US3719175A - Liquid cooling system for exhaust valves of internal combustion engines - Google Patents

Liquid cooling system for exhaust valves of internal combustion engines Download PDF

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Publication number
US3719175A
US3719175A US00170463A US3719175DA US3719175A US 3719175 A US3719175 A US 3719175A US 00170463 A US00170463 A US 00170463A US 3719175D A US3719175D A US 3719175DA US 3719175 A US3719175 A US 3719175A
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United States
Prior art keywords
valve
fluid circuit
cooling fluid
main
pressure
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Expired - Lifetime
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US00170463A
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English (en)
Inventor
K Luther
F Schmid
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MAN AG
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Individual
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Priority claimed from DE19702044316 external-priority patent/DE2044316C/de
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    • 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
    • F01P3/14—Arrangements for cooling other engine or machine parts for cooling intake or exhaust valves
    • 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
    • F01P5/14—Safety means against, or active at, failure of coolant-pumps drives, e.g. shutting engine down; Means for indicating functioning of coolant pumps

Definitions

  • LIQUID COOLING SYSTEM FOR EXHAUST VALVES OF INTERNAL COMBUSTION ENGINES Inventors: Klaus Luther, Augsburg; Franz Schmid, Neusass, both of Germany Mascliineniabrik Augsburg-Numberg AG, Augsburg, Germany Assignee:
  • the cooling liquid supply and removal ducts in the cylinder block include within the fluid circuit a A separate valve shutting off communication of cooling fluid to the exhaust valve unit from the cooling fluid circuit of the engine, so that the exhaust valve seats and units can be replaced without draining cooling fluid from the engine; preferably, the high pressure and low pressure sides of the engine cooling fluid circuits are interconnected by a short circuit or bypass line which has a constriction formed therein, to which a pressure sensor can be connected, giving an alarm if there is pressure build-up, indicative of operation of the cooling fluid circuit with the valve connecting the exhaust valve cooling system of the engine being closed.
  • The'control valve itself is preferably a single unit having separated cones with flow openings therethrough.
  • the present invention relates to internal combustion engines, and more particularly to a liquid cooling system of exhaust valves and exhaust valve seats which can be separately removed or replaced from the cylinder block of the internal combustion engine.
  • the exhaust valves in internal combustion engines are highly thermally loaded. It has therefore been proposed to provide separate liquid cooling for the valve seats, or the surrounding region thereof, which is readily obtained by conducting cooling fluid, such as cooling water from the cooling ducts of the cylinder head, or cover, or from the cylinder block.
  • Replaceable exhaust valve housings can be constructed to be liquid cooled. When such an exhaust valve housing is to be removed, then the cooling fluid must be drained, at least to the extent that the level of the cooling fluid within the engine is lower than the level of the connection to the exhaust valve housing. This is a time consuming procedure, and introduces additional costs since losses in cooling fluid are unavoidable which may become serious if the cooling fluid has expensive additives mixed therein. Additionally, if re-filling of the cooling fluid should be neglected, danger of damage to essential parts of the engine may result due to insufficient cooling capacity in the engine.
  • the cooling fluid circuit is provided in both its pressure as well as on its drain side with shut-off valves interrupting the circuit in the connection to the exhaust valve housings.
  • the shut-off valve for the pressure as well as the drain lines is formed as a single combined switchover valve unit, formed, for example, on a rotatable shaft.
  • the shut-off valve is a rotatable cone simultaneously interrupting pressure and drain lines for any one exhaust valve which is placed in a conical chamber formed with openings, the valve unit itself being a matching, hollow cone having openings formed therein which match the connection lines when in one rotary position, and which shut off from the lines when in another, for example offset rotary position.
  • a single conical element, in which the cone is sub-divided in the middle provides a compact simple and reliable unit.
  • FIG. 1 is a schematic longitudinal cross-sectional view of a shut-ofi valve in an internal combustion engine
  • FIG. 2 is a fragmentary, schematic view illustrating features of another embodiment.
  • the internal combustion engine itself can be of any type and is not shown or illustrated.
  • the inlet of the cooling fluid from the pressure side of the internal combustion engine is formed by a chamber 6; the outlet, that is return flow to the main cooling circuit of the engine is formed by a chamber 7 and outlet stub 13.
  • the shut-off valve itself, essentially, includes a housing 1 (FIG. 1 or 1 (FIG. 2) in which a conical valve element 2 (FIG. 1) or a cylindrical element 2' (FIG. 2) is rotatably placed.
  • a handle 3 is connected to the valve unit, and transfers rotary motion over a shaft 4, 4', respectively.
  • the valve element itself is formed as a hollow cone 2 (FIG. 1) or cylinder 2 (FIG. 2), sub-divided by a cross member 5, 5' into two chambers, one forming chamber 6, 6' for the inlet and the other a chamber 7, 7' for the return or low pressure side.
  • Chambers 6 and 7 (6', 7') are aligned; preferably superposed, if the valve is vertically located.
  • Element 2 is conical; element 2' is cylindrical, fitting into a matching chamber in the housing 1'.
  • cooling fluid After having passed through the cylinder head of the engine, not shown in the drawing, and entirely conven' tional, cooling fluid reaches the entrance chamber 6 of the conical valve element 2 and, when the valve is open, passes through an opening 8 formed in the side wall of the conical valve element 2, to enter an entrance line 9, to be applied to a valve housing, not specifically illustrated and which may be of a conventional type, for example as illustrated in the aforementioned Belgian Patent.
  • a valve housing not specifically illustrated and which may be of a conventional type, for example as illustrated in the aforementioned Belgian Patent.
  • Line 10 leads to an opening 11 in the side wall of valve element 2, then into chamber 7 in valve element 2 from where it can leave through openings 12 formed in the end portion of valve element 2 to be conducted through an outlet stub 13, and returned to the drain line of the main cooling fluid system.
  • valve element 2 If handle 3 is moved, for example over 90 or more, the valve element 2 is rotated such that openings 8 and l 1 formed in the side wall of element 2 no longer match the connection points of lines 9, 10 to the valve housing 1, thus interrupting communication between chambers 6 and line 9, and line 10 and chamber 7 respectively.
  • a further opening formed in the wall of the valve unit 2 matches with a connection to a pressure line 16 formed in the housing 1 of the valve.
  • Pressure line 16 connects to a schematically shown pressure switch 17, of commercial type which, when a certain overpressure is sensed in line 16, closes an electrical contact to provide an electrical alarm signal.
