GB2058911A - Cooling vehicle oils by the engine combustion air - Google Patents
Cooling vehicle oils by the engine combustion air Download PDFInfo
- Publication number
- GB2058911A GB2058911A GB8028436A GB8028436A GB2058911A GB 2058911 A GB2058911 A GB 2058911A GB 8028436 A GB8028436 A GB 8028436A GB 8028436 A GB8028436 A GB 8028436A GB 2058911 A GB2058911 A GB 2058911A
- Authority
- GB
- United Kingdom
- Prior art keywords
- engine
- retarder
- cooler
- vehicle
- control device
- 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
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F28—HEAT EXCHANGE IN GENERAL
- F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
- F28D9/00—Heat-exchange apparatus having stationary plate-like or laminated conduit assemblies for both heat-exchange media, the media being in contact with different sides of a conduit wall
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K13/00—Arrangement in connection with combustion air intake or gas exhaust of propulsion units
- B60K13/02—Arrangement in connection with combustion air intake or gas exhaust of propulsion units concerning intake
-
- 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
- F01P11/08—Arrangements of lubricant coolers
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
- F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
- F02M31/04—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture
- F02M31/10—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture by hot liquids, e.g. lubricants or cooling water
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/78—Features relating to cooling
-
- 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
- F01P2060/06—Retarder
-
- 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)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Transportation (AREA)
- Transmission Of Braking Force In Braking Systems (AREA)
- Lubrication Of Internal Combustion Engines (AREA)
Abstract
A heat exchanger 3 for cooling one or more of the oils in a hydrodynamic vehicle retarder, the vehicle transmission or the vehicle engine is located in the engine air intake system 2. A valve 6 controlling the passage of air through the exchanger 3 or a bypass is con- trolled in dependence upon the temperature of the retarder oil, application of the retarder, the engine exhaust gas temperature or the position of a fuel injection pump control rod. The exchanger 3 may raise the intake air temperature by 90 DEG C during retarder operation. <IMAGE>
Description
SPECIFICATION
Cooling arrangement for a hydrodynamic retarder
This invention relates to a vehicle comprising an internal combustion engine, a hydrodynamic retarder, and a cooler for cooling the fluid of the hydrodynamic retarder.
It is known to use a cooler to cool the liquid (oil) used in a hydrodynamic retarder fitted to a vehicle driven by an internal combustion engine. Tests of various known cooling systems have shown, however, that, when the retarder is operated, i.e. when the engine is not under load, the combustion chambers of the engine cool down.
It has also been ascertained that a sufficient retarder cooling performance can be achieved only if the cooler for the retarder oil is of considerable size. However, the space required for the cooler is not always available in motor vehicles.
It is an aim of the present invention, therefore, to construct a vehicle of the kind referred to in the opening paragraph in such a way that the problems of excessive engine cooling and of the space required for the cooler are alleviated.
With this aim in view, the invention is directed to a vehicle of the kind set forth in the opening paragraph in which the intake combustion air of the engine is ducted or is arranged to be ducted to the cooler to act as a cooling medium. The advantage of this arrangement is that the retarder oil can be effectively cooled in the forced ventilation stream of the engine intake air, whilst at the same time the intake air can be heated to prevent the combustion chambers of the internal combustion engine from cooling down.
Depending on the maximum capacity of the retarder and the highest permissible retarder oil temperature, the capacity of the cooler may be between, for example, 20% and 30% of the retarder capacity. This is sufficient for raising the temperature of the intake air by substantially 90"C.
The heat generated in the retarder oil cooler requires to be dissipated only when the brake is operated. It is appropriate, therefore, if during normal travel the intake air is not ducted through the cooler. This can be achieved if an air intake duct of the internal combustion engine is provided with two passages arranged in parallel, the cooler being disposed in one of the passages, a control device being provided which can be operated to divert the intake air along the other of the passages to by-pass the cooler.
The control device may comprise a flap disposed in the region of an upstream junction of the two passages and movable selectively to divert engine intake air along one passage or the other. This simple arrangement ensures a sufficient supply of intake air whichever passage for the air intake is open, and also the facility of opening and closing the flap automatically if required. It is advantageous in this instance if the flap is controlled in dependence on the temperature of the retarder oil. Alternatively, it is possible to cause the flap to open or close the passage in which the retarder oil cooler is disposed automatically upon application and release of the hydrodynamic retarder.
