TWI421405B - Locomotive engine cooling device - Google Patents
Locomotive engine cooling device Download PDFInfo
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- TWI421405B TWI421405B TW100138722A TW100138722A TWI421405B TW I421405 B TWI421405 B TW I421405B TW 100138722 A TW100138722 A TW 100138722A TW 100138722 A TW100138722 A TW 100138722A TW I421405 B TWI421405 B TW I421405B
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Description
本發明係關於一種機車引擎散熱裝置，尤指一種適用於空冷式之機車引擎散熱裝置。The invention relates to a heat dissipation device for a locomotive engine, in particular to a heat dissipation device for an engine of an air-cooled locomotive.
對於一般車輛而言，其引擎必須設有冷卻結構以使引擎不致於產生過熱情形，而可以因此持續正常運作。For a typical vehicle, its engine must be equipped with a cooling structure so that the engine does not cause overheating, and thus can continue to operate normally.
一般引擎之冷卻結構可分為空(氣)冷式與水冷式，而空(氣)冷式又可分為強制空冷與自然空冷二種，差別在於強制空冷係以一散熱風扇強制吸入(導入)外部空氣以對引擎進行冷卻，而自然空冷則是使外部空氣自然流入以對引擎進行冷卻。The cooling structure of the general engine can be divided into air (air) cooling and water cooling, while air (air) cooling can be divided into forced air cooling and natural air cooling. The difference is that the forced air cooling is forced to be sucked by a cooling fan. The outside air cools the engine, while the natural air cooling causes the outside air to flow naturally to cool the engine.
請參閱圖1及圖2，其分別為習知機車引擎散熱裝置之立體圖及其導風罩進氣口之平面圖，如圖所示，習知機車之強制空冷散熱裝置，其散熱方式係藉由引擎92於運轉時直接帶動飛輪上之散熱風扇94把冷卻風吸入到導風罩入風部90內，冷卻風再藉由導風罩本體內之通道來進行對引擎92之散熱動作。換言之，其引擎92一啟動，散熱風扇94即跟隨啟動，而引擎92一停止，散熱風扇94即跟隨停止。覆蓋於散熱風扇94上之導風罩入風部90具有一進氣口95，於進氣口95處裝設有一防止異物侵入之固定式罩口柵門91，因此進氣口95之進氣面積係固定的，無法改變，當引擎92一啟動，散熱風扇94即跟著一起啟動，外界之冷空氣便一直吸入。Please refer to FIG. 1 and FIG. 2 , which are respectively a perspective view of a conventional locomotive engine heat sink and a plan view of the air inlet of the air hood. As shown in the figure, the forced air cooling device of the conventional locomotive has a heat dissipation method. When the engine 92 is in operation, the cooling fan 94 on the flywheel directly sucks the cooling air into the air inlet portion 90 of the air duct, and the cooling air performs the heat dissipation operation on the engine 92 through the passage in the air guiding body. In other words, as soon as the engine 92 is started, the cooling fan 94 follows the start, and once the engine 92 is stopped, the cooling fan 94 follows the stop. The air inlet portion 90 of the air hood covering the heat dissipation fan 94 has an air inlet 95, and a fixed cover gate 91 for preventing foreign matter from entering the air inlet 95 is provided, so that the air inlet 95 is aired. The area is fixed and cannot be changed. When the engine 92 is started, the cooling fan 94 is started together, and the outside cold air is always sucked in.
但是引擎92剛啟動時係處於暖機過程，尚未到達熱車階段，此時散熱風扇94一直吸入外界之冷空氣來散熱，會導致引擎92暖機過程時間過長，導致油耗與廢氣污染值增加之缺失，並非十分理想，尚有改善空間。However, when the engine 92 is just started, it is in the warm-up process, and has not yet reached the hot-vehicle stage. At this time, the cooling fan 94 always sucks in the cold air from the outside to dissipate heat, which may cause the engine 92 to warm up for too long, resulting in an increase in fuel consumption and exhaust gas pollution. The lack of it is not very ideal, there is still room for improvement.
