NO153743B - FRESH WATER COOLING SYSTEM FOR COMPRESSORATED COMBUSTION ENGINES WITH AIR INTERMEDIATE COOLING. - Google Patents
FRESH WATER COOLING SYSTEM FOR COMPRESSORATED COMBUSTION ENGINES WITH AIR INTERMEDIATE COOLING. Download PDFInfo
- Publication number
- NO153743B NO153743B NO793389A NO793389A NO153743B NO 153743 B NO153743 B NO 153743B NO 793389 A NO793389 A NO 793389A NO 793389 A NO793389 A NO 793389A NO 153743 B NO153743 B NO 153743B
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- Prior art keywords
- cooling
- engine
- chamber
- temperature
- fresh water
- Prior art date
Links
- 238000001816 cooling Methods 0.000 title claims description 42
- 239000013505 freshwater Substances 0.000 title claims description 28
- 238000002485 combustion reaction Methods 0.000 title claims description 5
- 239000000498 cooling water Substances 0.000 claims description 37
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 28
- 238000013022 venting Methods 0.000 claims description 8
- 239000007788 liquid Substances 0.000 claims description 6
- 238000011049 filling Methods 0.000 claims description 3
- 238000002156 mixing Methods 0.000 claims description 3
- 239000002826 coolant Substances 0.000 claims 1
- 230000006870 function Effects 0.000 description 5
- 230000000694 effects Effects 0.000 description 3
- 238000009434 installation Methods 0.000 description 3
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 2
- 230000015572 biosynthetic process Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000012423 maintenance Methods 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 239000001301 oxygen Substances 0.000 description 2
- 229910052760 oxygen Inorganic materials 0.000 description 2
- 238000005192 partition Methods 0.000 description 2
- 238000009423 ventilation Methods 0.000 description 2
- 238000009825 accumulation Methods 0.000 description 1
- 238000004140 cleaning Methods 0.000 description 1
- 238000009833 condensation Methods 0.000 description 1
- 230000005494 condensation Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 238000007872 degassing Methods 0.000 description 1
- 238000011010 flushing procedure Methods 0.000 description 1
- 239000007789 gas Substances 0.000 description 1
- 230000008571 general function Effects 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
- 230000003137 locomotive effect Effects 0.000 description 1
- 239000010687 lubricating oil Substances 0.000 description 1
- 150000003839 salts Chemical class 0.000 description 1
- 239000007858 starting material Substances 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
- 238000005496 tempering Methods 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
Classifications
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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
- 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
- F01P11/028—Deaeration 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
- 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
- F01P11/029—Expansion reservoirs
-
- 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
- F01P7/00—Controlling of coolant flow
- F01P7/14—Controlling of coolant flow the coolant being liquid
- F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
- F01P7/165—Controlling of coolant flow the coolant being liquid by thermostatic control characterised by systems with two or more loops
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/04—Cooling of air intake supply
- F02B29/0406—Layout of the intake air cooling or coolant circuit
- F02B29/0437—Liquid cooled heat exchangers
- F02B29/0443—Layout of the coolant or refrigerant circuit
-
- 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
- F01P2050/00—Applications
- F01P2050/02—Marine engines
- F01P2050/06—Marine engines using liquid-to-liquid heat exchangers
-
- 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
- F01P2060/00—Cooling circuits using auxiliaries
- F01P2060/02—Intercooler
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Supercharger (AREA)
- Compressor (AREA)
- Separation By Low-Temperature Treatments (AREA)
Description
Væskekjølte dieselmotorer kjøles som regel med fersk-vann som i en lukket krets sirkuleres gjennom de. omkring motorens sylindre anordnede kjølemantler, og varmeveksles deretter i en utenfor motoren anordnet råvanns- eller luftgjennomstrømmet fersk-vannskjøler. Liquid-cooled diesel engines are usually cooled with fresh water that is circulated through them in a closed circuit. cooling jackets arranged around the engine's cylinders, and heat is then exchanged in a raw water or air-flow fresh water cooler arranged outside the engine.
