｆｆ　１．’＋さ
れる。For each part: Motl )Il+ (11i!!i
+l+) ノIN Convert 'l') i 11 ni, 1, ru clog (yo 3"e 'L l! ヂ, each part that takes the fuel If 1.'+ is set to 1 to 3 (standby state).

（発明の効宋） 以上説明した。１．うに本発明にＪ、るど、機関の＾温
冷却用冷７．ＩＩシスｌムをグイレフ１〜スタートスタ
ンバイ方式の粗悪燃ｆｉｌ油用燃口弁の玲ＪＪＩシスｊ
ムど」ξ用しＩこの（゛、両冷用シスーツムを別／Ｚに
設置Ｊる場合に比べ、横Ｍｌ！を曲中化ＣＪることがＣ
Ｑる。しかも両シス７ムに水以外の冷却媒体用）＋に体
（例えば１ノーマルＡイル）を使用しＩＣので、ペーパ
ー等が発生する恐れ１．１　＜ｒ　＜、常に所定の冷７
Ｊｌ効果を得ることができる１、又冷７ＪＩ媒体用の加
１１−装四〇不要になるので、この１１１１にＪ３い（
ｂ構造を簡Ｉｌｌ化りることができる１、熱論す−マル
Ａイルを使用Ｊることにより二１−ンジン３の熱効率を
充分ににちく軒１持し、燃費を低減Ｊることがで・さる
。(Effect of invention in Song Dynasty) This has been explained above. 1. 7. The present invention includes a cooling device for engine cooling. Start the II system from Guilef 1 to Rei JJI System, a standby type fuel outlet valve for poor quality fuel oil.
Compared to the case where both cooling systems are installed in separate /Z, it is easier to put the horizontal Ml! into the middle of the song.
Qru. In addition, since both systems (for cooling media other than water) + bodies (for example, 1 normal A-il) are used for the IC, there is a risk of paper, etc. being generated.
This 1111 has J3 (
1) The structure can be simplified. 1. By using a multi-layer structure, the thermal efficiency of the 21-engine 3 can be maintained sufficiently, and fuel consumption can be reduced.・Monkey.

【図面の簡単な説明】[Brief explanation of drawings]

図面は本発明実施例の回路図である。５．８・・・通路
（機関の高温冷却用冷却システムの一部）、２３．２４
・・・燃ｒ１弁冷却油入口管と出口管（燃料弁の冷１Ｊ
Ｉシステムの一部）The drawing is a circuit diagram of an embodiment of the present invention. 5.8... Passage (part of the cooling system for high temperature cooling of the engine), 23.24
...Fuel valve cooling oil inlet pipe and outlet pipe (fuel valve cold 1J
part of the I system)

Claims (1)

【特許請求の範囲】[Claims] 機関の高温冷ＪＪＩ用冷７Ｊｌシステムをダイレフ１−
スタートスタンバ４１Ｊ式１／）　ＩＩ　ｊ！ｉ　燃ｉ
ｆ　？Ｉｌｌ　Ｊ’ｌｌ　燃ＰＩ　Ｒ’Ｉ）　冷却シス
テムど共用し、両システムに水以外の冷７ＪＩ媒体用液
体を使用したことを特徴どりる高渇冷ＩＪｌ型内燃機関
。The engine's high temperature cooling JJI cold 7Jl system is Dairef1-
Start stand bar 41J type 1/) II j! i burn i
f? Ill J'll Fuel PI R'I) A high cooling IJl type internal combustion engine characterized by sharing the cooling system and using a cold 7JI medium liquid other than water in both systems.
JP6952784A 1984-04-06 1984-04-06 KOONREIKYAKUGATANAINENKIKAN Expired - Lifetime JPH0231211B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP6952784A JPH0231211B2 (en) 1984-04-06 1984-04-06 KOONREIKYAKUGATANAINENKIKAN

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP6952784A JPH0231211B2 (en) 1984-04-06 1984-04-06 KOONREIKYAKUGATANAINENKIKAN

Publications (2)

Publication Number Publication Date
JPS60212612A true JPS60212612A (en) 1985-10-24
JPH0231211B2 JPH0231211B2 (en) 1990-07-12

Family

ID=13405282

Family Applications (1)

Application Number Title Priority Date Filing Date
JP6952784A Expired - Lifetime JPH0231211B2 (en) 1984-04-06 1984-04-06 KOONREIKYAKUGATANAINENKIKAN

Country Status (1)

Country Link
JP (1) JPH0231211B2 (en)

Also Published As

Publication number Publication date
JPH0231211B2 (en) 1990-07-12

Similar Documents

Publication Publication Date Title
US3863612A (en) Cooling system
US3134371A (en) Cooling system for internal combustion engines
CN101549753A (en) Ship equipped with thermal energy recovery means and related process
JPH07139350A (en) Cooling system for internal combustion engine
EP2426344B1 (en) Heating system for an internal combustion engine
US20080257526A1 (en) Device for Thermal Control of Recirculated Gases in an Internal Combustion Engine
JP2002202014A (en) Fuel injection system used in internal combustion engine
SE514537C2 (en) Combustion engine installation in a motor vehicle
KR20120123783A (en) Lng fuel supply system for vessel engine
JPS60212612A (en) High-temperature cooling type internal-combustion engine
US20150096309A1 (en) Process Vessel Cooldown Apparatus and Method
JP3972783B2 (en) Cooling device for vehicle engine
US20020162543A1 (en) Method and apparatus for preheating of combustion air for an internal combustion engine
JPH0310343Y2 (en)
KR101583933B1 (en) Apparatus and method for supplying fuel using egr cooler
JPS6047470B2 (en) Diesel engine fuel oil supply system
US1382995A (en) Process and apparatus for the utilization of heat in oil-engines
CN107267706B (en) Coal gas of converter cooling system and its cooling means
JP3750922B2 (en) Hot water supply device
KR100535452B1 (en) Control apparatus for gas temperature of CNG engine
JPS6385215A (en) Cooling device for internal combustion engine
JPS60138437A (en) Cooling testing device provided with precooling device
GB1121013A (en) Improvements in or relating to fuel injection in internal combustion engines
CN218248565U (en) Refinery low-temperature heat combined system
JPS636441Y2 (en)