發明人緣因於此，本於積極發明之精神，亟思一種可以解決上述缺失之機車引擎散熱裝置，幾經研究實驗終至完成本發明。Because of this, in the spirit of active invention, this is a kind of locomotive engine heat sink that can solve the above-mentioned deficiencies, and the research and experiment are finally completed to complete the present invention.
本發明之主要目的係在提供一種機車引擎散熱裝置，俾能於暖機階段，引擎溫度低於溫度開關所設定之預定溫度時，散熱風扇不開啟，可縮短引擎暖機過程時間，進而可減少油耗，也可減少廢氣污染值；反之，引擎溫度高於溫度開關所設定之預定溫度時，散熱風扇則開啟對引擎冷卻，以發揮冷卻效果。The main object of the present invention is to provide a locomotive engine heat dissipating device, which can reduce the cooling time of the engine during the warm-up phase, when the engine temperature is lower than the predetermined temperature set by the temperature switch, thereby shortening the engine warm-up process time, thereby reducing Fuel consumption can also reduce the value of exhaust gas pollution; conversely, when the engine temperature is higher than the predetermined temperature set by the temperature switch, the cooling fan is turned on to cool the engine to exert a cooling effect.
為達成上述目的，本發明之機車引擎散熱裝置，包括有：一引擎、一散熱風扇及一溫度開關。其中，散熱風扇係用以對引擎提供一強制氣流；溫度開關電連接於散熱風扇，溫度開關組設於一物件上，當該物件之溫度大於或等於溫度開關上之預定溫度時，溫度開關導通，促使散熱風扇開啟以對引擎冷卻，當該物件之溫度小於溫度開關上之預定溫度時，溫度開關則不導通，散熱風扇不開啟，即不對引擎冷卻。To achieve the above objective, the locomotive engine heat sink of the present invention comprises: an engine, a cooling fan and a temperature switch. The heat dissipation fan is configured to provide a forced air flow to the engine; the temperature switch is electrically connected to the heat dissipation fan, and the temperature switch group is disposed on an object. When the temperature of the object is greater than or equal to a predetermined temperature on the temperature switch, the temperature switch is turned on. The cooling fan is turned on to cool the engine. When the temperature of the object is less than the predetermined temperature on the temperature switch, the temperature switch is not turned on, and the cooling fan is not turned on, that is, the engine is not cooled.
上述溫度開關可固設於引擎之汽缸頭上，此時預定溫度可設定為110℃。亦即，可採用溫度110℃方導通之溫度開關，當引擎之汽缸頭的溫度小於110℃時，表示引擎剛啟動，尚在暖機階段，此時不開啟散熱風扇，可縮短引擎暖機過程時間，進而可減少油耗。而當汽缸頭的溫度大於或等於110℃，表示引擎已完成暖機，則溫度開關會導通以開啟散熱風扇對引擎提供一強制氣流，可避免溫度過高，影響引擎之性能。The above temperature switch can be fixed on the cylinder head of the engine, and the predetermined temperature can be set to 110 ° C. That is, a temperature switch with a temperature of 110 ° C can be used. When the temperature of the cylinder head of the engine is less than 110 ° C, it means that the engine has just started, and it is still in the warm-up phase. At this time, the cooling fan is not turned on, and the engine warming process can be shortened. Time, which in turn reduces fuel consumption. When the temperature of the cylinder head is greater than or equal to 110 ° C, indicating that the engine has completed warming up, the temperature switch will be turned on to open the cooling fan to provide a forced air flow to the engine, which can avoid excessive temperature and affect the performance of the engine.
當然，當溫度開關裝設於不同位置時，所對應之預定溫度則可不同。例如，若溫度開關裝設於引擎之機油箱內時，則可採用溫度80℃方導通之溫度開關。Of course, when the temperature switch is installed in different positions, the corresponding predetermined temperature may be different. For example, if the temperature switch is installed in the engine oil tank, a temperature switch that is turned on at a temperature of 80 ° C can be used.
上述溫度開關可具有一外螺牙，而該物件上則具有一與外螺牙相對應之內螺牙，俾方便溫度開關與該物件之螺合固定。The temperature switch may have an external thread, and the object has an internal thread corresponding to the external thread, and the temperature switch is screwed and fixed to the object.