Ved visse større kompressormatede motorer vil det foruten kjøling av selve motoren også være behov for mellomkjøling av forbrenningsluften før denne drives inn i sylindrene. Vanligvis pleier kjølesystemet ved slike såkalte luftmellomkjølte motorer å omfatte en konvensjonell ferskvanns-kjølekrets for mantel-kjølingen og en spesiell råvanns (saltvanns-) krets for luftmellom-kjølingen. Et slikt system må imidlertid for å fylle alle funksjoner inneholde mange og plasskrevende komponenter som er plasert utenfor motoren, noe som vanskeliggjør og fordyrer installasjon og håndtering. Spesielle og dyre materialer og komponenter kreves også i råvannskretsen. In the case of certain larger compressor-fed engines, in addition to cooling the engine itself, there will also be a need for intermediate cooling of the combustion air before it is driven into the cylinders. Usually, the cooling system of such so-called air-cooled engines usually comprises a conventional fresh water cooling circuit for the jacket cooling and a special raw water (salt water) circuit for the air-intercooling. However, in order to fulfill all functions, such a system must contain many and space-consuming components that are placed outside the engine, which makes installation and handling difficult and expensive. Special and expensive materials and components are also required in the raw water circuit.
Helt ferskvannskjølte systemer for såvel mantelkjøling Completely fresh water-cooled systems for both jacket cooling
av motoren som mellomkjøling av forbrenningsluften finnes allerede i bruk for f.eks. diesellokomotiver og enkelte marinmotorer og stasjonære motorer, men såvidt man vet ingen utførelse i likhet med det nedenfor beskrevne system. of the engine as intercooling of the combustion air is already in use for e.g. diesel locomotives and some marine engines and stationary engines, but as far as is known no implementation similar to the system described below.
Fordelene ved det foreliggende kjølesystem torde først The advantages of the present cooling system appear first
og fremst være dets enkle oppbygning som omfatter få og robuste komponenter, samt dets store fleksibilitet når det gjelder temperaturreguleringen i systemet innenfor hele motorens effekt- and above all its simple structure, which includes few and robust components, as well as its great flexibility when it comes to temperature regulation in the system within the entire engine's power-
og turtallsområde og under forskjellige ytre forhold. and rpm range and under different external conditions.
Den kombinerte avluftnings-, ekspansjons- og trykkholdetank som inngår i systemet,frembyr videre en elegant løsning på samtidlige av disse funksjoner i en eneste robust enhet som ved fabrikken kan monteres direkte på motoren, og som ved at ekspansjonsrommet er anbragt under avluftningskammeret ikke øker motorens byggehøyde, idet den monteres med innløpet fra motoren i strømningsmessig mest fordelaktig høyde. The combined deaeration, expansion and pressure holding tank that is part of the system also offers an elegant solution for contemporary of these functions in a single robust unit that can be mounted directly on the engine at the factory, and which, because the expansion space is placed under the deaeration chamber, does not increase the engine's construction height, as it is mounted with the inlet from the engine at the most advantageous height in terms of flow.
Ferskvanns-kjølesystemet ifølge oppfinnelsen er definert i patentkravene og vil i det følgende bli beskrevet nærmere under henvisning til tegningene, hvor fig. 1 viser et forenklet skjema over kjølevanns-systemet, fig. 2 viser et gjennomskåret sideriss The fresh water cooling system according to the invention is defined in the patent claims and will be described in more detail below with reference to the drawings, where fig. 1 shows a simplified diagram of the cooling water system, fig. 2 shows a sectional side view
av den kombinerte avluftnings-, ekspansjons- og trykkholderank, of the combined deaeration, expansion and pressure holding column,
og fig. 3 viser hele systemets karakteristikk, målt ved en spesiell motor. and fig. 3 shows the entire system's characteristics, measured by a special motor.
