Internal-combustion engines – Cooling – With vapor generation and/or condensing
Patent
1984-06-13
1986-12-23
Cuchlinski, Jr., William A.
Internal-combustion engines
Cooling
With vapor generation and/or condensing
123 4182R, 252 75, F01P 322
Patent
active
046305726
DESCRIPTION:
BRIEF SUMMARY
DESCRIPTION
Technical Field
The present invention relates to a cooling system for internal combustion engines that significantly increases the efficiency of and reduces the undesired emissions from the engine and is less expensive to make, install and maintain than conventional cooling systems. The system also makes it possible to improve the aerodynamic efficiency of vehicles by greatly reducing or eliminating the drag of a cooling air intake.
BACKGROUND ART
Effect of Temperature on Engine Performance
It is well known that the efficiency of the internal combustion engine is greatly affected by temperature. It is for this reason that a major modification of the engine cooling system may have a first-order effect on engine performance. In general internal combustion engines, whether diesel or spark-ignition, are "heat engines" and operate more efficiently when hot. Accordingly, current design convention seeks to provide for attainment of temperatures of the walls of the cylinder bores at as high a level as possible. For this reason present-day liquid-coolant systems are operated under pressure. Pressure raises the boiling point of the liquid, and accordingly the coolant may be operated at higher temperatures without "boiling over."
In conventional cooling systems, however, there is a penalty for high bore temperatures--temperatures at the cylinder head are also increased. This tends to cause premature ignition of the fuel charge, which most drivers recognize as "knocking", and localized heat damage such as metal cracks. Further insight into temperature effect is gained from consideration of what happens to the energy of the fuel supplied to the engine of an automobile. It is roughly as follows: and out of the combustion chambers and out the exhaust pipe (6% of total energy input), piston ring friction (3%), and other engine friction (4%), leaving an engine brake horsepower of 25% of energy in. In the case of automobiles, by far the largest field of use of internal combustion engines, only about one-half of the brake horsepower is ultimately used to move the automobile. The other half is lost in coasting, idling and braking, in drive train friction and other losses and in powering accessories. About one-half of the energy at the wheels is used to overcome aerodynamic drag and the rest tire friction and hysteresis.
Engine temperature affects cylinder cooling heat rejection and thermodynamic cycle efficiency in various ways. Engine temperature also affects friction losses. The requirement in conventional vehicles of a radiator cooled by ambient air flow increases aerodynamic drag, relative to the more efficient body shapes that could be used if the cooling air intake for the radiator were eliminated.
The primary purpose of an engine cooling system is to keep the engine within maximum and minimum temperature limits under varying loads and ambient conditions.
The combustion process in an engine causes excessively high temperatures around the mixture ignition areas, normally in the top part of the combustion chamber in piston engines, and exhaust valve seat and port surfaces. Excessive temperatures in these areas cause surface ignition, leading to engine knock, mechanical failures of engine materials, and increases in HC (hydrocarbon) and NO.sub.x (oxides of nitrogen) emissions. Excessive cooling of the engine adversely affects fuel consumption, exhaust emissions of HC and CO, deposits, and vehicle driveability. Temperature differences throughout the engine cause thermal distortion and stress, which lead to engine wear, leakage, and failure. The ideal cooling system, therefore, balances these factors in order to maintain a temperature that is high enough to promote fuel economy, minimize emissions, maintain driveability, etc., low enough to eliminate preignition and mechanical failure and uniform enough to eliminate thermal distortion and its resulting problems.
In addition to the cooling requirements for an engine operating under steady state conditions, as described above, a cooling system has further
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Cuchlinski Jr. William A.
Evans Cooling Associates
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