請參閱圖3、圖4及圖5，其分別為本發明一較佳實施例溫度開關固設於汽缸體之立體圖及溫度開關導通與不導通之示意圖，本實施例之機車引擎散熱裝置，包括有：一引擎20、一散熱風扇21、一電池25、一電門開關28及一溫度開關22。其中，散熱風扇21係用以對引擎20提供一強制氣流，溫度開關22電連接於散熱風扇21，溫度開關22並經由電門開關28與電池25電路連接，該電門開關28係由騎乘者轉動電門而可選擇形成開路或短路。Please refer to FIG. 3 , FIG. 4 and FIG. 5 , which are respectively a perspective view of a temperature switch fixed to a cylinder block and a schematic diagram of conduction and non-conduction of a temperature switch according to a preferred embodiment of the present invention. The locomotive engine heat dissipation device of the embodiment includes There are: an engine 20, a cooling fan 21, a battery 25, a switch 28 and a temperature switch 22. The cooling fan 21 is configured to provide a forced air flow to the engine 20, the temperature switch 22 is electrically connected to the cooling fan 21, and the temperature switch 22 is electrically connected to the battery 25 via the electric door switch 28, and the electric door switch 28 is rotated by the rider. The electric gate can be selected to form an open circuit or a short circuit.
如圖3所示，溫度開關22上具有一外螺牙221，而引擎20之汽缸體201上具有一與外螺牙221相對應之內螺牙202，故溫度開關22可螺設固定於引擎20之汽缸頭201上。當電門開關28處於短路狀態，且汽缸頭201之溫度大於或等於一預定溫度時，表示引擎20已處於熱機階段，溫度開關22之接點223與接點224會導通以開啟散熱風扇21對引擎20冷卻。As shown in FIG. 3, the temperature switch 22 has an external thread 221, and the cylinder block 201 of the engine 20 has an internal thread 202 corresponding to the external thread 221, so the temperature switch 22 can be screwed and fixed to the engine. 20 on the cylinder head 201. When the switch 28 is in a short-circuit state and the temperature of the cylinder head 201 is greater than or equal to a predetermined temperature, it indicates that the engine 20 is in the heat engine stage, and the contact 223 and the contact 224 of the temperature switch 22 are turned on to turn on the cooling fan 21 to the engine. 20 cooling.
另，當電門開關28處於短路狀態，且汽缸頭201之溫度小於預定溫度時，溫度開關22之接點223與接點224不導通，散熱風扇21不會開啟，表示引擎20處於暖機階段，因此可縮短引擎20之暖機過程時間，進而可減少油耗，也可減少廢氣污染值。在本實施例中，溫度開關22所預設之預定溫度係為110℃。In addition, when the switch 28 is in a short-circuit state, and the temperature of the cylinder head 201 is less than the predetermined temperature, the contact 223 of the temperature switch 22 and the contact 224 are not turned on, and the cooling fan 21 is not turned on, indicating that the engine 20 is in the warm-up phase. Therefore, the warm-up process time of the engine 20 can be shortened, thereby reducing fuel consumption and reducing exhaust gas pollution. In the present embodiment, the predetermined temperature preset by the temperature switch 22 is 110 °C.
溫度開關22之作用原理如圖4及圖5所示，當電門開關28處於短路狀態，且引擎20之汽缸頭201上的溫度高於或等於溫度開關22所預設之110℃時，溫度開關22之金屬熱偶片222受熱產生變形，致使接點223與接點224呈導通狀態，進而促使散熱風扇21開啟(如圖5所示)。另，當電門開關28處於短路狀態，且引擎20之汽缸頭201上的溫度低於溫度開關22所預設之110℃時，溫度開關22之金屬熱偶片222變形量不夠或未變形，溫度開關22之接點223與接點224呈不導通狀態，散熱風扇21不會開啟(如圖4所示)。The function of the temperature switch 22 is as shown in FIG. 4 and FIG. 5. When the switch 28 is in a short circuit state and the temperature on the cylinder head 201 of the engine 20 is higher than or equal to 110 ° C preset by the temperature switch 22, the temperature switch The metal thermocouple piece 222 of 22 is deformed by heat, causing the contact 223 and the contact 224 to be in a conducting state, thereby causing the cooling fan 21 to be turned on (as shown in FIG. 5). In addition, when the switch 28 is in a short-circuit state, and the temperature on the cylinder head 201 of the engine 20 is lower than 110 ° C preset by the temperature switch 22, the metal thermocouple 222 of the temperature switch 22 is insufficiently deformed or undeformed, and the temperature is not changed. The contact 223 of the switch 22 and the contact 224 are in a non-conducting state, and the cooling fan 21 does not open (as shown in FIG. 4).