På fig. 1 markerer en dobbelt stiplet linje de deler som det er hensiktsmessig å montere direkte på, eller som inngår i selve motoren. Disse leveres altså hensiktsmessig som en enhet fra fabrikken. Fra kjølemantelen 1 med dennes,i det foreliggende tilfelle viste fire kjølestrømmer/følger kjølevannet en hovedstrøm 2 til den kombinerte avluf tnings-, .ekspansjons- og trykkholdetanks 3 øvre avluftningskammer 4. Under dette kammer, dg adskilt fra dette ved hjelp av en skillevegg 5, ligger tankens ekspansjons- og trykkholdekammer 6. Den mer detaljerte utformning av tanken vil bli beskrevet nærmere i forbindelse med fig. 2. Etter avluftningen i kammeret-3, forlater kjølevannet denne i form av en hovedstrøm som passerer en strømnings-reguleringsventil 8. Ved et etter strømnings-reguleringsventilen 8 anordnet In fig. 1, a double dashed line marks the parts which it is appropriate to mount directly on, or which are included in the engine itself. These are therefore appropriately delivered as a unit from the factory. From the cooling jacket 1 with its, in the present case, four cooling streams/following the cooling water showed a main flow 2 to the combined deaeration, expansion and pressure holding tank 3 upper deaeration chamber 4. Below this chamber, dg separated from it by means of a partition wall 5 , the tank's expansion and pressure holding chamber 6 is located. The more detailed design of the tank will be described in more detail in connection with fig. 2. After venting in the chamber-3, the cooling water leaves this in the form of a main flow that passes a flow control valve 8. In a case arranged after the flow control valve 8
første forgreningspunkt 9 og et i strømningsretningen noe lengre frem anordnet annet forgreningspunkt 10 deles kjølevannstrømmen opp i tre delstrømmer, hvorav den første 11 via en første temperaturregulator T- tilføres en som luftmellomkjøler fungerende varme-veksler 12. I temperaturregulatoren T. blandes kjølevannstrømmen 11 med kjølevannstrøm 13, som kommer direkte fra den fortrinnsvis utenfor motoren anordnede ferskvannskjøler 21. Denne siste kjøle-vannstrøm utgjør den ene av de to ved det annet forgreningspunkt 10 avgrenede kjølevannstrømmer, som altså nå tilbakeføres etter first branching point 9 and a second branching point 10 arranged somewhat further forward in the direction of flow, the cooling water flow is divided into three sub-flows, of which the first 11 via a first temperature regulator T- is supplied to a heat exchanger 12 functioning as an air intercooler. In the temperature regulator T., the cooling water flow 11 is mixed with the cooling water flow 13, which comes directly from the fresh water cooler 21, which is preferably arranged outside the engine. This last cooling water flow constitutes one of the two cooling water flows branched off at the second branching point 10, which is therefore now returned after
passering gjennom ferskvannskjøleren 21. Tempteraturregulatoren T- er innrettet til stadig å tilføre luftmellomkjøleren 12 en kjølevannstrøm 14 med-konstant temperatur. Temperaturregulatoren bestemmer altså bare blandingsforholdet mellom de to kjølevann-strømmer 11 og 13. Ved en umiddelbart etter luftmellomkjøleren 12 anordnet annen temperaturregulator føres kjølevannstrømmen fra luftmellomkjøleren sammen med den annen kjølevannstrøm 15 av de to ved forgreningspunktet 10 adskilte delstrømmer. Kombinert gir disse passage through the fresh water cooler 21. The temperature regulator T- is arranged to constantly supply the air intercooler 12 with a cooling water flow 14 with a constant temperature. The temperature regulator therefore only determines the mixing ratio between the two cooling water flows 11 and 13. In the case of another temperature regulator arranged immediately after the air intercooler 12, the cooling water flow from the air intercooler is fed together with the other cooling water flow 15 of the two partial flows separated at the branching point 10. Combined, these give
to delstrømmer 14 og 15 påny en hovedstrøm 16 med samme strømning som den hovedstrøm 2 som kommer fra motorens kjølemantler. Også temperaturregulatoren T2 er innrettet til å styre blandingsforholdet mellom de forskjellig tempererte delstrømmer 14 og 15. Motorens kjølemantel 1 vil altså stadig kunne tilføres kjølevann med konstant temperatur. På sin vei til motorens kjølemantel passerer kjølevannstrømmen 16 kjølevannspumpen 17. Det er denne pumpe som sammen med den tidligere nevnte strømnings-regulerings-ventil 8 bestemmer den totale kjølevannstrømning gjennom systemet. Av den ovenfor forklarte oppbygning fremgår det at enhver endring av kjølevanntemperaturen på et sted i systemet medfører en endring av de forskjellige delstrømmers 11, 13 og 15 proporsjonale størrelse, hvilket medfører at temperaturen av strømmene 14 og 16 holdes konstant. two partial streams 14 and 15 again a main stream 16 with the same flow as the main stream 2 which comes from the engine's cooling jackets. The temperature regulator T2 is also designed to control the mixing ratio between the differently tempered partial streams 14 and 15. The engine's cooling jacket 1 will therefore be able to constantly be supplied with cooling water at a constant temperature. On its way to the engine's cooling jacket, the cooling water flow 16 passes the cooling water pump 17. It is this pump which together with the previously mentioned flow control valve 8 determines the total cooling water flow through the system. From the structure explained above, it appears that any change in the cooling water temperature at a location in the system results in a change in the proportional size of the various partial flows 11, 13 and 15, which means that the temperature of the flows 14 and 16 is kept constant.
Dette innebærer at en på det nærmeste konstant luft-temperatur på den luft som er drevet inn i motoren fås avhengig av passende valgt pumpekarakteristikk, kombinasjon og valg av termostatventilenes reguleringsområde samt valg av kjøleareal og K-verdi-karakteristikk for luftmellomkjøleren (se karakteristikk på fig. 3). This means that an almost constant air temperature of the air that has been driven into the engine is obtained depending on the suitably selected pump characteristic, combination and choice of the thermostat valve's regulation range as well as the choice of cooling area and K-value characteristic for the air intercooler (see characteristic in fig .3).