  • the cooling fluid pumps will build up pressure in chamber 6, which is transmitted over opening 15 into pressure line 16, causing pressure switch 17 to respond and indicate an alarm condition. Simultaneously, a small amount of cooling water can be bled from a bleed opening 18 formed in the pressure line 16.
  • the handle 3 of the valve unit is brought to the position shown in the Figure, that is, if the fluid circuit is re-established, then pressure line 16 and with it the pressure switch 17 is slowly relieved of pressure through the bleed opening 18, thus re-setting the pressure switch, and removing the alarm signal.
  • the alarm in pressure switch 17 is caused by build-up of static pressure in the duct 16, closing an electrical circuit which indicates by a lamp 23 that an alarm condition exists.
  • lamp 23 any other alarm system, such as an acoustic signal may be used.
  • a short circuit or bypass line 19 is provided, interconnecting the inlet chamber 6 with the outlet chamber 7.
  • line 19 is shown in chain-dotted form.
  • Line 19 is connectable between chambers 6 and 7 by connecting with matching openings 20, 21, formed in the walls of the valve unit 2.
  • openings 20, 21, line 19 can be connected to be in fluid communication with chambers 6 and 7 when the valve element 2 is in the opened, as well as in the closed position; alternatively, and if an exactly defined shut-off position of valve unit 2 is possible, interconnection can be arranged to occur only when the valve unit 2 is in closed, that is, shut-off condition.
  • bypass or shunt line 19 can be constructed to have a comparatively low fluid resistance, since loss of cooling fluid for cooling of the exhaust valves, when the valve 2 is in open condition, is not a serious matter if the line l9is comparatively small with respect to the ducts 9, 10.
  • the bypass line does, however, provide for intercommunication and complete closing of the main fluid circuit so that, if the valve element 2 should accidentally be closed while the machine is being started, at least some cooling fluid can circulate in the main cooling fluid circuit, that is, between chambers 6 and 7.
  • a pressure sensitive switch can likewise be provided, responding to a build-up of pressure, for example adjacent a constriction formed in line 19.
  • the switch in line 19 may be similar to switch 17, reacting to an increase in static pressure in a stub line, branches off line 19.
  • Some engines can be damaged even if they are operated only for a very brief period of time without an open cooling fluid circuit. Thus, it is desirable that possible damage to such engines should be avoided if the valve unit 2 is in closed condition, and to immediately give an alarm when an attempt is made to operate the engine without effective cooling.
  • Any electrical control circuit can be connected to the switches 17, or 22, respectively, to interrupt or govern the engine so that it cannot come up to speed.
  • Such automatic control systems are known and are not described in detail.
  • Such a control system may, for example, be effective to act directly on a controller for fuel pumps, to reduce the fuel supply to zero, thus stopping the engine.
  • a time circuit can be included in the fuel pump control which delays action of the alarm control circuit on the fuel pump for a certain period of time, for example sufficient to enable operating personnel to open the valve 2 by manipulating lever 3. This avoids unnecessary start-stop operations.
  • the illustrative example shows interconnection of the control valve to a single exhaust valve of an engine.
  • a number of similar ducts 9, 10 can be connected circumferentially around the valve element 2 within the housing 1, thus enabling control by a single valve of a number of fluid circuits for a number of exhaust valves.
  • the shunt line 19 can be arranged to have a flow resistance in accordance with various design requirements. If the flow resistance is high, the normal operation of the engine ensures adequate supply of cooling fluid to ducts 9, 10, and thus to the exhaust valves; yet, some interconnection and some fluid flow is maintained even if the valve should accidentally have been left closed, thus substantially reducing the danger to starting of the engine after inadvertent failure to reopen the valve. Under such operating conditions,-the flow resistance is high, the normal operation of the engine ensures adequate supply of cooling fluid to ducts 9, 10, and thus to the exhaust valves; yet, some interconnection and some fluid flow is maintained even if the valve should accidentally have been left closed, thus substantially reducing the danger to starting of the engine after inadvertent failure to reopen the valve. Under such operating conditions,-the
  • pressure built up in line 19 can readily be indicated by a pressure switch, for example similar to switch 17.
  • a pressure switch for example similar to switch 17.
  • I A warning and alarm arrangement, and particularly one in which the engine itself is stopped is known, for example as described in German Pat. No. 742,697, to which reference is made.
  • Liquid cooling system adapted for fluid connection to removable exhaust valves of liquid cooled internal combustion engines having a main cooling fluid circuit in which cooling fluid circulates when the engine is operating, said system comprising a valve cooling fluid circuit (9, 10)., connectable to cool the valves;
  • shut-off element 1(1, 2; 6, 7) interconnecting the main cooling fluid circuit and the valve cooling fluid circuit to permit selective isolation of the valve cooling fluid circuit and removal of the exhaust valve without interference with the main fluid circuit.
  • a single movable valve element is interposed in the pressure lines of the main fluid circuit and the valve fluid circuit for at least one exhaust valve, and the drain lines of the main fluid circuit and the valve fluid circuit for at least one exhaust valve, and operable to simultaneously interrupt communication between the main fluid circuit and the valve fluid circuit and thus isolate the valve fluid circuit.
  • shut-off element comprises a common housing (1) having a chamber of circular cross-section formed therein, a pressure inlet formed at one end of the chamber and a drain outlet formed at the other end of the chamber;
  • valve element (2) of circular cross section located in said chamber, said valve element (2) being hollow and having separating means (5) located intermediate its length to separate the valve element into two portions;
  • valve element is cylindrical
  • valve element is conical.
  • said system further comprises a shunt line (19) interconnecting said main pressure and main drain lines.
  • sensing element comprises a fluid condition sensing element (17, 22) responsive to cooling fluid pressure, or flow, arising upon starting of the internal combustion engine.
  • sensing element is a pressure switch, hydraulically connected to the pressure line adjacent the shut-off element and responsive to a predetermined pressure build-up;
  • System according to claim 10 including a bleed nozzle g 18) in said hydraulic connection.
  • lIlClLldlllg a fluid condition sensing element (17, 22) responsive to fluid pressure or flow and hydraulically connected to the shunt line.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Safety Valves (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
US00170463A 1970-09-08 1971-08-10 Liquid cooling system for exhaust valves of internal combustion engines Expired - Lifetime US3719175A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE19702044316 DE2044316C (de) 1970-09-08 Anordnung zur Flüssigkeitskühlung von Auslaßventilen einer Brennkraftma schine