請再參閱圖6係本發明一較佳實施例溫度開關固設於機油箱之立體圖，並請一併參閱圖4與圖5，如圖6所示，機油箱11之機油由機油泵12輸出後經輸送管路14前段進入機油冷卻器13進行熱交換，冷卻後的機油再經輸送管路14後段進入引擎15內部進行冷卻及潤滑之動作。Please refer to FIG. 6 , which is a perspective view of the temperature switch fixed to the oil tank according to a preferred embodiment of the present invention, and please refer to FIG. 4 and FIG. 5 together. As shown in FIG. 6 , the oil of the oil tank 11 is output by the oil pump 12 . After that, the front section of the conveying pipeline 14 enters the oil cooler 13 for heat exchange, and the cooled oil passes through the conveying section 14 and enters the inside of the engine 15 for cooling and lubrication.
當溫度開關22螺設於引擎15之機油箱11內以偵測機油之溫度時，溫度開關22之預定溫度係為80℃。亦即，當電門開關28處於短路狀態，且機油箱11內之機油溫度小於80℃時，表示引擎15尚處於暖機階段，溫度開關22之接點223與接點224不導通，散熱風扇21不會開啟。另當電門開關28處於短路狀態，且機油溫度大於80℃時，表示引擎15已處於熱機階段，溫度開關22之接點223與接點224會導通以開啟散熱風扇21對引擎15冷卻。When the temperature switch 22 is screwed into the sump 11 of the engine 15 to detect the temperature of the oil, the predetermined temperature of the temperature switch 22 is 80 °C. That is, when the switch 28 is in a short-circuit state, and the oil temperature in the oil tank 11 is less than 80 ° C, it indicates that the engine 15 is still in the warm-up phase, the contact 223 of the temperature switch 22 and the contact 224 are not conducting, and the cooling fan 21 Will not open. When the switch 28 is in a short circuit state and the oil temperature is greater than 80 ° C, it indicates that the engine 15 is in the heat engine stage, and the contact 223 and the contact point 224 of the temperature switch 22 are turned on to turn on the cooling fan 21 to cool the engine 15 .
上述實施例僅係為了方便說明而舉例而已，本發明所主張之權利範圍自應以申請專利範圍所述為準，而非僅限於上述實施例。The above-mentioned embodiments are merely examples for convenience of description, and the scope of the claims is intended to be limited to the above embodiments.
11．．．機油箱11. . . Oil tank
12．．．機油泵12. . . Oil pump
13．．．機油冷卻器13. . . Oil cooler
14．．．輸送管路14. . . Conveying line
15．．．引擎15. . . engine
20．．．引擎20. . . engine
201．．．汽缸頭201. . . Cylinder head
202．．．內螺牙202. . . Internal thread
21．．．散熱風扇twenty one. . . Cooling fan
22．．．溫度開關twenty two. . . Temperature Switches
221．．．外螺牙221. . . External thread
222．．．金屬熱偶片222. . . Metal thermocouple
223．．．接點223. . . contact
224．．．接點224. . . contact
25．．．電池25. . . battery
28．．．電門開關28. . . Electric door switch
90．．．導風罩入風部90. . . Air inlet hood
91．．．罩口柵門91. . . Cover gate
92．．．引擎92. . . engine
94．．．散熱風扇94. . . Cooling fan
95．．．進氣口95. . . Air inlet
圖1係習知機車引擎散熱裝置之立體圖。Figure 1 is a perspective view of a conventional locomotive engine heat sink.