På fig. 1 er videre vist en trykkholdeforbindelse 18 og to avluftningsforbindelser 19, resp. 20 for luftmellomkjøleren 12 og ferskvannskjøleren 21. Råvannsledningen til ferskvanns-kjøleren 21 er betegnet med 22. I råvannkretsen inngår selvsagt såvel sirkulasjonspumpe som egnede komponenter for styring av råvannstrømmen, men disse er ikke vist på tegningen da denne først og fremst har til oppgave å illustrere ferskvanns-kjøle-systemet. På samme måte er smøreoljekjølere og diverse sikkerhets-og kontrollsystemer, som vanligvis inngår i en motorinstallasjon av denne type^utelukket for oversiktens skyld. In fig. 1 also shows a pressure holding connection 18 and two venting connections 19, resp. 20 for the air intercooler 12 and the fresh water cooler 21. The raw water line to the fresh water cooler 21 is denoted by 22. The raw water circuit naturally includes a circulation pump as well as suitable components for controlling the raw water flow, but these are not shown in the drawing as this primarily has the task of illustrating the fresh water cooling system. In the same way, lubricating oil coolers and various safety and control systems, which are usually included in an engine installation of this type, are excluded for the sake of overview.
På figuren er midlertid antydet en i en egen sirkulasjons-krets 23 med separat kjølevannspumpe 24 innkoblet kjølevannfor-varmer 25. In the figure, a cooling water pre-heater 25 is temporarily indicated in a separate circulation circuit 23 with a separate cooling water pump 24.
Denne, krets benyttes under vedlikeholdelse av varme f.eks. en kort tid før oppstarting av motoren under ekstremt kolde forhold. This circuit is used during maintenance of heat, e.g. a short time before starting the engine in extremely cold conditions.
Den på fig. 2 viste kombinerte avluftnings-, ekspansjons-og trykkholdetank 3 består som tidligere nevnt av et øvre avluftningskammer 4 og et nedre ekspansjons- og trykkholdekammer 6, adskilt ved en skillevegg 5. Kammeret 6 er tilgjengelig utenfra The one in fig. The combined deaeration, expansion and pressure holding tank 3 shown in 2 consists, as previously mentioned, of an upper deaeration chamber 4 and a lower expansion and pressure holding chamber 6, separated by a partition wall 5. The chamber 6 is accessible from the outside
via et ovenpå tanken anbragt, trykktett, men med en trykkregulator forsynt lokk 26 som er anbragt over et stigerør 27 som fører gjennom det øvre kammer 4 til det nedre. Den normale væskeflate via a lid 26 placed on top of the tank, pressure-tight, but equipped with a pressure regulator, which is placed over a riser 27 that leads through the upper chamber 4 to the lower one. The normal liquid surface
i det nedre kammer er antydet på figuren. Det øvre avluftningskammer er, som det fremgår av figuren, normalt helt fylt med kjølevann. in the lower chamber is indicated in the figure. As can be seen from the figure, the upper deaeration chamber is normally completely filled with cooling water.
Det øvre kammer 4 har et innløp 28 og et utløp 29. Innløpet og utløpet munner ut i forskjellige deler av kammeret The upper chamber 4 has an inlet 28 and an outlet 29. The inlet and outlet open into different parts of the chamber
og mellom disse er det anordnet en styreplate 30 som strekker seg på tvers av kammeret. and between these a guide plate 30 is arranged which extends across the chamber.
Kjølevannet tvinges derved til å følge den vei som er antydet på figuren med en stiplet pillinje. Ved at vannstrømmens impuls reduseres av den retningsforandring som styreplaten The cooling water is thereby forced to follow the path indicated in the figure with a dashed arrow line. In that the impulse of the water flow is reduced by the change in direction of the guide plate
medfører og forandringen til større tverrsnittsareal i tanken, also entails the change to a larger cross-sectional area in the tank,
skjer det en overgang til laminær strømning, hvorved det oppnås en effektiv civluftning av k jølevannstrømmen. there is a transition to laminar flow, whereby an effective ventilation of the cooling water flow is achieved.
