Internal-combustion engines – Cooling – Automatic coolant flow control
Reexamination Certificate
1999-02-01
2001-03-06
Kwon, John (Department: 3747)
Internal-combustion engines
Cooling
Automatic coolant flow control
C123S041310
Reexamination Certificate
active
06196167
ABSTRACT:
BACKGROUND OF THE INVENTION
The present invention relates to a cooling system for high-power internal combustion engines and, more particularly, to a cooling system for a diesel engine powered locomotive traction vehicle.
Cooling systems for internal combustion engines, such as the diesel engines used in locomotives, are known in the art for the purpose of maintaining engine and lubricating oil temperatures within desired operating ranges. Turbo-charged engines are also known to utilize cooling systems for conditioning the combustion inlet air after it is compressed in a turbo-charger. U.S. Pat. No. 5,415,147, incorporated by reference herein, describes a temperature regulating system for a turbocharged locomotive engine that is specifically designed to address the need for different cooling modes dependent upon changes in ambient air temperature and engine load. In one flow path taught in that patent, coolant heated by the engine is cooled by a primary radiator having a split outflow such that a portion may be further cooled in a subcooler. The coolant portion flowing through the subcooler is directed either to an engine intake air intercooler or back to a water reservoir. In a second flow path, heated coolant from the engine may be directed to the intercooler to heat the engine intake air.
The temperature regulating system of U.S. Pat. No. 5,145,147 defines three modes of operation as follows:
Mode 1: The entire hot coolant outflow from the engine is directed to the radiator/subcooler. Coolant passing through the subcoolers is used to cool the engine intake air in the intercooler. Mode 1 is used when coolant temperatures are highest, such as when the engine is at the highest power levels and/or when the highest ambient air temperatures are encountered.
Mode 2: The radiator/subcooler are used to cool only a portion of the hot coolant outflow from the engine. The remainder is used to heat the engine intake air in the intercooler. Mode 2 is used when coolant temperature is high enough to warrant cooling but heating of the intake air is desired to obtain optimal engine operation.
Mode 3: None of the coolant outflow from the engine is cooled in the radiator, but some of this heated coolant is used to heat the engine intake air in the intercooler. The radiator and subcooler are drained in this mode. Mode 3 is utilized when the heat demand on the engine is lowest, such as at low power loads and/or cold ambient air temperatures.
The particular flow paths for each of the three modes described above are disclosed in U.S. Pat. No. 5,415,147 along with the flow control system valving required to implement this cooling flow control system. The flow control system includes a two-position three-way “T-port” rotary valve shafted to an external air powered actuator (item 112 of the patent) and an associated on-off butterfly valve (item 206) for drainage of radiator inlet piping, and a second two-position three-way “L-port” valve shafted to an external air powered actuator (item 144) and its associated second on-off butterfly valve (item 168) for drainage of the subcooler outlet piping. Table 1 below illustrates the possible combinations of valve positions for the three way valves, with the flow ports of the valves designated as A, B and C. Three of the four combinations are used for implementing modes 1, 2, and 3 described above, and the fourth combination is unused in the prior art embodiments.
TABLE 1
Cooling System Mode vs Valve Position
T
T
L
L
Mode
3-way
2-way
3-way
2-way
Flow Path
3
C to B
Open
C to B
Open
Eng to W/T & I/C Rad &
S/C to W/T
2
C to A
Closed
C to B
Open
Eng to Rad & I/C, S/C
to W/T
1
C to A
Closed
A to B
Closed
Eng to Rad, S/C to I/C
X
C to B
Open
A to B
Closed
Not Used
The following abbreviations are used in Table 1: Eng for engine; W/T for water tank; I/C for intercooler; Rad for radiator; and S/C for subcooler.
Note that the fourth mode, indicated by Mode “X” in Table 1, is not used in the system described in U.S. Pat. No. 5,415,147, but is nonetheless available and may become “operational” due to a failure(s) in the valves.
The prior art system provides several operational advantages. However, it contains many valves and piping connections, thereby increasing the cost of manufacturing, the cost of operation, and the overall reliability of the system. Accordingly, it is an object of this invention to provide a cooling system for a turbo-charged internal combustion engine that provides all of the operational flexibility of the prior art system of U.S. Pat. No. 5,415,147 while being simpler and less expensive to construct and to operate. It is a further object of this invention to provide a cooling system and that is more reliable in its operation than prior art systems.
SUMMARY OF THE INVENTION
Accordingly, a cooling system for a turbo-charged internal combustion engine is disclosed having: a water tank operable to contain cooling water and having an inlet and an outlet; a pump operable to circulate water throughout the cooling system and having a inlet connected to the water tank outlet and an outlet; an engine water jacket associated with the engine and having an inlet connected to the pump outlet and an outlet; a combustion air intercooler having an outlet connected to the water tank inlet and an inlet; a radiator having an inlet and an outlet; and a flow control valve having connections to the water jacket outlet, the intercooler inlet, the radiator inlet, the radiator outlet, and the water tank inlet. More particularly, the flow control valve defines three flow paths for the cooling water: a first flow path connecting the water jacket outlet to the radiator inlet, and connecting the radiator outlet to the intercooler inlet; a second flow path connecting the water jacket outlet to the radiator inlet and the intercooler inlet, and connecting the radiator outlet to the water tank inlet; and a third flow path connecting the water jacket outlet to the intercooler inlet and the water tank inlet, and connecting the radiator inlet and outlet to the water tank inlet. The flow control valve may further have a cylinder having openings connected to the water jacket outlet, the intercooler inlet, the radiator inlet, the radiator outlet, and the water tank inlet; a piston disposed within the cylinder and having a plurality of openings formed therein, the piston operable to be moved to three positions within the cylinder, each position corresponding to one of the three flow paths.
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Marsh Gregory Alan
Valentine Peter Loring
Breedlove Jill M.
General Electric Company
Kwon John
Rowold Carl A.
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