Publications (1)

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US3719175A true US3719175A (en) 1973-03-06

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US00170463A Expired - Lifetime US3719175A (en) 1970-09-08 1971-08-10 Liquid cooling system for exhaust valves of internal combustion engines

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Country Link
US (1) US3719175A (en:Method)
BE (1) BE772037A (en:Method)
CH (1) CH533233A (en:Method)
DK (1) DK130803B (en:Method)
FR (1) FR2107347A5 (en:Method)
GB (1) GB1360675A (en:Method)
NL (1) NL7112282A (en:Method)
NO (1) NO133560C (en:Method)
SE (1) SE372594B (en:Method)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2558775A1 (de) * 1975-12-24 1977-07-07 Maschf Augsburg Nuernberg Ag Fluessigkeitsgekuehlte brennkraftmaschine
GB2267734A (en) * 1992-06-03 1993-12-15 Ian Burton Stopping engines.
RU2118801C1 (ru) * 1997-05-13 1998-09-10 Акционерное общество "ОРЛЭКС" Клапан устройства измерения и регулирования температуры окружающей среды

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1774928A (en) * 1929-09-12 1930-09-02 Land Millard Valve cage
US1893209A (en) * 1932-05-11 1933-01-03 Ingersoll Rand Co Valve cage
US2282867A (en) * 1941-10-07 1942-05-12 Byford C Hale Valve mechanism
US3523644A (en) * 1968-07-09 1970-08-11 Chrysler Corp Rapid heat apparatus

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1774928A (en) * 1929-09-12 1930-09-02 Land Millard Valve cage
US1893209A (en) * 1932-05-11 1933-01-03 Ingersoll Rand Co Valve cage
US2282867A (en) * 1941-10-07 1942-05-12 Byford C Hale Valve mechanism
US3523644A (en) * 1968-07-09 1970-08-11 Chrysler Corp Rapid heat apparatus

Also Published As

Publication number Publication date
SE372594B (en:Method) 1974-12-23
DE2044316A1 (en:Method) 1972-05-04
DK130803C (en:Method) 1975-09-08
CH533233A (de) 1973-01-31
GB1360675A (en) 1974-07-17
NO133560C (en:Method) 1976-05-19
FR2107347A5 (en:Method) 1972-05-05
DK130803B (da) 1975-04-14
NO133560B (en:Method) 1976-02-09
BE772037A (fr) 1971-12-31
NL7112282A (en:Method) 1972-03-10

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