Utskilt luft samler seg i kammerets øvre parti og har Secreted air collects in the upper part of the chamber and has
ved hjelp av en rørledning 31 en passasje til tankens nedre kammer. Rørledningen 31 har en åpning 32 i kammerets 4 øvre parti og en åpning 33 under væskeflaten i kammeret 6. På figuren er også by means of a pipeline 31 a passage to the lower chamber of the tank. The pipeline 31 has an opening 32 in the upper part of the chamber 4 and an opening 33 below the liquid surface in the chamber 6. The figure also shows
vist en renseplugg 34. I innløpet 28 er det anordnet et avluftnings-hull 35 for å forhindre en luftansamling i rørbendet under oppfylling av systemet. I tankens nedre kammer 6, hvis gassdel (luft) altså komprimeres og opptar utvidelsen når vannet i systemet varmes opp, munner trykkholdeledningen 18 samt avluftningsledningene 19, resp. 20 fra luftmellomkjøleren 12, resp. ferskvannskjøleren 21 ut (se fig. 1). a cleaning plug 34 is shown. In the inlet 28, a venting hole 35 is arranged to prevent an accumulation of air in the pipe joint during filling of the system. In the tank's lower chamber 6, whose gas part (air) is thus compressed and takes up the expansion when the water in the system is heated, the pressure holding line 18 as well as the venting lines 19, resp. 20 from the air intercooler 12, resp. fresh water cooler 21 out (see fig. 1).
I de sikkerhetssystemer som ikke er nærmere vist på In the security systems that are not shown in more detail
fig. 1 skal væskeflaten i ekspansjons- og trykkholdekammeret 6 holdes innenfor begrensede variasjoner. I tanken kan det derfor innkobles en pumpestarter 36 ved lavt nivå, for tilførsel av ytterligere kjølevann til systemet fra en konvensjonell drenerings-tank (ikke vist) samt en pumpestopper 37 ved normalt nivå og sluttelig en alarm 38 for ekstremt lavt nivå. fig. 1, the liquid surface in the expansion and pressure holding chamber 6 must be kept within limited variations. In the tank, a pump starter 36 can therefore be connected at low level, for the supply of additional cooling water to the system from a conventional drainage tank (not shown) as well as a pump stop 37 at normal level and finally an alarm 38 for extremely low level.
På fig. 2 er vist en nivåskala 39 ved siden av tanken 3. Denne nivåskala motsvarer et nivåavlastningsrør anordnet på In fig. 2 shows a level scale 39 next to the tank 3. This level scale corresponds to a level relief tube arranged on
<tan>kens 3 ytterside og forbundet med ekspansjons- og trykkholde- <tank>'s 3 outer side and connected to the expansion and pressure holding
kammeret. Avluftningskammeret 4 er videre forsynt med en luftutløpsventil 40. Nivåskalaen 39 har tre markeringer: "lav", "høy" og "fyll.". Ved normal drift skal kammerets 6 nivå ligge innenfor det normale driftsområde mellom markeringene for høyt, resp. lavt vannivå. Nivåmarkeringen "fyll." benyttes ved oppfylling av et tomt system hvor også luftutløpsventilen 40 skal være åpen. Når kjølevann er fylt til dette nivå og ventilen 40 er stengt og systemet startes, fordeles vannet i systemet slik at det øvre kammer 4 utfylles og det dannes et luftfylt ekspansjonsrom i det nedre kammer 6. the chamber. The deaeration chamber 4 is also provided with an air outlet valve 40. The level scale 39 has three markings: "low", "high" and "full.". During normal operation, the chamber's 6 level must lie within the normal operating range between the markings for high, resp. low water level. The level mark "fill." is used when filling an empty system where the air outlet valve 40 must also be open. When cooling water is filled to this level and the valve 40 is closed and the system is started, the water is distributed in the system so that the upper chamber 4 is filled and an air-filled expansion space is formed in the lower chamber 6.
Med hensyn til den generelle funksjon av ferskvanns-kjølesystemet ifølge oppfinnelsen skal det forøvrig bemerkes at vannpumpens 17 kapasitet innstilles ved hjelp av strømnings-justeringsanordningen 8, slik at det oppnås en ønsket temperaturøkning over motoren ved full effekt. Derved økes også trykknivået i mantelkjølingen slik at temperaturgrensen for dampdannelse økes, hvorved en slik dampdannelse kan unngås på motorens sterkt varmeavgivende flater. Strømnings-justerings-anordningen 8 kan bestå av en låsbar strupeventil eller en fast strupeplate. With regard to the general function of the fresh water cooling system according to the invention, it should also be noted that the capacity of the water pump 17 is set by means of the flow adjustment device 8, so that a desired temperature increase over the engine is achieved at full power. Thereby, the pressure level in the jacket cooling is also increased so that the temperature limit for steam formation is increased, whereby such steam formation can be avoided on the engine's strongly heat-dissipating surfaces. The flow adjustment device 8 can consist of a lockable throttle valve or a fixed throttle plate.