The cooler for the retarder fluid can be constructed to cool simultaneously at least a part of the oil of a transmission unit of the vehicle and/or the engine lubricating oil. This will cause the engine intake air to be heated even when the engine is under load, the reason being that heat in the oil is constantly generated and requires to be dissipated. As a result, there can be obtained better exhaustgas emission values, lower frictional loss and thus a more favourable specific fuel consumption. Since, when the engine works under full load, it is undesirable to feed in heated intake air the control device, in the case of such a cooler construction, is additionally controlled in dependence on the load on the engine.The temperature of the exhaust gas may serve as a criterion for the engine load and also-in the case of internal combustion engines fitted with injection pumps-the displacement of the actuating rod. In the event of the internal combustion engine being provided with a hydraulically adjustable cooling fan the control device may also be controlled in dependence on the adjustment of the cooling fan. However, this additional control is required only if the cooler is constructed as a two-media cooler, i.e. if the circuit of the engine lubricating oil is separate from that of retarder oil. If only the retarder and engine lubricating oils are cooled in the cooler and if these oils are combined in a single oil circuit, the additional load-dependent control of the control device is not necessary.In this instance, it is sufficient to control the control device in dependence on the oil temperature.
The cooler may be constructed as a twomedia cooler, the cooling medium flowing transversely to the two media to be cooled, and the media to be cooled flowing in countercurrent to each other.
It will be understood that the invention is not necessarily limited to the cooling of retarder fluid, and according to a further aspect of the invention there is provided a vehicle driven by an internal combustion engine and having a heat exchanger which serves to cool one or more of the following:
(a) lubricating oil of the engine;
(b) fluid used in a transmission unit of the vehicle; and
(c) fluid used in a hydrodynamic retarder serving to retard the vehicle;
the cooling medium fed to the heat ex changer comprising the intake combustion air of the engine, and the heat exchanger being disposed in an intake air duct of the engine.
The invention will now be described in more detail with reference to a preferred embodiment shown in the accompanying drawings in which:
Figure 1 is a diagrammatic sketch of the air intake duct of an air-cooled internal combustion engine; and
Figures 2 to 4 show preferred constructions of the cooler.
Fig. 1 diagrammatically illustrates an aircooled internal combustion engine 1 including its combustion air intake system and a heat exchanger 3 for the retarder oil of a hydrodynamic retarder or brake-not illustrated. Although the internal combustion engine illustrated in this embodiment is an air-cooled one, the arrangement of the heat exchanger 3 in the air intake system 2 according to the invention may equally well be used in a watercooled internal combustion engine.
The air intake system 2 comprises a combustion air intake duct 5 at the front end of which-facing the ambient air-an air filter 4 is arranged. A passage 5.1, in which the heat exchanger 3 is disposed, is branched off the air intake duct 4 downstream of the air filter 4. The passage 5.1 re-joins the other passage of the air intake duct 5 downstream of the heat exchanger 3-seen in the direction of the air flow. The upstream branching-off junction of the passage 5.1 is controlled by a control device 6 constructed as a flap.This control device 6 is constructed in such a way that when the control device reaches one of its two end positions the intake air will flow through the heat exchanger 3 while when it reaches its other end position the air will flow through the other passage of the air intake duct 5 and by-pass the heat exchanger 3.
It is advantageous if the heat exchanger 3 is disposed in the passage 5.1 in such a way that the intake air used as the cooling medium will flow transversely to the direction of flow of the medium to be cooled, in this case the retarder oil, which is ducted to the exchanger through a duct 7 and from the exchanger through a duct 8.
The heat exchanger 3 is in its simplest construction a one-medium cooler (Fig. 2), which means to say that there is only one medium to be cooled which in this instance is the retarder oil. Since the retarder oil will be heated only when the brake of the internal combustion engine is in operation, it is only necessary for the control element 6 to duct the intake air through the heat exchanger 3 during such operation. As a result, the intake air will be heated when the brake is applied and this heating will prevent the combustion chambers of the internal combustion engine from being cooled down. It has been ascertained that by this method the intake air may be heated by substantially 90"C. It is for this reason that the control device 6 is preferably controlled, through control means known per se, in dependence on the temperature of the retarder oil.