圖2係習知機車引擎散熱裝置之導風罩進氣口之平面圖。Figure 2 is a plan view of the air inlet of the air duct of the conventional locomotive engine heat sink.
圖3係本發明一較佳實施例溫度開關固設於汽缸體之立體圖。3 is a perspective view of a temperature switch fixed to a cylinder block in accordance with a preferred embodiment of the present invention.
圖4係本發明一較佳實施例之溫度開關導通示意圖。4 is a schematic diagram showing the conduction of a temperature switch according to a preferred embodiment of the present invention.
圖5係本發明一較佳實施例之溫度開關不導通示意圖。FIG. 5 is a schematic diagram showing the non-conduction of a temperature switch according to a preferred embodiment of the present invention.
圖6係本發明一較佳實施例溫度開關固設於機油箱之立體圖。6 is a perspective view of a temperature switch fixed to an oil tank according to a preferred embodiment of the present invention.
21．．．散熱風扇twenty one. . . Cooling fan
22．．．溫度開關twenty two. . . Temperature Switches
221．．．外螺牙221. . . External thread
222．．．金屬熱偶片222. . . Metal thermocouple
223．．．接點223. . . contact
224．．．接點224. . . contact
25．．．電池25. . . battery
28．．．電門開關28. . . Electric door switch
Claims (3)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| TW100138722A TWI421405B (en) | 2011-10-25 | 2011-10-25 | Locomotive engine cooling device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| TW100138722A TWI421405B (en) | 2011-10-25 | 2011-10-25 | Locomotive engine cooling device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| TW201317438A TW201317438A (en) | 2013-05-01 |
| TWI421405B true TWI421405B (en) | 2014-01-01 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| TW100138722A TWI421405B (en) | 2011-10-25 | 2011-10-25 | Locomotive engine cooling device |
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| Country | Link |
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| TW (1) | TWI421405B (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP3330511A1 (en) | 2016-12-05 | 2018-06-06 | Southern Taiwan University of Science and Technology | Engine temperature regulating device |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5875746A (en) * | 1997-04-02 | 1999-03-02 | Torota Jidosha Kabushiki Kaisha | Cylinder head structure for an internal combustion engine |
| TWM290926U (en) * | 2005-12-02 | 2006-05-21 | Chuen-Sheng Wang | Auxiliary air intake device for internal combustion engine |
| CN201306223Y (en) * | 2008-10-09 | 2009-09-09 | 张和君 | Electric control gasoline engine ECU and working system thereof |
| TWI316985B (en) * | 2005-12-27 | 2009-11-11 | Honda Motor Co Ltd | |
| EP2042703B1 (en) * | 2005-06-23 | 2010-07-21 | Honda Motor Co., Ltd. | Air-cooled engine |
| CN101405492B (en) * | 2006-03-20 | 2011-09-21 | 卡特彼勒Sarl公司 | Cooling fan controller and cooling fan controller for operating machine |
-
2011
- 2011-10-25 TW TW100138722A patent/TWI421405B/en not_active IP Right Cessation
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5875746A (en) * | 1997-04-02 | 1999-03-02 | Torota Jidosha Kabushiki Kaisha | Cylinder head structure for an internal combustion engine |
| EP2042703B1 (en) * | 2005-06-23 | 2010-07-21 | Honda Motor Co., Ltd. | Air-cooled engine |
| TWM290926U (en) * | 2005-12-02 | 2006-05-21 | Chuen-Sheng Wang | Auxiliary air intake device for internal combustion engine |
| TWI316985B (en) * | 2005-12-27 | 2009-11-11 | Honda Motor Co Ltd | |
| CN101405492B (en) * | 2006-03-20 | 2011-09-21 | 卡特彼勒Sarl公司 | Cooling fan controller and cooling fan controller for operating machine |
| CN201306223Y (en) * | 2008-10-09 | 2009-09-09 | 张和君 | Electric control gasoline engine ECU and working system thereof |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP3330511A1 (en) | 2016-12-05 | 2018-06-06 | Southern Taiwan University of Science and Technology | Engine temperature regulating device |
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| TW201317438A (en) | 2013-05-01 |
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