Temperaturregulatoren T^ blander vann med høy temperatur med koldt vann fra ferskvannskjøleren til konstant innløps-temperatur for luftmellomkjøleren. The temperature controller T^ mixes high temperature water with cold water from the fresh water cooler to a constant inlet temperature for the air intercooler.
Temperaturregulatoren T2 blander vann med høy og lav temperatur til konstant innløpstemperatur i høytemperaturkretsen (mantelkjølingen). The temperature regulator T2 mixes high and low temperature water to a constant inlet temperature in the high temperature circuit (mantle cooling).
Når motorens startes t styrer temperaturregulatoren. 1^ i en kort tid vannsirkulasjonen bare gjennom høytemperaturkretsen inntil driftstemperatur er oppnådd. When the engine is started t controls the temperature regulator. 1^ for a short time the water circulation only through the high temperature circuit until operating temperature is reached.
En viss forvarmningseffekt oppnås imidlertid i luft-mellomkjøleren, dels ved hjelp av et lite forbindelseshull i temperaturregulatorenes element, og dels ved hjelp av luftmellom-kjølerens avluftningsledning. Så snart motoren har nådd normal arbeidstemperatur,styrer temperaturregulatorene og T^ også vann gjennom lavtemperaturkretsen (luftmellomkjøleren), hvorved innsugningsluften tempereres, dvs. kjøles ned hvis belastningen krever det, eller forvarmes hvis det er nødvendig. However, a certain pre-heating effect is achieved in the air intercooler, partly by means of a small connecting hole in the element of the temperature regulators, and partly by means of the air intercooler's vent line. As soon as the engine has reached normal operating temperature, the temperature controllers and T^ also direct water through the low temperature circuit (air intercooler), whereby the intake air is tempered, i.e. cooled if the load requires it, or preheated if necessary.
Når driftstemperatur også er oppnådd i lavtemperaturkretsen begynner temperaturregulatoren T. „„j rfi,„4. v, -1 . ■ 1 ^ ^ y 1 ved øket belastnxng a blande inn vann fra ferskvannskjøleren i lavtemperaturkretsen og yte øket kjøle-effekt til luftmellomkjøleren. Som det frem-gårer arrangementet slik at det oppnås øket kjøle-effekt i luft-mellomkjøleren for økende belastning i motoren, noe som fører til at motorens termiske belastning holdes nede. When operating temperature is also reached in the low-temperature circuit, the temperature regulator starts T. „„j rfi,„4. v, -1 . ■ 1 ^ ^ y 1 at increased loadnxng a mix in water from the fresh water cooler in the low temperature circuit and provide increased cooling effect to the air intercooler. As it appears, the arrangement is such that an increased cooling effect is achieved in the air intercooler for increasing load in the engine, which leads to the engine's thermal load being kept down.
Trykkholdelse i systemet utgjøres av vannets statiske nivå i det nedre kammer sammen med trykkøkningen ved vannets ekspansjon, og virker via trykkholdeledningen 18 som forbinder det nedre kammer 6 med pumpens 17 sugeside, noe som sikrer at forstyrrelser (kavitasjon) ikke oppstår i pumpen. Alternativt kan det tilkobles et ytre trykk til stigerøret 27. Dette stige-rør, som går ut fra det nedre kammer 6, er videre forsynt med et trykktett lokk 26 med trykkregulator, som dels åpner ved et bestemt overtrykk (sikkerhetsfunksjon), og dels åpner like under atmosfærelinjen (vakuum-funksjon). Pressure maintenance in the system is made up of the static level of the water in the lower chamber together with the increase in pressure due to the water's expansion, and works via the pressure holding line 18 which connects the lower chamber 6 to the suction side of the pump 17, which ensures that disturbances (cavitation) do not occur in the pump. Alternatively, an external pressure can be connected to the riser 27. This riser, which exits from the lower chamber 6, is also provided with a pressure-tight lid 26 with a pressure regulator, which partly opens at a certain overpressure (safety function), and partly opens just below the atmosphere line (vacuum function).
