SU524000A1 - Coolant Temperature Regulator for Engine - Google Patents

Description

(54) OHL-L TEMPERATURE REGULATOR (GIVING ENVIRONMENT FOR ENGINE

The invention relates to the engineering industry, in particular to the engine-shear. Known temperature controllers for the cooling medium for an engine, for example, a diesel diesel engine, contain a power sensor to the coolant temperature sensor connected via an amplifier to the executive body, a nalriger fan blade rotation mechanism has cooled down.

However, in the known devices, the relationship between the means of regulation and the qualitative indicators of heat transfer is absent. For this reason, they do not provide the required quality of control over the entire range of operating modes.

The purpose of the described invention is to eliminate these drawbacks and increase the stability of the regulation. To achieve this goal, the connection of a temperature sensor with an amplifier is made using a proportional link controlled by a power sensor.

FIG. 1 shows the print scheme of the proposed controller; in fig. 2- graphs of the transmission coefficient of the cooling system versus the relative power of the engine.

The coolant temperature regulator consists of a coolant temperature sensor 1, a power sensor 2 of the N .. engine, an executive unit 3, a fan 4 and a pneumo-electric pressure switch 5.

The regulator works as follows. With the increase of the teltetrator of the cooling medium t, the engine, the thermoelement 6 on the rod 7 creates with the help of the bellows 8 a commutation force compressing the spring 9 and turning the link (lever) 10 around the movable support I. End lever g,

moves the membrane amplifier 12. in the result. as a result, the twin-seated spring-loaded valve 13 moves down, opening air access (pressure P .;) to the submembrane cavity. The pressure P rises as long as it increases

As a result, the force acting on the membrap from below will not balance the pressure created by the pressure element 6. Thereafter, the lower seat of the valve 13 is closed and the air supply to the cavity under the membrane stops.

Claims (1)

relay 5 is activated, its contacts are closed ;; the fridge shutters (not shown in the diagram.) open. A further increase in temperature, and an increase in pressure Pp leads with the help of the actuator 3 to an increase in the performance of the fan 4. If the manufacturer 1Gs1 of the fan 4 is more than the required value, the temperature 1 decreases. This reduces the force created by the thermoelement 6, the membrane moves upwards and the air from under the membrane through the upper seat of the valve 13 is released into the atmosphere, reducing the pressure P until the balance of forces acting on the membrane is reached again. A decrease in P leads to a decrease in the performance of the fan 4 and to an increase in the temperature of the medium t. As the internal combustion engine increases its power, its rotational speed regulator 14 moves the rod 15 connected to the fuel supply body downwards and compresses the spring 16. At this time, the membrane 17 bends, causing the double-seat spring-loaded valve 18 to move down, opening air access (pressure p) into the cavity under the membrane 17. Giving The wind turbine rises until, as a result, the force acting on the diaphragm 17 will not balance the force of the spring 16. Thereafter, the lower seat of the valve 18 closes and the pressure P increases. As the pressure RS increases, the power element, for example, the piston 19, moves to the left, compressing the spring 20 and moving to the left a support 11 rigidly connected to the choke 21. When the engine's power decreases, its frequency regulator rotates reduces the fuel supply, the rod 15 moves upward the pressure P decreases and piston 19 moves support 11 to the right. At the same time, the length of the arm U of the lever 10 is reduced and the transmission coefficients of the sensor and the temperature controller are reduced. The dependence of the relative values of the front engine cooling coefficient of the engine: and the temperature sensor K as a function of the relative power is a function of a hyinbolicVO type, similar in nature to Yg:; eK. transmission coefficient of the engine cooling system for regulatory action. Therefore, the transmission coefficient of the system maintains an approximately constant value in the operating range of N. Thus, the proposed coolant temperature controller of the internal combustion engine provides for automatic variation of the arm ratio (a and b) of the lever when the engine power changes, ensuring that the most constant margin of stability of the cooling system in all engine operating modes for a given static non-uniformity of regulation. As a result, a stable thermal condition of the engine is achieved and the efficiency and lifespan of the engine and its cooling system are improved. Claims An engine coolant temperature controller for an engine, for example, a cold-duty diesel engine, contains a power sensor and a coolant temperature sensor connected through an amplifier to an actuator, such as a mechanism for turning the blades of a cooling fan, in order to increase stability control, the connection of the temperature sensor with the amplifier is made using a proportional link controlled by a power sensor. O A0, S Pd 0.8 FIG. g