Instead of the one-medium heat exchanger 3 as illustrated in Fig. 1 a two-media heat exchanger 3.1 may be arranged in the passage 5.1 as illustrated in Fig. 3. The heat exchanger 3.1 renders it possible to cool two media separately ducted to and away from the exchanger. They may be, for example, besides the retarder oil, the oil of the transmission unit or the lubricating oil of the internal combustion engine. In these instances in which a medium to be cooled will flow even during normal travel through the heat exchanger 3.1 even when the internal combustion engine operates under partial load. However, since in the full-load range of the engine the air should not be ducted through the heat exchanger 3.1 the control device 6 requires in this instance to be additionally controlled in dependence on the prevailing power output of the internal combustion engine.For this purpose, the exhaust gas temperature of the internal combustion engine or-if there is a fuel injection pumwthe displacement of the actuating rod may serve as a control criterion. The heat exchanger 3.1 may be connected for the purpose of cooling a further medium to the lubricating oil circuit. In this case however, a further heat exchanger for the lubricating oil requires to be provided, which exchanger takes over the cooling of the oil when the internal combustion engine operates under full load.
Fig. 4 illustrates an embodiment of the twomedia heat exchanger 3.1 which is of laminated construction. The two media to be cooled are ducted wall to wall in the passages 9 and 10 and the intake air in the passages
11 bordering on the passages 9 and 10. The advantage of this arrangement is that-bearing in mind that when the retarder is operated only the retarder oil will be heated-the second oil, which will not be heated when the brake is operated, may be used for re-cooling the retarder oil.
Claims (9)
1. A vehicle comprising an internal com
bustion engine, a hydrodynamic retarder, and
a cooler for cooling the fluid of the hydrody
namic retarder, in which the intake combustion air of the engine is ducted or is arranged to be ducted to the cooler to act as a cooling
medium.
2. A vehicle according to claim 1, in which an air intake duct of the internal com
bustion engine is provided with two passages
arranged in parallel, the cooler being disposed
in one of the passages, a control device being
provided which can be operated to divert the
intake air along the other of the passages to by-pass the cooler.
3. A vehicle according to claim 2, in which the control device is a flap disposed in the region of an upstream junction of the two passages and movable selectively to divert engine intake air along one passage or the other.
4. A vehicle according to claim 2 or claim 3, in which the control device is controllable in dependence on the temperature of the retarder fluid.
5. A vehicle according to claim 2 or claim 3, in which the control device is arranged to be actuated simultaneously with the operation of the retarder.
6. A vehicle according to any of claims 2 to 4 and further including a drive transmission unit, the cooler being constructed to cool not only the fluid of the retarder but also the fluid of the transmission unit and/or the engine lubricating oil, the control device being controllable in dependence on the load on the internal combustion engine.
7. A vehicle according to any of the preceding claims, in which the cooler is constructed as a two-media cooler, the cooling medium flowing transversely to the two media to be cooled, and the media to be cooled flowing in countercurrent to each other.
8. A vehicle driven by an internal combustion engine and having a heat exchanger which serves to cool one or more of the following:
(a) lubricating oil of the engine;
(b) fluid used in a transmission unit of the vehicle; and
(c) fluid used in a hydrodynamic retarder serving to retard the vehicle;
the cooling medium fed to the heat exchanger comprising the intake combustion air of the engine, and the heat exchanger being disposed in an intake air duct of the engine.