Forøvrig kan det påpekes at gjennomspylingen i avluf tningsrøret 31 fra det øvre kammer til det nedre (ekspansjonsdelen) munner ut under vannivået, slik at det ikke skjer noen gjennomdusjing av ekspansjonsdelen og dermed minimal oxygenmetning av systemvannet. Avluftningsrørets 31 lufting innebærer dessuten at ingen luftlomme trekkes opp til det øvre kammer når motoren er stanset, hvorved også bedømmelsen av væskenivået blir enklere. Furthermore, it can be pointed out that the flushing in the deaeration pipe 31 from the upper chamber to the lower (expansion part) opens out below the water level, so that there is no showering of the expansion part and thus minimal oxygen saturation of the system water. The ventilation of the vent pipe 31 also means that no air pocket is drawn up to the upper chamber when the engine is stopped, whereby the assessment of the liquid level is also made easier.
Fordelene ved systemet ifølge oppfinnelsen skal sammen-fattes : Ett eneste kjølesystem for både mantel- og luftmellom-kjøling, hvor samtlige funksjoner er innebygget på motoren utenom ferskvannskjøleren. The advantages of the system according to the invention can be summarized as follows: A single cooling system for both jacket and inter-air cooling, where all functions are built into the engine except for the fresh water cooler.
Luftmellomkjø!ingens effektivitet øker med økende motorbelastning, hvilket holder motorens termiske belastning nede. The efficiency of air intercooling increases with increasing engine load, which keeps the engine's thermal load down.
Forvarmning (temperering) av innsugningsluften skjer ved oppstartning og ved drift under arktiske forhold (kondensdannelse unngås). Preheating (tempering) of the intake air takes place at start-up and during operation under arctic conditions (condensation is avoided).
Kontinuerlig avluftning (avgassing) er sikret. Continuous venting (degassing) is ensured.
Korrosjonssikkert system da det ikke skjer noen oxygenmetning av vannet. Corrosion-proof system as there is no oxygen saturation of the water.
Mer enhetlige og billigere materialer i rør, armaturer og luftmellomkjøler kan anvendes (sammenlignet med råvannskjøling). More uniform and cheaper materials in pipes, fittings and air intercooler can be used (compared to raw water cooling).
Forenklet håndtering. Simplified handling.
Vesentlig forenklet motorinstallasjon. Significantly simplified engine installation.
Ferskvanns-kjølesystemet ifølge oppfinnelsen er på The fresh water cooling system according to the invention is on
fig. 3 eksemplifisert med relevante data for et slikt kjøle-system ved en kompressormatet, luftmellomkjølt "middels hur-tig" dieselmotor med utviklet effekt og turtall i henhold til propellerloven. Den aktuelle motor var, som det fremgår av diagrammet, forsynt med en direkte drevet vannpumpe. Motorens turtall er avmerket på X-aksen, og forøvrig torde de forskjellige kurver tale for seg selv. fig. 3 exemplified with relevant data for such a cooling system for a compressor-fed, air-intercooled "medium-speed" diesel engine with developed power and speed in accordance with the Propeller Act. The engine in question was, as can be seen from the diagram, equipped with a directly driven water pump. The engine speed is marked on the X-axis, and otherwise the various curves speak for themselves.
Claims (8)
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
SE7810997A SE413427B (en) | 1978-10-23 | 1978-10-23 | FRESHWATER COOLING SYSTEM FOR COMPRESSOR-EASY INTERMEDIATE COMBUSTION ENGINES |
Publications (3)
Publication Number | Publication Date |
---|---|
NO793389L NO793389L (en) | 1980-04-24 |
NO153743B true NO153743B (en) | 1986-02-03 |
NO153743C NO153743C (en) | 1986-05-21 |
Family
ID=20336162
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
NO793389A NO153743C (en) | 1978-10-23 | 1979-10-22 | FRESH WATER COOLING SYSTEM FOR COMPRESSORATED COMBUSTION ENGINES WITH AIR INTERMEDIATE COOLING. |
Country Status (5)
Country | Link |
---|---|
DE (1) | DE2953216A1 (en) |
DK (1) | DK148544C (en) |
NO (1) | NO153743C (en) |
SE (1) | SE413427B (en) |
WO (1) | WO1980000863A1 (en) |
Families Citing this family (17)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
SE425514B (en) * | 1981-05-08 | 1982-10-04 | Nohab Diesel Ab | SETTING TO TEMPERATURE REGULATE A FRESHWATER COOLING SYSTEM FOR COMPRESSOR-LATED COMBUSTION ENGINES WITH AIR INTERNAL COOLER AND FRESHWATER COOLING SYSTEM ACCORDING TO THE SET |
US4549505A (en) * | 1983-10-25 | 1985-10-29 | Nissan Motor Co., Ltd. | Cooling system for automotive engine or the like |
DE3575451D1 (en) * | 1984-02-23 | 1990-02-22 | Nissan Motor | COOLING PROCESS AND COOLING SYSTEM FOR INTERNAL COMBUSTION ENGINES. |
US4697551A (en) * | 1985-06-18 | 1987-10-06 | Paccar Inc | Quick-response control system for low-flow engine coolant systems |
DE3824412C1 (en) * | 1988-07-19 | 1989-08-24 | Mtu Friedrichshafen Gmbh | |
DE4035284A1 (en) * | 1990-02-09 | 1991-08-14 | Iveco Magirus | COMPENSATORY TANK FOR THE COOLANT LIQUID-COOLED INTERNAL COMBUSTION ENGINE |
FR2680618B1 (en) * | 1991-08-19 | 1993-11-19 | Sgs Thomson Microelectronics Sa | METHOD AND CIRCUIT FOR ADAPTING COEFFICIENT IN A MODEM EQUALIZER. |
FR2706531B1 (en) * | 1993-06-10 | 1995-08-18 | Valeo Thermique Moteur Sa | Expansion tank for thermal engine cooling circuit. |
DK172262B1 (en) * | 1995-10-10 | 1998-02-09 | Man B & W Diesel Gmbh | Multi-engine system with common fresh water cooling system |
FR2866064B1 (en) * | 2004-02-11 | 2008-05-16 | Trelleborg Fluid Systems Geie | DEVICE FOR CONTROLLING THE LIQUID PHASE OF A COOLING CIRCUIT OF A THERMAL MOTOR, IN PARTICULAR FOR A MOTOR VEHICLE |
DE102005004518A1 (en) * | 2005-01-31 | 2006-10-12 | Behr Gmbh & Co. Kg | Expansion tank for a coolant for a cooling circuit, in particular for a low temperature circuit for indirect charge air cooling for an internal combustion engine, cooling circuit, in particular low temperature circuit for indirect charge air cooling for an internal combustion engine, method for cooling a hot component, in particular an internal combustion engine |
FR2955148B1 (en) * | 2010-01-11 | 2012-05-11 | Trelleborg Fluid & Acoustic Solutions Tfas | DEVICE FOR CONTROLLING THE LIQUID PHASE OF A COOLING CIRCUIT OF A THERMAL ENGINE |
CN102562259A (en) * | 2012-02-14 | 2012-07-11 | 潍柴动力股份有限公司 | Air inlet temperature control system of engine |
DE102015212554A1 (en) * | 2015-07-06 | 2017-01-12 | Bayerische Motoren Werke Aktiengesellschaft | Motor vehicle with at least one coolant circuit |
DE102015111407B4 (en) * | 2015-07-14 | 2024-08-14 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Cooling system for a vehicle |
JP6681950B2 (en) * | 2018-07-27 | 2020-04-15 | 三桜工業株式会社 | Cooling system |
US11618343B2 (en) * | 2020-11-04 | 2023-04-04 | Ford Global Technologies, Llc | Deaeration devices for electrified vehicle thermal management systems |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE2245257B2 (en) * | 1972-09-15 | 1974-06-27 | Motoren- Und Turbinen-Union Friedrichshafen Gmbh, 7990 Friedrichshafen | Cooling device for a supercharged internal combustion engine |
DE2523436C3 (en) * | 1975-05-27 | 1978-05-24 | Kloeckner-Humboldt-Deutz Ag, 5000 Koeln | Liquid cooling system for an internal combustion engine |
DE2527872C2 (en) * | 1975-06-23 | 1983-08-04 | Klöckner-Humboldt-Deutz AG, 5000 Köln | Liquid cooling system for an internal combustion engine |
-
1978
- 1978-10-23 SE SE7810997A patent/SE413427B/en not_active IP Right Cessation
-
1979
- 1979-10-18 DK DK440779A patent/DK148544C/en not_active IP Right Cessation
- 1979-10-22 NO NO793389A patent/NO153743C/en unknown
- 1979-10-22 DE DE792953216A patent/DE2953216A1/en not_active Ceased
- 1979-10-22 WO PCT/SE1979/000214 patent/WO1980000863A1/en unknown
Also Published As
Publication number | Publication date |
---|---|
DE2953216A1 (en) | 1980-12-04 |
SE413427B (en) | 1980-05-27 |
SE7810997L (en) | 1980-04-24 |
NO153743C (en) | 1986-05-21 |
WO1980000863A1 (en) | 1980-05-01 |
DK148544B (en) | 1985-07-29 |
DK440779A (en) | 1980-04-24 |
NO793389L (en) | 1980-04-24 |
DK148544C (en) | 1986-01-13 |
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