9. A vehicle hydrodynamic retarder oil cooling system substantially as described herein with reference to the accompanying drawings.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19792935589 DE2935589A1 (en) | 1979-09-04 | 1979-09-04 | VEHICLE DRIVE |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB2058911A true GB2058911A (en) | 1981-04-15 |
| GB2058911B GB2058911B (en) | 1983-05-05 |
Family
ID=6079962
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB8028436A Expired GB2058911B (en) | 1979-09-04 | 1980-09-03 | Cooling vehicle oils by the engine combustion air |
Country Status (4)
| Country | Link |
|---|---|
| JP (1) | JPS5639944A (en) |
| DE (1) | DE2935589A1 (en) |
| FR (1) | FR2464168B1 (en) |
| GB (1) | GB2058911B (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GR920100508A (en) * | 1992-11-18 | 1994-07-29 | Pantelis Charalampidis | Mechanism for the cooling of the oil and the simultaneous warming up of the petrol-air mixture of the internal combustion engine. |
| EP1030050A1 (en) * | 1999-02-16 | 2000-08-23 | Siebe Automotive (Deutschland) GmbH | Exhaust gas recirculation system |
| US20100000475A1 (en) * | 2007-01-30 | 2010-01-07 | Zoltan Kardos | Arrangement for heating oil in a gearbox |
| US20120123635A1 (en) * | 2010-11-16 | 2012-05-17 | Ford Global Technologies Llc | Powertrain thermal management system for a dry-clutch transmission |
| CN109312848A (en) * | 2016-07-27 | 2019-02-05 | 株式会社电装 | Oil supply system |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01253554A (en) * | 1987-12-28 | 1989-10-09 | Niigata Eng Co Ltd | Calorifier of generating equipment driven by internal combustion engine |
| FR2634427A1 (en) * | 1988-07-22 | 1990-01-26 | Bellamy Francis | System connected to the air filter, for improving the liquid cooling of internal combustion engines |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB558061A (en) * | 1942-06-15 | 1943-12-17 | Borg & Beck Co Ltd | Improvements in or relating to fluid flywheels and like torque transmitting devices utilising pressure liquid |
| GB931039A (en) * | 1960-10-06 | 1963-07-10 | Automotive Prod Co Ltd | Improvements in or relating to braking devices for vehicles |
| GB1224110A (en) * | 1969-07-21 | 1971-03-03 | Suddeutshe Kuhlerfabrik Julius | Improvements relating to cooling arrangements for engines and braking means of vehicles |
| DE2160328C3 (en) * | 1971-12-04 | 1978-05-18 | Kloeckner-Humboldt-Deutz Ag, 5000 Koeln | Cooling circuit for internal combustion engines in vehicles |
| JPS6034771Y2 (en) * | 1976-09-24 | 1985-10-16 | 石川島播磨重工業株式会社 | Suction silencer for turbocharger |
| DE2741244C2 (en) * | 1977-09-14 | 1983-10-27 | Klöckner-Humboldt-Deutz AG, 5000 Köln | Cooling arrangement on an air-cooled internal combustion engine |
-
1979
- 1979-09-04 DE DE19792935589 patent/DE2935589A1/en not_active Withdrawn
-
1980
- 1980-08-27 JP JP11714280A patent/JPS5639944A/en active Pending
- 1980-09-03 GB GB8028436A patent/GB2058911B/en not_active Expired
- 1980-09-04 FR FR8019154A patent/FR2464168B1/en not_active Expired
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GR920100508A (en) * | 1992-11-18 | 1994-07-29 | Pantelis Charalampidis | Mechanism for the cooling of the oil and the simultaneous warming up of the petrol-air mixture of the internal combustion engine. |
| EP1030050A1 (en) * | 1999-02-16 | 2000-08-23 | Siebe Automotive (Deutschland) GmbH | Exhaust gas recirculation system |
| US20100000475A1 (en) * | 2007-01-30 | 2010-01-07 | Zoltan Kardos | Arrangement for heating oil in a gearbox |
| US8100106B2 (en) * | 2007-01-30 | 2012-01-24 | Scania Cv Ab (Publ) | Arrangement for heating oil in a gearbox |
| US20120123635A1 (en) * | 2010-11-16 | 2012-05-17 | Ford Global Technologies Llc | Powertrain thermal management system for a dry-clutch transmission |
| US8965628B2 (en) * | 2010-11-16 | 2015-02-24 | Ford Global Technologies, Llc | Powertrain thermal management system for a dry-clutch transmission |
| CN109312848A (en) * | 2016-07-27 | 2019-02-05 | 株式会社电装 | Oil supply system |
Also Published As
| Publication number | Publication date |
|---|---|
| GB2058911B (en) | 1983-05-05 |
| FR2464168A1 (en) | 1981-03-06 |
| JPS5639944A (en) | 1981-04-15 |
| DE2935589A1 (en) | 1981-04-09 |
| FR2464168B1 (en) | 1985-07-05 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PCNP | Patent ceased through non-payment of renewal fee |